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BRIEFING: SHIPBORNE have shown that the F-35B has a Sea State 6) requirement saw ROLLING VERTICAL LANDING critical vulnerability to deck mo- it ruled out on grounds of pilot tion for the SRVL manoeuvre. So workload and risk. So a stabi- [SRVL] c.2008 Richard Scott ZKLOHWKHUHLVFRQ¿GHQFHWKDW lised VLA quickly emerged as a SRVLs can he performed safely sine qua non. [SEA STATE 6: “4 to “...Landing aids in benign conditions with good 6 metres wave height - Very rough & With SRVL now likely to he used visibility, it was apparent that Surface Wind speed from Table can be as a primary recovery technique the real task drivers for the from 27-33 knots” Sea State Table: on board CVF, there is an addi- manoeuvre were higher sea http://www.syqwestinc.com/sup- tional requirement to augment states and night/poor weath- port/Sea%20State%20Table.htm the baseline landing aids suite er conditions.” & http://en.wikipedia.org/wiki/ with a landing aid appropriate to 6LPXODWRUÀ\LQJXQGHUWDNHQ Sea_state ] the SRVL approach manoeuvre. on both sides of the Atlantic, in- Existing systems were evalu- To this end QinetiQ has been cluding work at BAE Systems’ ated, including the US Navy’s contracted to research, concep- Warton Motion Dome Simulator Improved Fresnel Lens Optical tualise and prototype a new VLA in December 2007, had brought Landing System (IFOLS). “How- concept, known as the Bedford the problem into sharp relief. ever, the verdict on IFOLS was Array, which takes inputs “Quite simply, these simulations that it was reasonably expensive, from inertial references to showed that pilots would crash in not night-vision goggle compat- stabilise against deck mo- high sea state conditions without ible and, as a mechanical system, tions (pitch and heave). The a suitable stabilised visual refer- presented an additional main- software-controlled light- ence,” said Paines. “The need for tenance burden to the carrier,” ing pattern provides an aim- some sort of VLA optimised for says Paines. “So the concept of point for the recovering pilot. SRVL was therefore apparent.” the Bedford Array was conceived, Justin Paines, development Although an unstabilised ap- developed and fully tested in test pilot for QinetiQ, said: proach aid was looked at early around a year in direct response ³6WXG\ZRUNDQGVLPXODWRUÀ\LQJ on, the ‘top end’ (recovery in to MoD requirements.” The science behind the Bed- A trial of the Bedford Array and 19 November 2008 to prove ford Array – so called because concept was undertaken aboard the Bedford Array concept. In all, it was brainstormed at QinetiQ’s the aircraft carrier HMS Illus- 67 vertical landings and around Bedford lab – is deceptively sim- trious in November 2008, with 659/DSSURDFKHVZHUHÀRZQ ple. A linear array of software- QinetiQ using the VAAC Harrier A second lighting array was controlled lights is installed along WHVWEHGWRÀ\DSSURDFKHVWRD ULJJHGRQWKHFDUULHUÀLJKWGHFN WKHFHQWUHOLQHRIWKHD[LDOÀLJKW demonstration Bedford Array itself. This was used for a paral- deck, using a simple mathemati- mounted on the ship, in order to lel evaluation of the visual acuity cal algorithm to switch on the evaluate its ability to accurately RIWKHOLJKWLQJV\VWHPLQGLϑHU- appropriate lights according to indicate an SRVL glideslope aim- ent ambient conditions, on deck. the ship motion references input point. For the purposes of the “This series of trials was de- to the system. These provide a trial, the lighting array was in- VLJQHGWRUH¿QHWKHRSHUDWLRQDO stabilised glideslope indica- stalled in the port catwalk adja- concept, mitigate failure cases tion for the pilot’s helmet dis- FHQWWR,OOXVWULRXV¶ÀLJKWGHFN and optimise the Bedford Array play SRVV symbology. The VAAC Harrier did not visual landing aids arrangement,” “The system ensures that the actually perform SRVL recov- said Lieutenant Commander SLORWÀ\LQJWKHµUROOLQJODQGLQJV¶ eries to the ship, owing to Chris Götke, VAAC project pi- makes an accurate approach to the limited dimensions of the lot and one of the six assessor the deck, even in rough sea con- ÀLJKWGHFN,QVWHDGLWÀHZUHS- pilots participating in the trial. ditions,” said Paines. “It takes resentative SRVL approach pro- ³7KHVROXWLRQZDV¿UVWWHVWHGLQ inputs from external passive ¿OHVWRWKHFDWZDONDUUD\(down QinetiQ labs and has now been references and when com- to a safety height of about 40 proved by successful trials, and bined wilh information in the ft above deck) and then per- will be implemented on the new pilot’s Helmet Mounted Dis- formed a low go-around. carriers.”...” play, allows for a low-work- 4LQHWL4¶V9$$&+DUULHUÀHZD http://www.zinio.com/rea load, stabilised pilot approach total of 39 sorties in the south- der.jsp?issue=384167391 in even the worst conditions.” west approaches between 12 &o=int&prev=sub&p=28 )O\LQJ WKH )%LQVLGH%$( V VHFUHW ZDU PDFKLQH VLPXODWRU WXFNHG DZD\ LQ D TXLHW 8. YLOODJH  0DU  /LDW &ODUN KWWSZZZZLUHGFRXNDUWLFOHIVLPXODWRUEDHV\VWHPVZDUWRQ

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F-35B Vertical Landing (VL) The advanced control system and flight deck layout minimise pilot workload when landing vertically on QEC’s flight deck.

KWWSVZZZEDHV\VWHPV A dedicated simulation facility at BAE Systems Warton, Lancashire, has enabled engineers and pilots, to experience operating the F-35 from FRPHQGRZQORDGHQ the QEC carrier well in advance of entry into service. Trials conducted in the simulator are helping determine how the aircraft will operate from  the carrier and are being used to optimise the ship/air interface. F-35B Take off from the Ski Jump Ramp The ski-jump has been designed to optimise launch performance. The SGI F-35B Shipborne Rolling Vertical Landing (SRVL) technique has been practised and refined hundreds of times by pilots Landing with forward air speed allows the aircraft to bring back in the BAE Systems F-35/QEC Carrier Flight Simulator. several thousand pounds of extra weight to the ship. A technique perfected in the simulator.

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µ:L]]HU¶ :LOVRQ SUHSDUHV IRU VW 659/ 2FW  F-35B Performs First Rolling Landing on HMS Queen Elizabeth A revolutionary new way of A revolutionary method of Aviation News incorporating Jets December 2018 landing the F-35 Lightning on landing an F-35B Lightning a ship has been carried out fi ghter jet on a ship has been by a British test pilot on the carried out for the fi rst time on Royal Navy’s newest carrier, board the UK’s newest aircraft HMS Queen Elizabeth, for carrier HMS Queen Elizabeth. LPhot Kyle/HellerRoyal Navy the fi rst time. BAE Systems test pilot, Peter Wilson, made aircraft received fuel from both history conducting the fi rst-ever underwing stations on the shipborne rolling vertical landing tanker. Following the sortie, a (SRVL). Prior to this, the aircraft Royal Navy F-35B pilot assigned had only been landed vertically, to 617 Sqn said: “It’s fantastic to hovering by the side of the be able to link up the UK’s fi fth- ship before moving sideways generation asset with the RAF’s and lowering down. The rolling Voyager tanker in UK skies landing requires the pilot to for the fi rst time. Being able to approach the ship more conventionally at been able to do the fi rst one on board HMS refuel from an asset such as Voyager gives speed from behind, before using thrust from Queen Elizabeth.” the F-35B the ability to deliver world-beating its nozzle and lift created by air over the The UK is the only nation currently planning air power at range in defence of the nation.” wings to touch down at low speed, using to use this manoeuvre, which will allow the The Voyager fi rst refuelled an F-35 only the brakes to come to a stop. F-35B to land on board the carrier with heavier during trials from NAS Patuxent River, Peter Wilson said: “I’m excited and thrilled loads than possible by other methods. Maryland, during May 2016 and is the to have achieved this. I’ve worked on this In other Lightning news, the RAF has fourth non-US aircraft type to be certifi ed for the past 17 years and it’s fantastic to undertaken its fi rst air-to-air refuelling of a to refuel the Lightning II. Successful trials know that it’s matched the modelling and F-35B and a Voyager. The rendezvous with had previously been undertaken with Royal simulation we have done over the years.” He the tanker, fl own by a 101 Sqn crew, took Australian Air Force KC-30s, Italian Air added: “I’ve fl own more than 2,000 SRVLs place on October 16 in Air-to-Air Refuelling Force KC-767s and a KDC-10 of the Royal in the simulator and am honoured to have Area 8 over the North Sea. The 617 Sqn Netherlands Air Force. 8. BAE 7HVW 3LORW KWWSVZZZI FRPDVVHWVXSORDGV 3HWHU :L]]HU :LOVRQ LPDJHV04MSJ )LUVW)%659/UHFRYHU\FRPSOHWHGRQ+064XHHQ(OL]DEHWK 5LFKDUG6FRWW/RQGRQ,+6-DQH V'HIHQFH:HHNO\2FWREHU KWWSVZZZMDQHVFRPDUWLFOH .H\3RLQWV ILUVWIEVUYOUHFRYHU\FRPSOHWHGRQKPVTXHHQHOL]DEHWK $Q)%PDGHWKHILUVW659/UHFRYHU\RQWR+064XHHQ(OL]DEHWKRQ2FWREHU 659/VDOORZ)%VWRPDNHFDUULHUODQGLQJVZLWKKHDYLHUORDGVDYRLGLQJWKHQHHGWRMHWWLVRQIXHODQGRUZHDSRQV

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AIR International provides an overview of the historic first landings of F-35Bs onboard HMS Queen Elizabeth and the ongoing flight trials 1RY  THE FIRST F-35B Lightning flown by Royal Navy Commander Shortly after the historic landing this autumn over an 11-week at II fighter jets to land aboard Nathan Gray in F-35B BF-05/ Commander Gray became the sea period involving over 500 the United Kingdom’s new SD65 followed by Royal Air Force first to launch from the ship using take-offs and touch-downs with aircraft carrier, HMS Queen Squadron Leader Andy Edgell its ski ramp. the objective of evaluating the Elizabeth (R08) touched down in F-35B BF-04; both aircraft, The landings marked the start jet’s performance on over 200 test on September 25, 2018. The two marked with tail markings of the first of two trial phases points during different weather aircraft, US machines assigned specifically applied for the trials dubbed first of class flight trials and sea conditions as well as the to the F-35 Integrated Test Force with the title QNLZ, are assigned (fixed-wing) or FOCFT (FW) aircraft’s integration with the ship. (ITF) based at Naval Air Station to US Navy Air Test and Evaluation phases to be conducted by the During the second week the four Patuxent River, Maryland were Squadron 23 (VX-23) ‘Salty Dogs’. ITF team off the US East Coast test pilots assigned to the trials

Over head the ship ahead of the first deck landings. A big day for the Royal Navy. All images Lockheed Martin airinternational

started night flying trials, initially back loads, avoiding the need to using the ambient light and the jettison fuel and weapons before carrier’s LED deck lights, before landing. Peter Wilson said: “It’s an switching to using the night-vision inherently risky manoeuvre. We cameras integrated into the helmet have always understood that it is mounted display system. safer to stop before you land than In the third week, BAE Systems it is to land before you stop and test pilot Peter Wilson successfully the prime reason for that is that if completed the first Shipborne something goes wrong with the Rolling Vertical Landing (SRVL) aircraft it is far better for it to be at 10:30hrs local time, touching stationary than rolling wreckage. down on the flight deck at a point I’ve worked on this for the past 17 755 yards back from the end of the years; it’s fantastic to know that carrier’s ski jump, and coming to it’s matched the modelling and a standstill at the 580-yard mark. simulation we have done over F-35B BF-04 during night operations aboard HMS Queen Elizabeth. Note the badge The UK is the only nation currently the years. I’ve flown over 2000 on the vertical stabiliser featuring silhouettes of an F-35B and HMS Queen Elizabeth planning to use the manoeuvre, SRVLs in the simulator, and am and the title ‘F-35B FIRST OF CLASS FLIGHT TRIALS – HMS QUEEN ELIZABETH’. which involves approaching the honoured to have been able to do ship from the aft end, at speed, the first one onboard HMS Queen was obvious we were watching HMS Queen Elizabeth continues using the thrust from the nozzle Elizabeth here today.” a moment in history being made the WESTLANT 18 deployment, a and lift created by air over the For the UK’s lead test pilot, for Royal Navy aviation. Now we buzz name for Western Atlantic wings to touch down and come Squadron Leader Andy Edgell, will focus on putting all four of our 18, along with Type 23 frigate HMS to a stop as soon as possible. the SRVL was the culmination test pilots here through the same Monmouth (F235) and Arleigh An SRVL allows an F-35B to of two years’ work. He said: “It process to achieve the widest Burke-class destroyer USS Lassen land onboard with heavier bring couldn’t have gone better and it breadth of data possible.” (DDG-82).

BAE Systems test pilot Peter Wilson touches down on HMS Queen Elizabeth’s Royal Navy Commander Nathan Gray flies F-35B BF-05/SD65 in mode 4 flight flight deck for the first ever Shipborne Rolling Vertical Landing. abeam HMS Queen Elizabeth prior to making the first landing onboard. 659/ 0DQRHXYUH 3URILOH KWWSDUFDLDDRUJGRLDEV

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 gramme for 17 years, in preparation he had already conducted KWWSVZZZVDYHWKHUR\DOQDY\RUJDYLDWLRQKLVWRU\PDGHDERDUGKPVTXHHQHOL]DEHWK Aviation history was madeon boardHMS Queen Elizabeth today when a jet 2000 SRVLs in the simulatoraat Warton in Lancashire. madethe first everShipborne Rolling Vertical Landing (SRVL). This procedureallows theF-35B toreturn to the ship carrying weapons and fuel, 659/ )% 7HVW 3LORW :L]]HU theweightofwhichwouldbetoo much for avertical landing. :LOVRQ VW $SSURDFK/DQGLQJ 7KHDLUFUDIWWRXFKHGGRZQIHHWEDFNIURPWKHHQGRIWKH KWWSVZZZ\RXWXEHFRPZDWFK"Y O.7%[HT/N FDUULHU¶VVNLMXPSWKHMHWFDPHWRDFRPSOHWHVWDQGVWLOODWWKH IRRWPDUN8VLQJSRZHUIXOEUDNHVWKHDLUFUDIWGHFHOHU This first SRVL was conducted in very benign conditions but will be more DWHVIURPDERXWNQRWVWRDVWDQGVWLOOLQDURXQGIHHW demanding at night on a wet and heaving while deck carrying weapons. Although early days, this is an encouraging start and validates years of work Previously STOVL aircraft have conducted only verticallandings,hovering by in the simulator. It also indicates the FOCFT programme is progressing fast thesideofthe ship beforemoving sideways overthe deck anddescending and has not encountered any problems. slowly.During SRVLthe aircraft approaches the ship directly from behind at relatively low speed.A combinationof thrust fromits nozzle and lift-fan and The UK is the only nation currently planning to use SRVL although the US lift created by air over the wingsallowsittoland withupto 7000lbs greater all Marine Corps is following developments closely as its aircraft are likely to be up weight(UAW).Without SRVL capability, the F-35Bwould be forced to frequently embarked aboard the QEC carriers. USMC Test pilot, Major ditchsomeoralloftheunusedfueland weaponswhen returning tothe ship. Michael Lippert is on board and commented “This is one of the main reasons Fuel isa precious resourceandmunitions are expensive. For exampleasingle we are here. It is of interest to the service at large and we are learning from AIM-120DAMRAAM missile costsaround£2.4Million.With limited stocks each other. I will have the honour of conducting the first SRVL at sea for the and such a price tag,notsomething you wantto casually jettison into the sea if US military so I’m excited. It’s what we all join up for – this is truly unused. experimental test flying.”

Early criticsofthe STOVL version ofthe F-35 saidSRVL could not be con The UK has now taken delivery of 16 of the 48 F-35Bs that are on order, with ductedsafely. Their criticism wasbased on experiencewith the Harrier where 9 at RAF Marham while the others are involved in training and developmental this procedurewas found to be too dangeroustobea feature of operational flying based in the United States. HMS Queen Elizabeth, escorted by HMS flying. The F-35 is a very different aircraft to the Harrier, with a great deal of Monmouth and USS Lassen and replenished by USNS Supply, continues to automationthat drasticallyreducespilot workload. HMS Queen Elizabeth also operate off the US East Coast. The ship’s company can now begin to look has much more availabledeck space for theaircraft to roll along than the CVS. forward to their visit to New York at the end of October. :DUWRQ 6LPXODWRU 659/ $SSURDFK KWWSVZZZOHSFRXNQHZVSROLWLFVUROHRIVLPXODWRUKDLOHGLQSUHSDULQJSLORWVIRUIO\LQJQHZILJKWHU KWWSVZZZOHSFRXNZHELPDJHLPDJHLPDJHMSJ

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It’s fantastic to have achieved this – it was textbook and just what we vertical landing (SRVL) this weekend – a method which looks like a conventional aircraft landing expected.” but requires even more intense skill and precision. Commodore Mike Utley is the Commander of the UK’s Carrier Strike Group. He added: “What Previously the jets have conducted only vertical landings, hovering by the side of the ship before today’s milestone eventually means is that we will give our strategic leaders even more choice. moving sideways over the deck and gently lowering down. “Pushing this ever expanding envelope means we can achieve the effects they require from us. A rolling landing however requires the jet to make a more conventional landing approach, Yet again we have demonstrated the seamless co-operation between the UK and US, but more approaching the ship from behind at speed, before using thrust from its nozzle and lift created by essential than that is how that will translate into future operations.” air over the wings to touch down and gently come to a stop. Squadron Leader Andy Edgell RAF, the lead test pilot for the flying trials program, said: “It could The UK is the only nation currently planning to use the maneuver, which will allow jets to land on not have gone any better and it was obvious to anyone watching that we were watching a board the carrier with heavier loads, meaning they won’t need to jettison expensive fuel and moment in history being made for Royal Navy aviation. weapons before landing. Now we will focus on putting all four of our test pilots here through the same process to achieve Peter Wilson, a British test pilot from BAE Systems, said: “I’m excited and thrilled to have the widest breadth of data possible on the landings.” achieved this. I’ve worked on this for the past 17 years and it’s fantastic to know that it’s matched HMS Queen Elizabeth continues her flying trials – on a deployment called Westlant 18 – along the modelling and simulation we have done over the years. with her escort ships HMS Monmouth and US destroyer USS Lassen. “I’ve flown more than 2,000 SRVLs in the simulator, and am honored to have been able to do the She left her home port of Portsmouth in August, crossing the Atlantic with embarked Merlin Mk2 first one on board HMS Queen Elizabeth.” anti-submarine helicopters from 820 Naval Air Squadron at RNAS Culdrose and Merlin Mk4 As important as the pilot in the cockpit was the Royal Navy’s Lieutenant Christopher Mould, the helicopters from 845 Naval Air Squadron at RNAS Yeovilton. ship’s Landing Safety Officer. More than 1,400 sailors, flight crew and Royal Marines have been working on board the carrier Taking his place in the ship’s packed, but eerily silent, flying control center he had the final say during her deployment. over whether the jet could land in this way. With seconds to go before the touchdown, his call The Royal Navy's two new aircraft carriers, HMS Queen Elizabeth and HMS Prince of Wales, will allowed the historic landing to take place. project British military power across the globe for the next half a century. “It was a pretty intense experience,” said Lt Mould. “It’s the first time we’ve ever done it. As the Construction work continues at a pace on board HMS Prince of Wales, the second aircraft carrier independent checker, I have to make sure that what we are seeing in the flying control center is in the class, which nears completion at the Rosyth shipbuilding yard. also what the pilot is seeing and call it as I see it.” They will be used to provide humanitarian assistance and disaster relief, strengthen defense rela- Another test pilot on board is Major Michael Lippert of the US Marine Corps. He said America tionships with our nation’s allies, and support British armed forces deployed around the world. was watching this part of the trials on board Britain’s carrier particularly closely. The USMC, which also flies the F-35B variant used by HMS Queen Elizabeth, will join the ship when she In recent operations, US aircraft carriers including the USS George HW Bush and USS Harry S deploys operationally for the first time in 2021 Truman have played a central role in the Gulf and Mediterranean, conducting strikes against Daesh in Iraq and Syria. Maj Lippert said: “This is one of the main reasons we are here. It is of interest to the service at large and we are learning from each other. I will have the honor of conducting the first SRVL at HMS Queen Elizabeth is on track to deploy on global operations from 2021. Meanwhile, the UK sea for the US military so I’m excited. It’s what we all join up for – this is truly experimental test has now taken delivery of 16 out of a planned 138 F-35 jets as part of its world-leading fleet of flying.” military aircraft for use by the Royal Navy and Royal Air Force. 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When going into and roll post nozzles move to outline the way the F-35B ‘powered lift’ mode, the clutch downwards to clear wing DFKLHYHVµSRZHUHGOLIW¶ÀLJKW is engaged, the shaft spins up aperture. (The roll posts are Power is extracted from the the lift fan, and when the fan fed by bypass air from the main engine by a shaft which has fully spun up to shaft speed, main engine and provide roll drives the lift fan. The lift fan the two are mechanically locked. control as well as around is aligned vertically, so gener- The clutch is then disengaged. SRXQGVRIWKUXVW ates a forward pillar of cold gas. Going from “powered lift’ to ‡ Inboard weapons bay doors The aft ‘lift pillar’ is generated QRUPDOÀLJKWLVWKHUHYHUVHSUR- are partially opened to help by using a Three Bearing Swivel cedure. ‘Powered lift’ mode is FRQWUROÀRZVRIKRWDQGFROG Module (3BSM) located between selected by a switch on the left gas around the aircraft the main engine’s aft turbine hand control in the cockpit. This stage and the nozzle. The 3BSM selection initiates the process ‡ All control surfaces are rotates through 90 degrees I’ve just outlined, plus a lot of moved to optimise lift sys- to generate the aft ‘pillar’ of RWKHUVWXϑLQDURXQGVHF- tem thrust by controlling hot gas. (By the way, both the onds. This includes: movement of air around the 3BSM and the lift fan were de- aircraft. signed by Rolls Royce). Both ‘pil- ‡ Upper lift fan door opens ‡ $LUFUDIWÀLJKWFRQWUROVRIW- lars’ can be controlled in thrust ‡ /RZHUOLIWIDQGRRUV RI  ware transitions from nor- and direction to control the open mal wing borne control laws aircraft. to powered lift control laws ‡ Upper auxiliary air intake The lift fan drive shaft runs GRRUV RI RSHQ EHWZHHQWKH¿UVWVWDJHRIWKH Pilot controls change their func- engine and a clutch/gearbox as- ‡ $IW%60GRRUV RI RSHQ tion from ‘wing borne’ to ‘pow- sembly on the aft side of the lift ‡ 3BSM swivels downwards ered lift’ - in powered lift, pilot has no control over was (quite understandably) driv- landings. For Dave, I am not DLUFUDIWSLWFKDWWLWXGH Right en by the customer to ensure VXUHWKDWDQ59/XVHVOHVVIXHO hand ‘inceptor’ now functions that the pilot would either be WKDQD9/,DPIDLUO\VXUHWKDW as a vertical rate demand input prevented from engaging power for the Harrier/Sea Harrier, the (fore and aft control movement) lift in an unsafe condition, or PRVWIXHOHϒFLHQWZD\WRODQG and lateral rate input (side to would be prompted to switch was a conventional rolling land- VLGHFRQWUROPRYHPHQW /HIW EDFNWRZLQJERUQHÀLJKWDV ing with the nozzles aft (I am hand inceptor now functions as soon as an issue arose. How- sure that a PPruner out there a fore and aft rate input using ever, sudden failure of the will correct me on this in the fore and aft motion. lift fan will cause the aircraft likely event that I’m wrong). Ba- Note - this list is not exhaus- to pitch nose down very sically, the more time you spend tive. What (I hope) this lot puts quickly, and I believe that not using the wings for lift, the across is that the transition to the F-35B seat system is more fuel you use. and from powered lift mode is a equipped with an automatic The SRVL method for car- seriously complex process, and HMHFWLRQIHDWXUH rier use is driven solely by there are no ‘standby’ or sec- 7KH¿QDOSRLQW,ZRXOGRϑHULV the Uk’s desire to bring back ondary’ drives or options availa- WKDWWKH)%KDVDZLGHSRZ- heavier loads at higher tem- ble. The main point is that once HUHGOLIWÀLJKWHQYHORSHDOOWKH peratures and lower pres- you have committed to sucking way from zero knots to some- sures than was called for in half the power out of the main ZKHUHRYHUNQRWV7KHDLU- the JSF Requirement Docu- engine forwards to the lift fan, craft was required to be able to PHQW WKH-25' Fuel econ- you have to stay on two ‘pillars’ conduct landings in the powered omy doesn’t as far as I know, of gas. There are numerous lift mode all the way from a have anything to do with it. sensors, interlocks, fault detec- ‘near conventional’ to a full ver- Again, I’m happy to be put right tors and so forth built into the tical recovery. I’m not surprised on that….” powered lift system, and the to hear that Eglin based air- KWWSVZZZSSUXQHRUJPLOLWDU\DYLDWLRQ )%GHYHORSPHQWSURJUDPPH craft are doing a range of rolling IEGRZQKWPOSRVW Not Protectively Marked – Cleared For Public Release Paper Reference IPLC 2010 0021 and night; providing a long range strike capability in addition to air defence to the fleet and offensive Development of the Shipborne Rolling Vertical Landing (SRVL) support for ground troops. Manoeuvre for the F-35B Aircraft F-35B / QEC CARRIER INTEGRATION SUPPORT PROGRAM

Richard Cook SRVL Project Lead [email protected] This program and team was established as part of David Atkinson F-35 Safety Manager [email protected] TJSF and tasked to provide existing and newly Richard Milla Lead Aerodynamicist [email protected] generated engineering information to support the Nigel Revill Senior Specialist Aerodynamics [email protected] ACA in the integration of F-35B with the QEC Figure 2: Simplified Schematic of a SRVL Peter Wilson F-35 Test Pilot [email protected] carriers. The ACA are designing the aircraft carrier around the F-35B which reduces the risk as the EVOLUTION BAE SYSTEMS, Military Air Solutions program transitions to a production environment. KWWSVYWRORUJVWRUHSURGXFW The evolution of the SRVL concept stems back to Presented at the International Powered Lift Conference, October 5-7, 2010, Philadelphia, PA. The F-35B / QEC Integration Support Team are 2001 when the UK MoD led an early study involving GHYHORSPHQWRIWKHVKLSERUQH Copyright © 2010 by the American Helicopter Society International, Inc. All rights reserved. UROOLQJYHUWLFDOODQGLQJVUYO developing the SRVL manoeuvre and assessing the piloted simulations using an AV-8B model and a PDQRHXYUHIRUWKHIE capability of the Air Vehicle and the Autonomic safety workshop bringing together industry and ABSTRACT Logistics System in the context of this manoeuvre on DLUFUDIWFIP government stakeholders to determine the feasibility behalf of the UK Ministry of Defence (MoD). TJSF of SRVL. The following section gives a brief The objective of this paper is to describe the activity Team Joint Strike Fighter (TJSF) performed in the are also assessing the feasibility of this manoeuvre summary of the evolution of SRVL and a more development of the Shipborne Rolling Vertical Landing (SRVL) manoeuvre. The approach taken involved against achieving a number of UK MoD goals which detailed examination of this topic is given in identification of the constraints, parameters and dependencies associated with achieving a safe recovery to bound are described in detail in the following section. references 1 & 2. the analysis, which was then undertaken using a number of tools including piloted simulations. A manoeuvre concept has been developed that maximises SRVL performance capability for a range of conditions, including an THE PRINCIPLES & OBJECTIVES OF SRVL In these early stages Team JSF were not engaged in explanation of how this is achieved through optimisation and an example of results. SRVL development, with QinetiQ and the Defence OVERVIEW Science & Technology Laboratory (dstl) being the INTRODUCTION produce two new carrier vessels entering service primary contributors from industry and government from 2016 to replace the existing Invincible class of The SRVL concept is considered a viable method to respectively. The prediction for the benefit of SRVL This paper presents a detailed summary of the ships, see figure 1. enhance the payload performance of the F-35B in terms of additional payload capability, or bring- development of the SRVL manoeuvre in the context above that possible with a Vertical Landing (VL), back weight, above VL was initially determined to be of the F-35B aircraft recovering to the UK’s new which is the legacy method for recovering Harrier to up to approximately 8000lbs. As aircraft data class of aircraft carrier; the Queen Elizabeth Class the current UK aircraft carriers. Increased STOVL matured during development of the F-35 Program (QEC). It includes a summary to explain the payload capability reduces the necessity to dump and became available to support SRVL analysis in principles of SRVL, it’s evolution and the goals the weapons or fuel prior to recovery, which occurs 2002 the potential benefit for SRVL was reduced to UK customer wish to achieve through its during current vertical landing operations with approximately 4500lbs increment above that development. The paper focuses on the Harrier. The potential benefits are significantly lower achievable with a VL. This was primarily due to development of the manoeuvre, in terms of pilot through life costs because of reduced weapons differences in assumptions made for approach angle technique and the methodology for balancing the jettison and improved propulsion system life if using of attack, wing area and STOVL jet effects. multiple constraints affecting SRVL recovery. SRVL for lighter weight recovery without the extensive design impacts (on both ship and aircraft) Initial engagement with Team JSF occurred in the THE F-35 AND QEC CARRIER PROGRAMS of a CV arrested recovery. 2003-2004 timeframe with a contract to study methods for Enhanced Vertical Landing Bring-Back OVERVIEW OF THE F-35 PROGRAM The genesis of the SRVL concept is the land-based (EVLBB). EVLBB Phase 1 considered two options Rolling Vertical Landing (RVL) technique executed for increasing bring-back; SRVL and Thrust Push TJSF comprises Lockheed Martin, BAE Systems by the aircraft operating in STOVL mode. This (maintaining rated thrust in parts of the hover regime and Northrop Grumman. JSF comprises three involves landing at a slow forward speed, so that to enhance bring back). EVLBB Phase 2 proceeded variants: conventional take-off and landing (CTOL); Figure 1: Computer Generated Image of F-35B and the UK’s some wing lift is available to supplement lift provided with SRVL only for reasons of cost effectiveness 1 carrier variant (CV); and a short take-off and vertical Two New QEC Aircraft Carriers by the propulsion system . A constant earth because it required potentially less air system landing (STOVL) aircraft. This paper deals with the referenced glideslope is flown to touchdown at which changes compared to a thrust push, although both STOVL aircraft, designated F-35B, which is currently These carriers will act as the UK’s mobile air-base, point the aircraft de-rotates and brakes are then offered bring-back benefits above VL. selected by the UK as its Joint Combat Aircraft operating a number of aircraft in support of UK used to arrest the aircraft, see figure 2. (JCA), to be operated by the Royal Navy and Royal expeditionary operations without the need to rely on SRVL development was also considered from the Air Force replacing the existing Harrier fleet. other countries cooperation. The embarked air group perspective of the QEC carrier design with analysis will primarily consist of the JCA but will also include and piloted simulations undertaken by the ACA in 1 The propulsive lift for F-35B is generated by a Lift-Fan driven by OVERVIEW OF THE QEC PROGRAM Airborne Surveillance & Control, Maritime Support a shaft from the main engine providing vertical lift at the aircraft 2005 to determine the optimal deck layout for SRVL and Attack helicopters depending on the mission. front via louvered vanes and a swivelling duct at the rear of the and its impact on Sortie Generation Rate (SGR). The The Queen Elizabeth Class Carrier program is connected to the main engine exhaust. Both nozzles vector thrust carrier Visual Landing Aids (VLA) were also In the Carrier Strike role, up to 36 JCA will be vertically downwards. Roll nozzles, ducted from the engine and assessed with respect to SRVL. delivered by the Aircraft Carrier Alliance (ACA), an exiting in each wing provide roll control and vertical lift. industry and government consortium, and will embarked, capable of operating in all weathers, day Page 1 Page 2 SRVL development continued along a number of SUMMARY OF EARLY CONCLUSIONS • The QEC straight deck take-off runway was develop the SRVL manoeuvre concept and assess strands by the aforementioned stakeholders; QinetiQ selected for recovery of SRVL as opposed to the it’s feasibility against achieving the key customer and ACA focussing on VLA development and TJSF An amalgamation of the conclusions drawn from the angled deck layout. The bolter conclusion was goals. This contract builds on the aforementioned with a specific study investigating air vehicle Control combined efforts of all the SRVL development work also a factor in this decision because the ski-jump work and is the subject of this paper; it is currently Law performance during the SRVL manoeuvre, from 2001 through to 2007 are given below; with the provides additional stopping distance in an ongoing in parallel with the F-35 and QEC characterisation of the environmental outwash and work from 2007 onwards conducted by TJSF the emergency. development programs. feasibility of and requirement to perform a ‘bolter’2 subject of the following section. after an aborted SRVL recovery. • No SRVL specific changes to the F-35B STOVL The scope of the TJSF activity in developing the • Shortfalls were identified in the original VLA mode Control Laws were identified as essential to SRVL manoeuvre concept is sufficiently broad such concept (Dual Glidepath Indicator & Aiming Line) achieve an SRVL capability. that each aspect cannot be addressed in detail in intended for SRVL and in stressing recovery this paper. The following briefly summaries the conditions these contributed to failed and non- • High Sea States proved challenging for SRVL aspects that have and are still being considered by optimal SRVL. The key issues were the recovery TJSF in discharging this contract: glideslope indication was not stabilised for ship motion and increased pilot workload caused by a • SRVL is the only viable method to enhance • Pilot technique and workload wide scan pattern. STOVL bring back for the F-35B after the Thrust • Pilot situational awareness and Field of Regard Push option was rejected. However, a VLA (FoR) • QinetiQ developed a new VLA concept for SRVL providing an un-stabilised glideslope and a fixed • Aircraft performance and handling qualities with the objective of resolving these shortfalls by manoeuvre design are unlikely to maximise the • Hazard identification for aircraft and ship safety using a ship motion stabilised glideslope with an potential SRVL benefits across the widest case aim point in the centre of the runway. This is a operating conditions. A fixed manoeuvre design is • Landing Gear loads QinetiQ proprietary development referred to as one which is based on constant recovery settings • Characterisation of the environmental outwash the ‘Bedford Array’. See reference 3 for all conditions. • Training requirements • Operational procedures Figure 3: F-35B Performing Simulated SRVL to QEC Carrier at • This VLA is used in conjunction with specific UK GOALS & OBJECTIVES FOR SRVL • QEC Carrier design & operational dependencies, BAE Systems Motion Dome Facility, Warton, UK aircraft Helmet Mounted Display (HMD) including the Landing Signals Officer (LSO) role symbology called the Ship Referenced Velocity SRVL was adopted as baseline assumption by the in SRVL Vector (SRVV). This provides the pilot with a flight UK MoD in 2006 with the Investment Appraisals path marker corrected for ship speed. Board (IAB) endorsing the need for an SRVL The paper focuses on the development of the capability for F-35B. The primary objective being to manoeuvre from an aircraft performance, pilot • At a conceptual level, no fundamental safety increase STOVL bring-back capability above that technique, safety and landing gears loads issues preventing SRVL were identified, however achieved by the baseline JSF System Development perspective. a number of safety hazards were identified and & Demonstration (SDD) Program for a VL. This led needed to be addressed during manoeuvre to four key SRVL goals being defined by the UK MoD Whilst the scope of the TJSF activity is relatively development. These are referred to later in the to achieve this objective. broad it does not address all aspects of SRVL. The paper by the numerical identifiers below: same stakeholders referenced in the Evolution • To enable F-35B to bring-back an additional section are also conducting parallel streams of 1. Aircraft collision with the stern of the carrier; 2000lb (threshold) / 4000lb (objective) payload to development particularly around QEC Carrier termed ‘stern ramp strike’. QEC at all conditions applicable to VL operations. equipment and system integration. In this context 2. Main engine nozzle clearance to the carrier This is in addition to the VL performance realised SRVL is considered a ‘systems of systems’. deck at point of touchdown; the combination of under the SDD Program. aircraft pitch angle and nozzle angle at point of TOOLS USED IN DEVELOPMENT • To operate in day & night, Visual & Instrumented Figure 4: VAAC Harrier Performing SVRL to the Charles De touchdown means the relative vector angle of the nozzle to the carrier deck is approximately Meteorological Conditions (VMC / IMC), all A number of tools are utilised by TJSF in developing Gaulle Aircraft Carrier (courtesy of QinetiQ) 3 vertical placing the two in close proximity. weather up to UK Hot Day conditions and up to and analysing the SRVL manoeuvre. The ability to Piloted simulations are one of the primary tools used 3. Exceedance of the landing gear or carrier Sea State 6 on the QEC carrier. achieve high fidelity analysis and hence confidence during SRVL development and were conducted at a deck strength capability at touchdown. in the conclusions drawn is paramount because they • number of facilities including NASA AMES, BAE 4. Insufficient stopping distance after touchdown SRVL to be a standard pilot procedure. contribute to decisions on QEC carrier design and Systems Warton and QinetiQ Bedford, see figure 3. during roll-out potentially resulting in a ‘bolter’. MoD procurement of F-35B. The F-35B / QEC • To achieve Level 1 Handling Qualities in all carrier First of Class Flight Trials not scheduled in Flight testing using the Vectored-thrust Aircraft 5. Main landing gear tyre burst prior to, or at stages of an SRVL recovery the same timeframe as this work, hence simulation, Advanced Control (VAAC) Harrier were also touchdown resulting in wide lateral deviation modelling and sub-scale testing are used by TJSF, conducted recovering using SRVL to the Charles De during roll-out down the carrier deck. Gaulle aircraft carrier (see reference 3) ahead of the DEVELOPMENT OF THE SRVL MANOEUVRE all of which achieve the common goal of generating high fidelity results First of Class Flight Trials of the F-35B and QEC • Simulator trials and analysis identified that a CONCEPT carrier. The VAAC Harrier was used in the bolter manoeuvre is feasible after SRVL, however 8. µ(DVW RI 6XH]¶ +27 '$< Piloted simulations are one of the primary tools used development of the F-35B control laws and was the it is not a suitable response to aircraft technical OVERVIEW in the SRVL development described in this paper most representative aircraft available in this failures. It is always safer to attempt to stop with and were conducted at the BAE Systems Motion timeframe, see figure 4. the exception of a long landing when the pilot Following the adoption of SRVL as a UK baseline Dome facility at Warton. This facility has an judges that stopping is not possible. assumption TJSF were contracted in 2007 to integrated F-35B and QEC carrier model and has 2 Bolter is an emergency procedure resulting in an immediate re- 3 been used for a number of trials involving multiple launch after landing Page 3 Ambient Temperature: 35.5ºC and Pressure: 992mb Page 4 test pilots with a focus on VLAs, Safety and Human pilot commands deceleration to the touchdown increases it can induce an adverse response by the and forward / aft limit line settings are variable within Factors evaluation. The details of this facility and speed. Prior to this point the aircrafts flight-path is pilot, who is compelled into chasing the ship motion the flexible manoeuvre concept to allow optimisation trials are beyond the scope of this paper, however an the same whether an SRVL or VL is intended. The as the glideslope moves, see figure 8. of the manoeuvre as described below. image from the simulator is shown in figure 5 and manoeuvre is segmented to separate pilot tasks to are expanded upon in reference 4. eliminate peaks in workload, see figure 7. These are For an SRVL, speeds in the region of 25 to 35 knots notionally described as: FIXED AIMPOINT ON DECK MOVING AIMPOINT ALONG DECK faster than the ship’s groundspeed are typically UNSTABILISED GLIDEPATH STABILISED GLIDEPATH DIFFICULT TO FLY EASY TO FLY used, where this parameter is referred to as the • Plateau: Level flight at 200ft altitude to achieve ‘overtake’. Typical airspeeds are in the range 50 to line-up and monitor deceleration PITCH bow-down & PITCH bow-down & 80 knots, depending on the magnitude of the wind • Pushover: Initiate descent based on glide- HEAVE up HEAVE up over deck (WoD), which is a sum of the natural and slope ship generated wind. • Short finals: Maintain descent using HMD symbology and VLA to achieve desired landing SRVL SET-UP OPTIMISATION FOR BRING-BACK NOMINAL point NOMINAL WITHIN MULTIPLE CONSTRAINTS • Landing: Un-flared touchdown on main landing gear, de-rotation and propulsion system OVERVIEW spool-down to ground idle • Rollout: Application of brakes to achieve taxi SRVL set-up, in terms of determining the recovery speed and clear the runway parameters for a particular set of external conditions PITCH bow-up & PITCH bow-up & is a multi-dimensional problem with dependant and HEAVE down HEAVE down independent variables with individual limits, constraints and relationships. Optimisation of this Figure 5: Outside World View of F-35B Performing Simulated problem to maximise bring-back is the focus of the SRVL to QEC Carrier at BAE Systems Motion Dome Facility Figure 8: Un-Stabilised Glideslope Caused by a Fixed Aim-Point following section primarily from an aircraft Is Effected by Ship Motion Pushover performance perspective whilst respecting the key Final Descent safety hazards (1 to 5) identified in the Evolution of Plateau The stabilisation of the aim-point is achieved via a Landing SRVL section earlier in this paper. Short Finals series of lights mounted in the QEC flight deck along 1000 feet Decel Rollout the runway centre-line over the stern portion of the 200 feet carrier. The lights are selectively illuminated, based Hazards 1 to 4; stern ramp strike, main nozzle on the motion of the ship to indicate a stabilised aim clearance to deck, Landing Gear (LG) loads point to the pilot, see figure 9. exceedance and deck roll over-run represent constraints in the longitudinal plane with a direct effect on aircraft performance and are the focus of Figure 7: Stages of SRVL Manoeuvre the following section. Hazard 5; excessive aircraft glideslope deviation on deck due to tyre burst is a constraint in The term ‘flexible’ refers to how bring-back Nearest light to the lateral plane and does not directly form part of performance is optimised for differing external instantaneousnearest light to instantaneous stabilised stabilisedglideslope glide /slope/deck deck the aircraft performance calculations. The other Figure 6: F-35B Sub-scale Powered Model at BAE Systems Wind intersection point conditions by allowing the settings for an individual intersection point lateral axis issue considered in developing the SRVL Tunnel Facility, Warton, UK recovery to be varied within the system constraints. Deck heaved up and manoeuvre is the effect of cross-wind and pitched downdeck heaved up Specifically the settings for the VLA, described and pitched down Static deck determination of potential cross-wind limits. Desk based modelling, analysis and safety hazard below, are variable as well the aircraft related static deck identification are also employed as well as sub-scale Simulated SRVL recoveries with a cross-wind have parameters of airspeed, glide-slope angle and pitch Deck heaveddeck down heaved anddown wind tunnel testing using the STOVL test facilities pitchedand uppitched up shown that lateral touchdown scatter increases trim. Nominalnominal static static deck Aim- also at BAE Systems Warton. The wind tunnel deckPoint aim point which is also a contributor to excessive deviation on testing was used to measure the external deck. Recovery in a cross wind causes landing with The flexible manoeuvre is dependent upon the an aircraft yaw angle relative to the carrier deck environment generated by F-35B performing an primary SRVL VLA, the Bedford Array. This provides SRVL in terms of the temperature and velocity profile which generates landing gear side loads, which is a glideslope indication stabilised for ship heave and Figure 9: Principle of an Aim-Point Stabilised for Ship Motion, another consideration in setting cross wind limits. of the jet efflux from the nozzles as it interacts with pitch motion and is used in conjunction with the Used in the Bedford Array Visual Landing Aid the carrier deck. The wind tunnel utilises a sub-scale SRVV symbol and glideslope scale in the F-35B The following section focuses on performance model with powered nozzles that also made a helmet-mounted display (HMD) and head-down Lights are also illuminated at positions forward and significant contribution to the F-35B aircraft aft of the aim point which define a range over which optimisation in the longitudinal plane within the display. The alignment by the pilot of the SRVV with constraints defined by safety hazards 1 to 4. development under the baseline JSF Program, see the glideslope scale and VLA glideslope indication or the aim point can move with ship motion and the figure 6 and reference 5. recovery still be viable. These are called limit lines aim-point, will enable clearance to the aft ramp, QEC CARRIER SHIP MOTION & AMBIENT WIND touch-down point on the carrier and descent rate as and their positions are set based on a number of THE FLEXIBLE SRVL MANOEUVRE specified by the individual recovery settings in constraints, described in detail in the next section. The limit line positions are fixed for a particular set of Ship motion parameters and ambient wind (speed question. An un-stabilised aim-point is unsuitable and direction relative to ship heading) are key The activities performed by TJSF using the tools recovery conditions. In the situation where the aim for SRVL, particularly with high ship motion because external conditions in determining whether SRVL is described previously, coordinated with other SRVL point position exceeds either limit line the response it effectively generates a ship referenced glideslope, possible and, if possible, the maximum achievable stakeholders led to the development of the flexible is dependant on a number of factors and can include as opposed to one which is earth referenced for a gross weight for recovery. manoeuvre. This describes how a SRVL recovery is stabilised aim-point. A ship referenced glideslope is wave-off, which is beyond the scope of this paper. flown to the QEC Carrier, starting from the point the therefore dependant on ship motion and as this The nominal aim-point (position at zero ship motion) Page 5 Page 6 A given sea condition can be characterised by a difference between sea states and also the effect of order, the bring-back benefit offered by SRVL the Bedford Array and ensures that if the pilot aim combination of significant wave height4, ambient ship speed and wave heading on ship motion. relative to VL is independent of these atmospheric point is always forward of this position then the wind speed and wave modal period. A Sea State conditions, collectively referred to as day type. associated touch-down position will not cause ramp (SS) designation covers a range of sea conditions. strike. In zero ship motion cases, the position of the Heave (m) – SS6 Pitch (deg) – SS6

180 Consequently, a Sea State designation covers a 180 Maintaining Safe Nozzle Clearance to Deck by aft most aim point and ship relative glideslope 210 150 range of values for significant wave height, ambient 210 150 Fixing Aircraft Pitch produce a positive clearance to the stern ramp of the

240 120 wind speed and wave modal period. 240 120 QEC. The worst case ship motion for ramp strike is Ship motion is primarily dependent on sea condition, The baseline F-35 Program defines a maximum bow down pitching motion and upward heave which

5 270 10 90 5 ship speed and ship heading relative to direction of 15 270 10 90 both move the stern of the carrier closer to the 20 15 pitch angle for the aircraft which maintains a 25 20 25 wave travel. Most importantly, ship motion minimum clearance between the nozzle and ground aircraft reducing the positive clearance. For a given

300 60 parameters are not independent of each other. 300 60 plane (θMAX-a/c). For an SRVL the ground plane is the set of ship motion conditions the positive clearance Typically, ambient wind speed is dependent on sea QEC deck and the worst case for nozzle clearance is can be maintained by moving the ALL forward, 330 30 330 30

0 condition and wave propagation direction is aligned 0 limiting the aft range of the aim point. Heave (m) – SS5 Pitch (deg) – SS5 recovery when the carrier is bow down. For a given with wind direction which is an underlying 180 180 set of ship motion conditions this bow down pitch 210 150 210 150 assumption for the work presented here however angle (θship) is accounted for by reducing the LG Vertical Load Exceedance Avoided by this is not always the case. 240 120 240 120 maximum allowable aircraft pitch, negating the Limiting Aft Most Aim Point Position (Aft Limit effect of the ship motion on nozzle clearance, see Line)

270 5 90 270 5 10 90 10 15 A collaborative effort between TJSF and ACA has 15 20 20 25 25 figure 12. led to the development of a quantitative description To check that a given SRVL recovery set-up will not of ship motion across the full range of conditions 300 60 300 60 cause an exceedance of aircraft LG load limits, it is specified for the UK MoD goals for SRVL. This is 330 30 necessary to consider many different components 330 30 based on the significant amplitude description of Sea 0 0 within the LG, calculating the imparted loads and State and is consistent with existing ACA and TJSF then comparing them against the design limits for θ θ θ methodologies. Figure 10: QEC Carrier Pitch and Heave Motion at Sea States 5 MAX-a/c ( MAX-a/c - ship) each one. This process is complex, time-consuming and 6 Plotted Against Ship Speed and Wave Heading (from SDD) and is performed using a specific tool-set, making it θ Ship motion is modelled using a statistics-based ship impractical to predict LG loads for every SRVL method analogous to describing waves using the Wind and Wave recovery set-up calculation. The need to perform a Heading (degrees) Rayleigh probability distribution, see references 6 complete LG loads analysis is eliminated by 180 and 7. This methodology has been applied to QEC 180 expressing the LG loads limits in a single vertical 210210 150150 Carrier ship motion parameters, describing motion in Figure 11: Adjusting Maximum Pitch Angle for Ship Motion velocity criterion at touchdown. terms of a Significant Amplitude. Mid Sea State definitions with mean wind speeds were used as the 240240 120120 Once the maximum aircraft pitch angle is set the This criterion is calculated by performing an off-line baseline for SRVL performance calculations, based performance “speed-triangles” are assembled analysis using the specific tool-set and covering a on a NATO Standardisation Agreement, see starting with the overtake speed and ship relative sufficiently large range of recovery parameters. For reference 8. Ship motion data has been sourced glideslope angle (γship), which are the two example the LG strength capability can be 5 90 from sub-scale tank testing of a QEC hull-form and 270270 Min 10 90 expressed in terms of a vertical velocity limit as a 15 20 fundamental optimisation variables used in the Max 25 an analytical tool used by the ACA called PC Ship Speed following section. The speed triangles enable bring- function of weight, overtake speed, yaw, pitch, roll Goddess. (knots) back performance to then be calculated for the angles etc at touchdown. particular set-up based on True Air Speed (TAS) and Ship motion in the longitudinal plane is characterised 300300 6060 aircraft angle of attack (αaircraft), see figure 12. The LG loads exceedance constraint is respected by by heave (vertical displacement of the centre of setting the position of the ALL within the Bedford buoyancy) and pitch (rotation about the centre of Ship Heading 330330 3030 Array and ensures that if the pilot aim point is always buoyancy) where both the heave and pitch and their 00 forward of this position then the associated touch- respective rates form the external conditions to θ down position will not exceed the LG vertical load a/c optimise SRVL on. The time phasing relationship α limit. A portion of the vertical velocity criterion is a/c γ between the pitch and heave motions also forms part Figure 11: Grid Format Used for Polar Plots air contributed to by the aircrafts rate of descent (RoD), A of the ship motion definition, for example maximum (Also Used for Figure 16) IRS which is a function of overtake speed and γ . The RoD PEE ship pitch rate does not occur at the same time as D (T AS) worst case ship motion for landing gear loads is bow maximum heave rate. Examples of QEC carrier ANALYSIS CONSTRAINTS γ γ down pitching motion and upward heave which both significant amplitude motion data for mid SS5 and ship air have a contribution to deck vertical velocity reducing SS6 for heave in metres and pitch in degrees are To determine if SRVL recovery is possible and OVERTAKE WOD ( = ship speed + headwind) the remaining criterion, therefore placing a RoD shown in figure 10, plotted as contours on radial appropriately safe, multiple constraints must be constraint on the aircraft. For a given set of ship axes of ship speed and wave heading. Figure 11 respected. The following section describes the SRVL motion conditions and aircraft set-up the summation illustrates the basic radial plot axes without data for set-up process in terms of aircraft and VLA settings of contributing vertical velocities must not exceed the clarification. Absolute values of motion have not structured around the longitudinal constraints Figure 12: Fundamental Speed Triangles Established for SRVL criterion. This is achieved by moving the ALL been included however the plots use the same described by hazards 1 to 4. This process is generic forward, limiting the aft range of the aim point. See contour range and hence illustrate the relative to any combination of external conditions in terms of Ramp Strike Avoided by Limiting Aft Most Aim figure 13. ship motion (as a function of sea state, ship speed Point Position (Aft Limit Line) and wave heading) and aircraft centre of gravity The most restrictive of the two ALL positions is 4 (CG). Ambient temperature and pressure also effect The stern ramp strike constraint is respected by chosen and ensures that if the pilot aim point is The significant amplitude or height of a parameter is defined as absolute aircraft performance however to a first the mean of the highest one-third amplitudes of that parameter Page 7 setting the position of the Aft Limit Line (ALL) within Page 8 always forward of this position then the associated touch-down position will not cause ramp strike or touchdown point associated with it. The stopping appropriate constraints, respects the manoeuvre they affect maximum achievable bring-back. The exceed the landing gear loads. distance is a function of the de-rotation time after design risk targets and optimises each SRVL data is plotted on a polar grid, radial distance touchdown to achieve a 3 point landing and the recovery to achieve maximum bring-back. All indicating ship speed and angular displacement braking distance, see figure 15. calculations within the methodology are consistent showing ship-to-wave heading. White areas indicate with those used on the baseline F-35B Program. conditions where SRVL is not possible. Coloured The other constraint for the positions of both the ALL shading at a point in the polar grid indicates and FLL is the physical range of the VLA lights within By linking ship motion parameters and ambient wind maximum achievable SRVL bring-back increment RoD γ ship the carrier deck. speed to sea state and by defining ship motion above the VL weight, for the ship speed/ship-to-wave OVERTAKE parameters across the full range of ship speed, ship- heading corresponding to that point. Criterion MANOEUVRE DESIGN RISK TARGETS to-wave heading and sea state, the methodology Vertical Velocity Vertical becomes a two-dimensional optimisation based on Not OK OK to Land 180 The previous section described the generic SRVL solving overtake speed and glideslope angle. The Mid SS 1 210 150 set-up process respecting the constraints in the specification of a set of input conditions (aircraft CG, longitudinal plane. An additional constraint must also day type, sea state, ship speed and ship-to-wave 240 120 be respected which is made up of a many elements, heading) leaves overtake speed and glideslope 5000 5 270 10 15 90 but which are collectively described as deviations angle as the undefined parameters in the SRVL set- 20 25 from the SRVL design basis. The source of these up calculations. 4500 Figure 13: Vertical Velocity Criteria Used for Landing Gear Loads 300 60 Constraint deviations can be; variation in manoeuvre execution

from the set-up conditions due to human error, Both overtake speed and glideslope angle are 4000 (lbs) Capability VL Delta 330 30 variation in external conditions used as the basis for constrained to defined ranges, therefore solving the 0 Setting the Most Forward Aim Point Position 180 SRVL set up and variation in F-35B Air Vehicle SRVL set-up calculations for every permissible 210 150 3500 (Forward Limit Line) to Achieve a Fully Stabilised Mid SS 3 Glideslope and Avoid Deck Roll Over-run characteristics. combination of those two variables allows the maximum achievable bring-back to be found for the 240 120 3000 To achieve a fully stabilised glideslope the range of Probability targets, referred to as manoeuvre design specified input conditions. Iteration on input 5 270 10 15 90 2500 ship motion used for SRVL set-up must be covered risk targets, have been developed for the key SRVL conditions then allows a complete definition of 20 25 hazards as a method for accommodating these performance capability envelopes to be built-up for a by the extent of the both the ALL and Forward Limit 2000 Line (FLL). The position of the FLL is set by the variations. These targets have been derived from given aircraft CG and day type. This method 300 60 existing F-35 and/or QEC criteria, except for the provides a robust optimisation approach that always position of the ALL, glideslope and range of ship 330 30 1500 motion, as shown in figure 14. deck-roll over-run target, which was based on achieves maximum capability and provides 0 engineering judgement. sensitivity information within the solution space. 180 210 150 1000 Mid SS 6 Aim-Point Positions Data for these constraints has been assimilated from PERFORMANCE CHARACTERISATION 240 120 Glideslope (Aft / Forward Extents are Limit Lines) 500

Aft a number of sources including: analysis of simulated

SRVLs from the TJSF piloted trials, probability based 5 The characterisation of SRVL performance can be 270 10 15 90 20 25 0 definition of ship motion and systematic error achieved using different types of graphical Carrier Deck Range of tolerances. performance capability envelope. This paper 300 60 Ship Motion Nominal illustrates a common type that displays detailed Forward For example, the stern ramp strike hazard, which information regarding SRVL performance and has 330 30 0 results in a loss of aircraft if it occurs is required to been used by TJSF in communicating the results of have a design probability target no greater than their work. SRVL performance capability is -7 Figure 16: Maximum SRVL Bring-back Weight Predictions Based 1x10 per flight hour, the F-35B single accident loss expressed as a delta to bring-back weight relative to on Current SRVL Development Maturity Figure 14: Range of Ship Motion, ALL and Glideslope Sets of aircraft target. The elements that contribute to a the VL manoeuvre for the same set of conditions. Position of FLL deviation from the SRVL design basis at stern Absolute recovery weights are not given in this paper The maximum achievable bring-back occurs at crossing are given below and they are because they convey baseline F-35 Program maximum ship speed in head seas (180° wind / accommodated with sufficient margin in the performance data. wave heading) because of this has the maximum manoeuvre set-up to achieve this loss of aircraft WoD available. The greater the value of the WoD target. Deck roll available Figure 16 shows a typical colour contour plot of available means the airspeed can be increased for a Deck roll Deck roll required margin maximum achievable SRVL bring-back weight for a given overtake speed and as already described, Ski-Jump • Probability that pilot error causes the flown particular day type and aircraft CG (expressed as a aircraft performance is directly proportional to glideslope to be low compared to the design basis delta above VL weight for the same conditions) as a airspeed. The contour plots show that the maximum Most Forward Aim- • Probability that ship motion (pitch and heave) Point (Hence FLL) function of ship speed and ship-to-wave heading in achievable SRVL bring-back weight is a function of exceeds the conditions used for SRVL set-up mid SS1, SS3 and SS6. These graphs represent ship speed and heading. • Systematic errors in F-35B canopy distortion and SRVL performance predictions based on a level of Main Landing Gear Touch- Down Position Associated SRVV displayed position that have the potential to maturity in the underlying analysis and are only valid With Forward Aim-Point As can be seen from comparing sea state plots cause the flown glideslope to be low compared to for the specific conditions and assumptions that were bring-back capability is increased by increasing ship the design basis made by TJSF and agreed with the UK MoD. These speed at a given sea state and by increasing sea Figure 15: Deck-Roll Available Associated with FLL Must Exceed plots do not imply how SRVL data will be presented state at a given ship speed. In both cases, wind- Deck-Roll Required SRVL OPTIMISATION METHODOLOGY for operational applications. over-deck is increased, which for a given overtake speed increases the aircraft’s airspeed and, hence, However the position of the FLL must also ensure A methodology has been determined that utilises Each Sea State plot shows which ship speed/ship-to- weight capability. Whilst offering increased the required stopping distance is available at the the ship, aircraft and day type, applies the Page 9 wave heading combinations enable SRVL and how Page 10 performance, higher sea states also generate more KWWSVYWRORUJVWRUHSURGXFWGHYHORSPHQWRIWKHVKLSERUQHUROOLQJYHUWLFDOODQGLQJVUYOPDQRHXYUHIRUWKHIEDLUFUDIWFIP 659/ %ULQJ KWWSVYWRORUJVWRUHSURGXFWGHYHORSPHQWRIWKHVKLSERUQHUROOLQJYHUWLFDOODQGLQJVUYOPDQRHXYUHIRUWKHIEDLUFUDIWFIP %DFN $ERYH challenges in terms of the level of tailoring of ACRONYMS AND ABBREVIATIONS REFERENCES [5] P Palmer, BAE Systems. recovery settings required to realise this BAE Systems Wind Tunnel Department STOVL Test performance, placing increased complexity and θMAX-a/c Maximum Aircraft Pitch Angle [1] M R Rosa, Dstl, UK MOD Capabilities workload on other parts of the SRVL system. The Status of the Shipboard Rolling Vertical Landing θship Ship Pitch Angle International Powered Lift Conference, 2000 γ Ship Relative Glideslope Angle Technique The different Sea States also show the effect of the ship International Powered Lift Conference, 2008 α Aircraft Angle of Attack [6] A R J M Lloyd aircraft crosswind limit, decreasing the range of ship- aircraft Seakeeping: Ship Behaviour in Rough Weather Ellis ACA Aircraft Carrier Alliance to-wave/wind headings over which SRVL is possible [2] M R Rosa & A Higgins, DERA, UK MoD Horwood, 1989 as sea condition increases. As described previously ALL Aft Limit Line Rolling Vertical Landings at Sea – A Feasibility Study the assumption was made that wind and wave CG Centre of Gravity International Powered Lift Conference, 2000 [7] J.L. Colwell, Canadian MoD direction are aligned hence as the wave heading CTOL Conventional Takeoff and Landing Real Time Ship Motion Criteria for Maritime moves from head to beam seas the wind remains CV Carrier Variant [3] Sqn Ldr J Paines RAF Rtd, Lt Cdr C Götke Helicopter Operations aligned and hence a greater proportion of the natural dstl Defence Science and Technology RN, F Scorer, QinetiQ International Council of the Aeronautical Sciences wind is cross-wind. Laboratories Testing a New Naval Aviation Recovery Manoeuvre 2002 EVLBB Enhanced Vertical Landing Bring-Back The Society of Experimental Test Pilots 53rd Annual CONCLUSION FoR Field of Regard Symposium, 2009 [8] North Atlantic Treaty Organisation (NATO) HMD Helmet Mounted Display Standardisation Agreement (STANAG 4194) • TJSF have developed a SRVL manoeuvre [4] S J Hodge & P N Wilson, BAE Systems IAB Investment Appraisals Board Standardised Wave and Wind Environments and concept and assessed its feasibility against Operating JSF from CVF: The Reality of Simulation Shipboard Reporting of Sea Conditions IMC Instrument Meteorological Conditions achieving the UK MoD goals. The salient features International Powered Lift Conference,, 2008 AprilApril 19831983 of this manoeuvre and breadth of development JCA Joint Combat Aircraft scope have been explained, as well as the key JSF Joint Strike Fighter tools used in conducting this activity. LG Landing Gear LSO Landing Signals Officer • This concept, termed the flexible manoeuvre, in MoD Ministry of Defence conjunction with a VLA providing a stabilised QEC Queen Elizabeth Class Carrier glideslope indication are the key to maximising RoD Rate of Descent potential SRVL capability over largest range of conditions, particularly for achieving safe SRVL RVL Rolling Vertical Landing recoveries in higher sea states. SDD System Development and Demonstration Programme • The flexible manoeuvre is explained in terms of SGR Sortie Generation Rate pilot technique and the methodology for balancing SRVL Shipborne Rolling Vertical Landing the multiple constraints limiting SRVL recovery. SRVV Ship Referenced Velocity Vector The methodology maximises SRVL bring-back for SS Sea State a given set of conditions through optimisation SSA Single Significant Amplitude whilst addressing the safety hazards identified STOVL Short Take-Off and Vertical Landing during SRVL evolution through design risk TAS True Air Speed targets. TJSF Team JSF • Using this method the UK MoD threshold & VAAC Vectored-thrust Aircraft Advanced objective bring-back goals are conditionally Control achievable at this stage of maturity in SRVL VL Vertical Landing development, which is considered a preliminary VLA Visual Landing Aid conceptual stage. VMC Visual Meteorological Conditions WoD Wind Over Deck • A graphical representation of SRVL performance capability was presented to highlight key ACKNOWLEDGMENTS relationships and trends with ship motion, sea state and WoD; however the subject of conveying David Bennett BAE Systems SRVL data accurately, succinctly and in a way Paul Chesham BAE Systems that could be carried forward into an operational Shane Clarke BAE Systems scenario is a subject in it’s own right. Colin Smith BAE Systems • SRVL development must continue with further Graham Tomlinson BAE Systems analysis, simulation and systems integration of all Phil Payne BAE Systems stakeholders involved; through to First of Class Nicola Waller BAE Systems Flight Trials for F-35B and the QEC carrier with a Martin Rosa dstl formal set of requirements to qualify and accept Justin Paines QinetiQ against. Fred Scorer QinetiQ

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ORWVLQFOXGLQJQLJKWEDGZHDWKHUWKH 4(&ÀLJKWGHFN´H[SODLQV$WNLQVRQ http://www.strategicdefenceintelligence.com/article/UHRfBuR5CJE/2014/ VKLSPRYLQJVLJQL¿FDQWO\RUDVSHFWV ³7KH4(&ÀLJKWGHFNLVELJHQRXJK LQVLJKWBEDHBV\VWHPVBXVHVBVLPXODWLRQBWRBUH¿QHBIBDQGBTHFBL 2 also conceded a further five-month delay to the date when the Queen Elizabeth can set sail for operational training, to December 2017. The final assembly dock at Rosyth, near Edinburgh, soon to be vacated by the Queen Elizabeth, will immediately be filled with sections of the second carrier, The Prince of Wales. But whether it will enter service, or be sold or stored, depends on next year’s strategic defense review, and the new post-election British government.

InI his speech at the naming ceremony, the head of the Royal Navy appeared to pre- empte that decision by stating that he “expected to see a British carrier continuously ready.”r In a flag-waving speech that verged on hyperbole, Admiral Sir George ZambellasZ declared that the Queen Elizabeth “has risen as a steel-clad phoenix…she hash presence, she dwarfs all…a deep expression of our nationhood, of a nation on the rise.”r The trouble is, after the interventions in Iraq and Afghanistan, an increasing British Carrier Remains Controversialersial proportionp of the British public are skeptical of the UK defense establishment’s CHRIS POCOCK KWWSZZZDLQRQOLQHFRPDYLDWLRQQHZVDLQGHIHQVH continued promotion of expeditionary capability, which finds its greatest expression in SHUVSHFWLYHEULWLVKFDUULHUUHPDLQVFRQWURYHUVLDO the “carrier-enabled power projection” of the QE-class. Public opinion has shifted significantly since the carrier project was started in 2007-08. July 18, 2014

Britain’s new aircraft carrier is now afloat, but Perhaps in recognition of this, the ACA is striving to make the carriers as flexible as the total forecast cost of £6.1 billion ($10.4 possible. They can be reconfigured from the strike role, with 12 F-35Bs embarked, to a billion) still threatens to sink other defense ship that can carry 44 helicopters and deploy 1,000 soldiers in amphibious or littoral projects in the UK. To this cost must be added maneuver operations. Moreover, “there is enough storage space to make a real the forecast near £2.5 billion ($4.28 billion) difference in humanitarian operations,” Zambellas said. being contributed by the UK to development and Rear Admiral Russ Harding, the Navy’s senior airman, says that the QE-class initial test and evaluation of the F-35s that will “compresses a 2,000-acre airfield onto a four acre space that is moving in six axes. The Queen Elizabeth aircraft carrier was floated out of its construction dock at Rosyth in Scotland fly from her decks, plus perhaps another £5 Therefore operations have to be intuitive, and they require intensive training.” But the on July 16. (Photo: BAE Systems) billion ($8.56 billion) for their production. UK withdrew its last (and much smaller) aircraft carrier in 2010, thus posing the However, the Royal Navy and the Ministry of Defence (MoD) are taking their cue from danger of “skills fade.” Courtesy of the U.S. Navy British sailors have been deployed in H.M. Queen Elizabeth herself, who, in naming the 65,000-tonne warship in a July 4 small numbers on CV- and LHD-class warships, and pilots to F/A-18 squadrons, to keep ceremony, said “it will be a source of inspiration and pride for all.” them current on carrier operations. The French have also helped out, by offering slots on their warships, and in their carrier fighter squadrons. Meanwhile, there’s always In the two years since AIN last reported on the Queen Elizabeth-class aircraft carriers, simulation. BAE Systems provided a briefing at the Farnborough airshow this week on the cost has risen a further £754 million, but the government has reached a cost- the simulator that it has developed, to determine exactly how the F-35 will operate from sharing agreement with the Aircraft Carrier Alliance (ACA) that is building them. The the carrier. ACA comprises BAE Systems, Babcock Marine, Thales and the MoD. That agreement 6L[ 'HJUHHV RI )UHHGRP In his briefing at the UK’s DSEi event last year, Harding made reference to the unusual formed a small test and evaluation unit at Edwards AFB in 2006. Britain bought four QE-class flight deck design, with ship operation conducted from a forward “island,” and F-35s from early production batches for operational test and evaluation. flight operations from an “aft” island. Harding admitted that this was “a compromise… The British contribution continues with development for the F-35B of the shipboard but I’m not as worried as some about the separation,” he said. Some have noted that the rolling vertical landing (SRVL) technique that was successfully employed by the twin islands are more survivable, if the ship should be attacked. Harding further noted that the flight deck design is very flexible. For instance, there’s a ski ramp to launch the Harrier. This increases the permissible landing weight: vertically landing F-35Bs will not be able to “bring back” to the carrier, a full (unexpended) external weapons load, F-35s, but also an angled deck from which UAVs or UCAVs might be launched in the future. especially in high temperature or low pressure conditions. SRVL boosts the ;anding weight by 4,000 pounds. BAE Systems F-35 test pilot Pete Wilson told AIN last week The first British F-35B squadron—the famous No 617 “Dambusters”—will form in the that SRVL flight trials will take place on the QEII in 2018. In the meantime, “robust” U.S. at Beaufort MCAS in 2016 and work up there. It will move to RAF Marham in April simulation of the technique has been achieved. But there is still some risk attached 2018 and embark on the Queen Elizabeth shortly thereafter. But it will be another two “since the F-35B is designed to stop and land, rather than vice versa,” he said. The U.S. years before the jets will be operational on the ship. They will be ready for land-based Marine Corps might adopt the technique for landing F-35Bs onboard the U.S. Navy’s operations by late 2018, however. Compared to the RAF’s Tornado strike aircraft that large aircraft carriers. (The assault ships that will routinely carry USMC F-35Bs are too they will replace, the F-35s will offer stealth and vastly improved sensors and sensor small for SRVL). fusion. Whether the F-35 is a true multirole aircraft with superior air-to-air maneuverability and capability remains a matter of considerable debate. Speaking more generally about landing the F-35B, Wilson noted how easy it is, compared with the Harriers that he previously flew. They had separate levers to control What is beyond question is that the B version has struggled with weight issues, the throttle and the nozzle angle. “Pilots sometimes grabbed the wrong lever. In the sacrifices range and payload for STOVL capability and costs more to acquire and F-35B, we’ve designed out such cognitive failures,” Wilson explained. “The F-35B holds operate. For this reason, the MoD is studying a mixed fleet of F-35As and F-35Bs, a zero groundspeed, height and lateral [roll] angle very precisely. The pilot makes only a senior RAF officer told AIN, on condition of anonymity. It seems that the mandarins in single-axis input. There’s nothing to do!” he added. the ministry don’t want to admit this, after the previous flip-flop that saw the UK switch from the F-35B to the conventional carrier-landing F-35C version in 2010, and back But even if the F-35B eventually shows up at Farnborough, spectators will not see it again in 2012. The combat radius of an F-35B on a hi-hi-hi mission is only 450 nm, land or take off vertically. The downward-directed thrust is too great and too hot for versus 590 nm for the F-35C. ordinary concrete, let alone tarmac. Special landing pads made from what Wilson calls “ueber-concrete” are being constructed at F-35B airbases. Alternatively, heavy-duty Of course, the British have made an essential contribution to the development of the AM2 metal matting can be used; the Marine Corps insists that this is transportable F-35B. The shaft-driven lift fan (SDLF) is Rolls-Royce technology, and Harrier jump-jet enough for it to retain the forward operating base concept of operations that it has operational heritage has informed much of the planning for the F-35B’s entry into employed with the AV-8B Harrier. Carrier landings and takeoffs by the F-35B are from service on both sides of the Atlantic. 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However, this time the context is %DFN Consultant, based in London 0RUJDQ¶VPHPRLUHostile Skies, YHU\GLϑHUHQW5DWKHUWKDQEHLQJDQ The UK is examining the practicalities recounts what happened next. “I… de- emergency manoeuvre to recover a and safety issues associated with the cided to try a rolling vertical land- damaged aircraft the UK is now look- use of a rolling vertical landing ma- ing. This entails running the aircraft LQJDW659/DVDPHDQVWRVLJQL¿FDQW- noeuvre on board its next generation onto the deck with about 50 kt of for- O\LPSURYHWKHµEULQJEDFN¶SD\ORDG of aircraft carriers. Richard Scott ex- ward speed and is not a cleared ma- ZLWKZKLFKWKH)%/LJKWQLQJ,,-RLQW amines the background to the tech- noeuvre, as there is a distinct danger 6WULNH)LJKWHU -6) ±WKH8.¶VSUH- nique and the technology that could of running over the side into the sea. ferred option to meet its Joint Combat enable its realisation It does however reduce reliance on Aircraft (JCA) requirement – can re- the reaction controls and might give cover to the deck of its next-genera- ‡7KH8.KDVEHHQH[SORULQJWKHSRV- me the option to over· shoot and try WLRQ)XWXUH$LUFUDIW&DUULHU &9)  sibility of adding a shipborne roll- again if the controls jammed. 7KHWZR&9)YHVVHOV±WREH ing vertical landing capability to the “I stabilised the speed at 50 kt named HMS Queen Elizabeth and Joint Strike Fighter and adjusted the power and nozzle HMS Prince of Wales – are expected ‡7KH659/ZRXOGLQFUHDVHWKH-6)¶V angle to give me a gentle rate of de- to enter service in 2016 and 2018 re- bring-back payload when recov- scent towards the stern of the carri- spectively. JCA is currently planned to HULQJWRWKHGHFNRIWKH8.¶VQH[W er. Slight adjustments were required achieve an initial operational capabili- generation Future Aircraft Carrier to compensate for the rise and fall of ty in 2017. On 01 May 1982, while conducting a the deck but I managed to achieve a ,WLVQRVHFUHWWKDWWKH8.¶VGHFL- ground attack mission over the Falk- JRRG¿UPWRXFKGRZQDERXWIWSDVW sion to pursue the F-35B short take- land (Malvinas) Islands, a UK Royal the round down and braked cautious- RϑYHUWLFDOODQGLQJ 6729/ YDULDQW Navy (RN) Sea Harrier FRS.1 of 800 ly to a halt before following the mar- of JSF to meet its JCA requirement Naval Air Squadron piloted by Flight VKDOOHU¶VVLJQDOVWRSDUNDWWKHEDVHRI has been, and remains. a conten- /LHXWHQDQW'DYLG0RUJDQZDVKLWE\ the ski-jump.” tious issue. Advocates of the assist- a single 20 mm round that blasted a Today, almost 27 years after ed launch and recovery F-35C Carrier 9DULDQW &9 DUJXHWKDWLWRϑHUVJUHDW- precision guided bombs, two AIM-120 YHUWLFDOUHFRYHU\659/FRXOGDOVRUH- er range and persistence, a larger in- missiles and a fuel reserve). Current duce propulsion system stress to in- ternal payload and increased payload projections predict a performance FUHDVHRSHUDWLRQDOÀH[LELOLW\DQGSUR- (fuel and ordnance) bring-back. They shortfall of about 175 lb, though this pulsion system life. also raise concerns over the intrin- could increase to 360 lb if the US Ma- $QDLUFUDIWH[HFXWLQJDQ659/DS- VLFHQJLQHHULQJFRPSOH[LW\RI6729/ ULQH&RUSV¶OHVVVWUHVVLQJ.H\3HUIRU- proach would follow a constant glide- ÀLJKWDQGSURSXOVLRQFRQWURODQG PDQFH3DUDPHWHURQO\LVGHOLYHUHG path (5-6 degrees) to the deck (this SRLQWWRWKHµNQLIHHGJH¶RIWKUXVWRYHU $VDUHVXOWWKH0R'KDVEHHQH[- angle is about twice that of a normal ZHLJKWH[SHULHQFHGE\OHJDF\6729/ SORULQJWKHµWKLUGZD\¶RI659/±D &9DSSURDFKRϑHULQJLQFUHDVHGFOHDU- types in hot day conditions. µUXQQLQJODQGLQJ¶WKDWZRXOGWDNHDG- ance over the stern and less touch- 7KH6729/YHUVXV&9YDULDQWGH- vantage of the greatly increased safe- down scatter). bate has in fact been revisited by the W\PDUJLQVDϑRUGHGE\WKHVLJQL¿FDQW- The touchdown position on the 'HIHQFH6FLHQFHDQG7HFKQRORJ\/DE- O\ODUJHUÀLJKWGHFNRI&9)DQGWKH D[LDOÀLJKWGHFNLVDERXWIWIURP RUDWRU\ '67/ RQWKUHHVHSDUDWHRF- VXSHULRUÀLJKWFRQWUROTXDOLWLHVRIWKH the stern, similar to that of a conven- casions since the UK made public F-35B. This technique, which allows tional carrier. No arrestor gear is em- its preference for the F-35B in 2002. the JCA to land with a much higher ployed. Instead, the aircraft brakes Each time the conclusion was that fraction of fuel and ordnance, would are used to bring the aircraft to a ZKLOHWKHMXGJHPHQWZDV¿QHO\EDO- be of particular value in hot day/low stop. anced, there was no need to deviate pressure conditions where vertical re- /RZNH\VWXGLHVWRLQYHVWLJDWHWKH IURPWKH6729/VROXWLRQEDVHGRQWKH covery margins become critical. 659/WHFKQLTXHZHUHLQLWLDWHGE\WKH available evidence. $Q659/UHFRYHU\ZRXOGH[SORLW 0LQLVWU\RI'HIHQFH 0R' LQWKHODWH +RZHYHUWKH0LQLVWU\RI'HIHQFH the ability of the F-35B to use vec- 1990s, but the work has latterly taken 0R' LVDFXWHO\DZDUHWKDWWKHDELOL- tored thrust to slow the speed of the RQDPXFKKLJKHUSUR¿OHDIWHUWKH ty of the F-35B to meet JCA Key User aircraft approach to about 35 kt of 0R'¶V,QYHVWPHQWV$SSURYDOV%RDUG Requirement (KUR) 4, which sets out closure relative to the carrier (assum- ,$% LQ-XO\GLUHFWHGWKDW659/ a vertical recovery bring-back thresh- ing a forward airspeed of 60 kt and 25 should be included in future develop- old, remains in doubt. The UK verti- kt wind over deck) while still gaining ment of the JCA design to mitigate cal landing bring-back requirement WKHEHQH¿WRIZLQJERUQHOLIW7KLVLQ the risk to KUR 4. Accordingly, the calls for a recovery in hot day (34 de- WXUQRϑHUVWKHSRVVLELOLW\RIDVLJQL¿- -&$,37DPHQGHGWKH&9)LQWHJUDWLRQ grees C) conditions with a payload cant increase (estimated at more than contract in mid-2008 to include this of just over 4,000 lb (essentially two 2,000 lb) in bring-back compared to a requirement. 2 Bigger margin date had shown that “a way forward UHSRUWHG5RVD$OVRµEROWHUV¶±GH- 6SHDNLQJDWWKH'HIHQFH+40DUL- exists to achieving operationally use- ¿QHGDVDGHFLVLRQWRDERUWWKHODQG- time Air Warfare conference at Yeovil- ful increases in bring-back, compared ing when already on deck – could be ton in February 2008, Command- WRDYHUWLFDOODQGLQJRQERDUG&9) conducted safely from a performance HU7RQ\5DHWKHQ-&$GHVNRϒFHULQ with an appropriate level of safety”. SHUVSHFWLYHXVLQJWKHERZVNLUDPS¶¶ WKH0R'¶V'LUHFWRUDWHRI(TXLSPHQW '67/EHJDQHDUO\ZRUNWRH[DP- '67/DOVRRUJDQLVHGDVDIH- &DSDELOLW\ 'HHS7DUJHW$WWDFN QRZ ine the feasibility of employing the ty workshop. “This showed that there 'HSXW\&RPPDQGHU-RLQW)RUFH+DU- 659/PDQRHXYUHLQ$FFRUGLQJ ZHUHQRVKRZVWRSSHUVDQGQR659/ rier, said: “We are attempting lo give to Rosa, initial pre-feasibility inves- VSHFL¿FVDIHW\FULWLFDOV\VWHPVZHUH the pilot a bit more of a margin, giv- tigations demonstrated the potential LGHQWL¿HG´VDLG5RVD³$OVRWKHDELOLW\ ing him or her the ability to recover SD\RϑRIWKHPDQRHXYUHLQWHUPVRI to ditch weapons and carry out a ver- with a greater weapon load and a fuel increased bring-back, but also threw WLFDOODQGLQJLQVWHDGRIDQ659/LQWKH reserve more representative of a con- up four key areas demanding fur- event of a failure was seen as a pow- YHQWLRQDOIDVWMHWUDWKHUWKDQD6729/ ther examination: performance (as af- erful safety mitigation.” aircraft. The manoeuvre must dem- fected by variables such as deck run, 'XULQJPRUHUHSUHVHQWD- RQVWUDWHWKDWLWEULQJVWKHEHQH¿WVRI wind over deck, aerodynamic lift and tive F-35B information became avail- ERWKVWRSDQGODQG>6729/@DQGODQG thrust margin); carrier design; oper- able, which altered assumptions with DQGVWRS>&9@DQGWKHGLVDGYDQWDJHV ational issues (such as sortie genera- UHVSHFWWRDLUFUDIWµEULQJāEDFN¶DQJOH RIQHLWKHU¶¶ tion rate); and safety. of attack (from 16 degrees to about He added: “What the UK is partic- Further feasibility investigations 12 degrees, so reducing the lift co-ef- ularly anxious to maintain is the sheer were conducted in 2000-01 using ge- ¿FLHQW ZLQJDUHD UHYLVHGGRZQZDUGV µSUHGLFWDELOLW\¶WKDWFRPHVZLWKDYHU- neric aircraft and ship models. Simu- from 500 sq ft to 400 sq ft, reducing tical landing, where we see 99.99 per lation work conducted over this peri- lift available on approach at a given FHQWRIUHFRYHULHVDFKLHYHGRϑWKH RGJDYHLQFUHDVHGFRQ¿GHQFHLQVRPH VSHHGE\SHUFHQW DQGMHWHϑHFWV ¿UVWDSSURDFK´ 659/RSHUDWLRQDODVSHFWV³,WZDV LQWKH659/VSHHGUDQJH ZKLFKZHUH Addressing the Royal Aeronautical found that manual approaches re- VLJQL¿FDQWO\JUHDWHUWKDQWKRVHLQWKH 6RFLHW\¶V,QWHUQDWLRQDO3RZHUHG/LIW quired some form of tailored pilot vi- hover). &RQIHUHQFH ,3/& LQ-XO\ VXDODLGVDQGWKDWµZDYHRϑV¶FRXOG Aggregated, these revised as- Martin Rosa, JSF technical co-ordina- be conducted much closer to the car- VXPSWLRQVVLJQL¿FDQWO\UHGXFHGSUH- WRULQ'67/¶VDLUDQGZHDSRQV\VWHPV ULHUWKDQIRU&9RSHUDWLRQVGXHWR dicted bring-back performance. Even GHSDUWPHQWVDLGWKH659/VWXGLHVWR the low approach and sink speed,” VRWKHLPSURYHPHQWRϑHUHGE\DQ 3 659/UHFRYHU\ZDVVWLOOVXEVWDQWLDO DQDO\VLVWRHVWDEOLVKWKHRSWLPDO659/ &RQWURO 9$$& WHVWEHGWRSHUIRUP DQG0R'LQWHUHVWFRQWLQXHG recovery deck; sortie generation rate UHSUHVHQWDWLYHODQGEDVHGÀLJKWWULDOV ,QWKHWLPHIUDPH/RFN- modelling; and simulator trials to es- DQGDVKLSEDVHG659/GHPRQVWUD- heed Martin became formally engaged tablish the most appropriate recovery WLRQ7KHODWWHUVDZWKH9$$&DLUFUDIW LQWKHLQYHVWLJDWLRQRI659/UHFRYHU\ SUR¿OHDQDO\VH9LVXDO/DQGLQJ$LGV SHUIRUPDVHULHVRI659/UHFRYHULHV ZLWKWKH-6)3URJUDP2ϒFHFRQWUDFW- 9/$V DQGPHDVXUHODQGLQJVFDWWHU aboard the French carrier Charles de ing with Team JSF for a study into Two separate simulation tri- Gaulle in June 2007. PHWKRGVIRU(QKDQFHG9HUWLFDO/DQG- DOVZHUHFRQGXFWHGDW%$(6\VWHPV¶ 9$$&FRQGXFWHGUHSUHVHQWD- LQJ%ULQJ%DFN659/FDPHRXWWRS Warton facility using a representative tive approaches during the course of according to Rosa, because “no air- &9)VKLSPRGHODQGD-6)UHSUHVHQWD- WKHFDPSDLJQ$FFRUGLQJWRWKH0R' frame changes were required, while tive air and ground model. The results WKHVHÀLJKWWULDOV³GHPRQVWUDWHGWKDW changes to vehicle systems and mis- indicated that, in night or higher sea 659/ZDVDVDIHUHFRYHU\PHWKRGWR sion systems were considered feasible VWDWHV DERYH6HD6WDWH DQ659/ the ship at Sea State 6 in day, visual if incorporated early into the JSF de- VSHFL¿FDSSURDFKDLGZDVGHVLUDEOH conditions”. velopment programme”. DQG6KLS5HIHUHQFHG9HORFLW\9HFWRU :RUNLVQRZFRQWLQXLQJWR¿QHVVH A subsequent phase – predomi- 6599 V\PERORJ\LQWKHSLORW¶VKHO- GHWDLOHGDVSHFWVRIWKH659/PDQRHX- nantly man-in-the-loop simulations of met-mounted display as an enhancing vre and better understand its impact WKHGD\YLVXDOÀLJKWUXOHV659/WDVN feature. on ship operations. This includes opti- backed up by desktop modelling – 2QHVLJQL¿FDQWRXWFRPHRIWKH PLVDWLRQRIWKHDSSURDFKSUR¿OHPLW- showed safety and performance char- JCA Review Note promulgated by the igation for failure cases (such as a acteristics to be broadly encouraging. IAB in July 2006 was the decision to burst tyre on touchdown), possible “However,” pointed out Rosa, “at this DGGDQ659/FDSDELOLW\LQWRWKHRYHU- µWXQLQJ¶RIWKH-6)ÀLJKWFRQWUROODZV VWDJHZRUNRQWKHDGDSWDEOH&9)GH- DOO-6)6\VWHP'HVLJQDQG'HYHORS- DQGIXUWKHUVWXG\RIWKHHϑHFWRI659/ sign was progressing rapidly…. Con- PHQWSURJUDPPH6LJQL¿FDQWZRUN RQWKH&9)VRUWLHJHQHUDWLRQUDWH sequently the obvious next step was has been performed since then, in- However, Rosa acknowledges that the to consider the detailed impacts that FOXGLQJODQGEDVHGÀLJKWWULDOVDQGH[- “exact scope of capability is only like- 659/PLJKWKDYHRQWKH&9)GHVLJQ´ tensive simulator-based development O\WREHFRQ¿UPHGDIWHU³)LUVWRI&ODVV $FFRUGLQJO\WKHWKHQ&9)SURM- and evaluation. )O\LQJ7ULDOV´DERDUG&9) ect in 2005 put in place a package of $VSDUWRIWKLVZRUN4LQHWL4ZDV ZRUNWRLQYHVWLJDWH659/LPSDFWRQ in 2007 contracted to use its Harrier Landing aids the carrier design. This comprised 79HFWRUHGWKUXVW$GYDQFHG$LUFUDIW :LWK659/QRZOLNHO\WRKHXVHGDVD 4 primary recovery technique on board UHOLHI³4XLWHVLPSO\WKHVHVLPXODWLRQV array of software-controlled lights is &9)WKHUHLVDQDGGLWLRQDOUHTXLUH- showed that pilots would crash in high installed along the centreline of the ment to augment the baseline landing sea state conditions without a suit- D[LDOÀLJKWGHFNXVLQJDVLPSOHPDWK- aids suite with a landing aid appropri- able stabilised visual reference,” said ematical algorithm to switch on the DWHWRWKH659/DSSURDFKPDQRHX- 3DLQHV³7KHQHHGIRUVRPHVRUWRI appropriate lights according to the YUH7RWKLVHQG4LQHWL4KDVEHHQFRQ- 9/$RSWLPLVHGIRU659/ZDVWKHUHIRUH ship motion references input to the tracted to research, conceptualise and apparent.” system. These provide a stabilised SURWRW\SHDQHZ9/$FRQFHSWNQRZQ Although an unstabilised ap- JOLGHVORSHLQGLFDWLRQIRUWKHSLORW¶VKHO- as the Bedford Array, which takes in- proach aid was looked at early on, the PHWGLVSOD\6599V\PERORJ\ puts from inertial references to stabi- µWRSHQG¶ UHFRYHU\LQ6HD6WDWH UH- “The system ensures that the pilot lise against deck motions (pitch and quirement saw it ruled out on grounds À\LQJWKHµUROOLQJODQGLQJV¶PDNHVDQ heave). The software-controlled light- of pilot workload and risk. So a stabi- accurate approach to the deck, even ing pattern provides an aim-point for OLVHG9/$TXLFNO\HPHUJHGDVDsine LQURXJKVHDFRQGLWLRQV´VDLG3DLQHV the recovering pilot. qua non. “It takes inputs from external pas- -XVWLQ3DLQHVGHYHORSPHQWWHVW Existing systems were evaluat- sive references and when combined SLORWIRU4LQHWL4VDLG³6WXG\ZRUN HGLQFOXGLQJWKH861DY\¶V,PSURYHG ZLOKLQIRUPDWLRQLQWKHSLORW¶V+HO- DQGVLPXODWRUÀ\LQJKDYHVKRZQWKDW )UHVQHO/HQV2SWLFDO/DQGLQJ6\V- PHW0RXQWHG'LVSOD\DOORZVIRUDORZ the F-35B has a critical vulnerabili- WHP ,)2/6 ³+RZHYHUWKHYHUGLFWRQ workload, stabilised pilot approach in W\WRGHFNPRWLRQIRUWKH659/PD- ,)2/6ZDVWKDWLWZDVUHDVRQDEO\H[- even the worst conditions.” QRHXYUH6RZKLOHWKHUHLVFRQ¿GHQFH pensive, not night-vision goggle com- A trial of the Bedford Array con- WKDW659/VFDQKHSHUIRUPHGVDIHO\ patible and, as a mechanical system, cept was undertaken aboard the air- in benign conditions with good visibil- presented an additional maintenance craft carrier HMS Illustrious in No- ity, it was apparent that the real task EXUGHQWRWKHFDUULHU´VD\V3DLQHV YHPEHUZLWK4LQHWL4XVLQJWKH drivers for the manoeuvre were high- “So the concept of the Bedford Array 9$$&+DUULHUWHVWEHGWRÀ\DSSURDFK- er sea states and night/poor weather was conceived, developed and fully es to a demonstration Bedford Array conditions.” tested in around a year in direct re- mounted on the ship, in order to eval- 6LPXODWRUÀ\LQJXQGHUWDNHQRQ VSRQVHWR0R'UHTXLUHPHQWV´ uate its ability to accurately indicate both sides of the Atlantic, including The science behind the Bed- DQ659/JOLGHVORSHDLPSRLQW)RUWKH ZRUNDW%$(6\VWHPV¶:DUWRQ0RWLRQ ford Array – so called because it was purposes of the trial, the lighting array 'RPH6LPXODWRULQ'HFHPEHU EUDLQVWRUPHGDW4LQHWL4¶V%HGIRUG was installed in the port catwalk adja- had brought the problem into sharp lab – is deceptively simple. A linear cent to Illustrious¶ÀLJKWGHFN 5 7KH9$$&+DUULHUGLGQRWDFWXDOO\ trials, and will be implemented on the It would be wrong to suggest SHUIRUP659/UHFRYHULHVWRWKHVKLS new carriers.” that everyone in the UK naval avia- owing to the limited dimensions of the 4LQHWL4KDVDOVREHHQWDVNHGWR tion community is yet fully convinced ÀLJKWGHFN,QVWHDGLWÀHZUHSUHVHQ- examine the function, location and E\WKHYLUWXHVRI659/&RQYHQWLRQDO WDWLYH659/DSSURDFKSUR¿OHVWRWKH VXSSRUWRIWKHODQGLQJVDIHW\RϒFHU ZLVGRPVXJJHVWVWKDWWKH¿[HGZLQJ catwalk array (down to a safety height /62 RQERDUG&9))UHG6FRUHUOHDG naval aviator should either land and of about 40 ft above deck) and then HQJLQHHUIRU4LQHWL4¶V9$$&-6)ULVN VWRSRUDFDUULHU ZLWKWKHEHQH¿WRI performed a low go-around. reduction programme, said; “We ex- a tailhook and arrestor wire) or stop 4LQHWL4¶V9$$&+DUULHUÀHZD SORUHGKRZWKH/62ORFDWHGLQWKH and land (using vectored thrust to ef- total of 39 sorties in the southwest )O\&R>)O\LQJ&RQWURO@VWDWLRQLQ&9)¶V fect a vertical recovery). approaches between 12 and 19 No- aft island, could use a video system A manoeuvre that involves land- vember 2008 to prove the Bedford WRµWDONGRZQ¶DSLORWPDNLQJDQ659/ ing on the carrier deck with forward Array concept. In all, 67 vertical land- recovery. air speed but no arrestor quite nat- LQJVDQGDURXQG659/DSSURDFKHV “The concept we developed uses urally raises concerns as to risk fac- ZHUHÀRZQ an electronically stabilised camera, tors and safety margins. Yet the signs A second lighting array was EROWHGWRWKHVKLS¶VVXSHUVWUXFWXUH DUHWKDWWKH0R'DQGWKH51EHOLHYH ULJJHGRQWKHFDUULHUÀLJKWGHFNLWVHOI which takes a feed from the same in- 659/FDQKHPDGHWRZRUNWKURXJKD This was used for a parallel evaluation ertial reference sensors as the Bed- novel combination of manoeuvre and of the visual acuity of the lighting sys- ford Array and so depicts the same technology. WHPLQGLϑHUHQWDPELHQWFRQGLWLRQV VWDELOLVHGDSSURDFKWRWKH/62´ Since the end of the Second World on deck. Having been proven in a simulator, War, the UK can lay claim to pioneer- “This series of trials was designed WKLVVRFDOOHGµ6FRUHUFDPHUD¶>IXQQ\ ing a number of innovations that have WRUH¿QHWKHRSHUDWLRQDOFRQFHSWPLW- KDKD@V\VWHP±XVLQJRϑWKHVKHOI improved the safety and operability of igate failure cases and optimise the camera and display technology – was high performance jet aircraft from air- Bedford Array visual landing aids ar- also trialled onboard Illustrious. “All craft carriers. 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The re- 7RWKHDUPFKDLUREVHUYHUPDN- VXOWLVDQH[WUHPHÀLJKWVDIHW\KD]DUGLQ 20 May 2012 by ‘Sharkey’ Ward LQJVXEMHFWLYHMXGJHPHQWWKLVPD\EH ZKLFKWKHGULYHU SLORW KDVQRFRQWURORYHU “...19. It is considered highly probable that FRQVLGHUHGDQHIIHFWLYHHQJLQHHULQJVROX- KLVWUXFN DLUFUDIW DQG\RXKDYHWRQVRI the Secretary of State was not fully in- WLRQWRHQVXUHWKHVDIHUHFRYHU\RIWKHDLU- H[SHQVLYHSHWURO¿OOHGHTXLSPHQWVNLGGLQJ IRUPHGRIWKHPDMRUGLI¿FXOWLHVIDFLQJWKH FUDIW:LWKDGU\GHFNDQGQRVKLSPRYH- GRZQWKHGHFNDWKLJKVSHHGZLWKDPLQG STOVL aircraft for operations in high tem- PHQW SLWFKUROO\DZDQGKHDYH VXFKD and a direction of its own. SHUDWXUHV7KHVHGLI¿FXOWLHVVWHPIURPWKH PRGHRIUHFRYHU\PD\LQGHHGEHSRVVLEOH 2EYLRXVO\VXFKDVLWXDWLRQLV power/weight ratio of the aircraft and are +RZHYHUÀDWFDOPFRQGLWLRQVDUHH[WUHPH- completely unacceptable (catastrophic) VRVLJQL¿FDQWWKDWWKH\KDYHGLFWDWHGD O\UDUHDFURVVWKHRFHDQVRIWKHZRUOGDQG DQGWKHHQGUHVXOWLVOLNHO\WREHWKDWWKH major change in the manner in which the IRUDVLJQL¿FDQWSURSRUWLRQRIWKHWLPH )µ672659/¶DLUFUDIWZLOOEHLQRSHUDEOH DLUFUDIWLVSODQQHGWRUHFRYHUWRWKHGHFN ZDUVKLSVDUHVXEMHFWWRZDYHDQGVZHOODF- in all but benign sea states and weather 7KH)%ZLOOQRWKDYHHQRXJKSRZHUWR WLRQWKDWRIWHQJHQHUDWHVVHYHUHVKLSPR- conditions. enable operational Vertical Landings on WLRQLQSLWFKLQUROOLQ\DZDQGZLWKYHUWL- 24. Is this an issue on which the Sec- board in hot climates. A completely un- FDOKHDYH)XUWKHUWKHÀLJKWGHFNZLOORIWHQ retary of State was fully briefed? It ap- WHVWHGQHZVWDQGDUGUHFRYHU\NQRZQDV be wet from the effects of rain and sea SHDUVQRWDQGUHPRYHVDOOFUHGLELOLW\IURP the Ship Rolling Vertical Landing (SRVL) VSUD\,QDVLPLODUPDQQHUWRPDLQURDGV WKH6HFUHWDU\RI6WDWH¶VUHPDUN LVQRZEHLQJSURSRVHGWRRYHUFRPHWKLV deposits from tyres and grease can and do µ7KHEDODQFHRIULVNKDVFKDQJHGDQG PDMRU³GLI¿FXOW\ORVVLQFDSDELOLW\´ PDNHWKHÀLJKWGHFNH[WUHPHO\VOLSSHU\ WKHUHLVQRZMXGJHGWREHQRJUHDWHUULVN especially in wet conditions. LQ6729/WKDQLQRWKHUYDULDQWVRI-6)¶´ Ship Rolling Vertical Landing – F-35B ‘STOSRVL’. SRVL – THE HAZARD. http://www.sharkeysworld.com/ 2012/05/f-35b-stovl-mistake.html 20. It is proposed that the aircraft will ap- 3LFWXUHLI\RXZLOODQWRQSHWURO proach the landing point with considerable WDQNHUWUXFN WKHVDPHLQHUWLDOPDVVDVWKH Reality is that an SRVL F-35B approach is a IRUZDUGVSHHGUHODWLYHWRWKHGHFN LWZLOO F-35B) with only three tyres in contact with 50–60 KIAS (57.5–70 MPH) Maximum approach QRWFRPHWRDVWDWLRQDU\KRYHURYHUWKH DZHWVOLSSHU\ÀLJKWGHFNVXUIDFHWUDYHO- minus WOD of 20 Knots minimum (all ship speed in NIL wind) is 30–40 KIAS (36–46 MPH) GHFN WRHQDEOHH[WUDOLIWWREHSURYLGHG OLQJDWPSKDQGDWWHPSWLQJWRFRPHWR ground speed - relative to deck at at landing E\DHURG\QDPLFHIIHFWRYHUWKHZLQJVWR a halt rapidly and in a safe and controlled weight of VL KPP [empty weight 32,300lbs + PDNHXSIRULQVXI¿FLHQWHQJLQHSRZHU,W fashion when the rolling/yawing action of DSSUR[¿YHWKRXVDQG9/%%IRXUWKRXVDQG ZLOOWKHUHIRUHLPSDFWWKHGHFNZLWKDIRU- the ship is applying immense side forces pounds (for SRVL advantage) = 42,000lbs Maximum (21 short tons). Aircraft will land ZDUGVSHHGRIDSSUR[LPDWHO\NQ  WRWKHYHKLFOH SK\VLFDOO\PRYLQJLWHLWKHU toward middle of ship to minimise adverse deck PSK UHODWLYHWRWKHGHFN DQGDSSUR[L- WRZDUGVWKHHGJHRIWKHGHFNRUWRZDUGV pitch & heave/yaw effects with differential PDWHO\NQUHODWLYHWRWKHZLQGRYHUWKH RWKHUDLUFUDIWDQGWKHVKLS¶VVXSHUVWUXFWXUH  braking with nosewheel steering, as described. RISK FACTOR 1 Ship Rolling Vertical that they produce deteriorates Landing–F-35B ‘STOSRVL’ with age and in the medium-term – OPERATIONAL 20. It is proposed that the air- therefore a required touchdown CAPABILITY. craft will approach the landing VSHHGRINQRUPRUHPD\UHD- point with considerable forward VRQDEO\EHDQWLFLSDWHG 07 March 2013 Sharkey Ward VSHHGUHODWLYHWRWKHGHFN LWZLOO 21.7RWKHDUPFKDLUREVHUY- …19. It is considered highly prob- QRWFRPHWRDVWDWLRQDU\KRYHU HUPDNLQJVXEMHFWLYHMXGJHPHQW able that the Secretary of State RYHUWKHGHFN WRHQDEOHH[WUD this may be considered an effec- was not fully informed of the OLIWWREHSURYLGHGE\DHURG\QDP- WLYHHQJLQHHULQJVROXWLRQWRHQ- PDMRUGLI¿FXOWLHVIDFLQJWKH6729/LFHIIHFWRYHUWKHZLQJVWRPDNH VXUHWKHVDIHUHFRYHU\RIWKHDLU- aircraft for operations in high XSIRULQVXI¿FLHQWHQJLQHSRZHU FUDIW:LWKDGU\GHFNDQGQRVKLS WHPSHUDWXUHV7KHVHGLI¿FXO- ,WZLOOWKHUHIRUHLPSDFWWKHGHFN PRYHPHQW SLWFKUROO\DZDQG ties stem from the power/weight ZLWKDIRUZDUGVSHHGRIDSSUR[- KHDYH VXFKDPRGHRIUHFRY- ratio of the aircraft and are so LPDWHO\NQ PSK UHODWLYH ery may indeed be possible. How- VLJQL¿FDQWWKDWWKH\KDYHGLFWDW- WRWKHGHFN DQGDSSUR[LPDWH- HYHUÀDWFDOPFRQGLWLRQVDUHH[- ed a fundamental change in the O\NQUHODWLYHWRWKHZLQGRYHU tremely rare across the oceans manner in which the aircraft is WKHGHFN 7KHDLUFUDIW¶VFRP- RIWKHZRUOGDQGIRUDVLJQL¿FDQW SODQQHGWRUHFRYHUWRWKHGHFN SXWHUFRQWUROOHGZKHHOEUDNHVZLOO SURSRUWLRQRIWKHWLPHZDUVKLSV 7KH)%ZLOOQRWKDYHHQRXJK then be required to bring the 18 DUHVXEMHFWWRZDYHDQGVZHOODF- SRZHUWRHQDEOHRSHUDWLRQDO9HU- ton aircraft to rest before it dis- WLRQWKDWRIWHQJHQHUDWHVVHYHUH WLFDO/DQGLQJVRQERDUGLQKRWFOL- DSSHDUVRYHUWKHERZRIWKHVKLS VKLSPRWLRQµJ¶IRUFHVLQSLWFK mates. A completely untest- 7KHEUDQGQHZ)%HQJLQH LQUROOLQ\DZDQGZLWKYHUWL- HGQHZVWDQGDUGUHFRYHU\NQRZQ PD\KDYHHQRXJKSRZHUWRZDU- FDOKHDYH)XUWKHUWKHÀLJKWGHFN DVWKH6KLS5ROOLQJ9HUWLFDO/DQG- UDQWDQ659/WRXFKGRZQVSHHG will often be wet from the effects LQJ 659/ LVQRZEHLQJSURSRVHG RIRQO\NQUHODWLYHWRWKHGHFN of rain and sea spray. In a sim- WRRYHUFRPHWKLVPDMRU³GLI¿FXOW\ +RZHYHUDVLVWKHFDVHZLWKDOO LODUPDQQHUWRPDLQURDGVGH- loss in capability”. XQWHVWHG RQ &9)V MHWHQJLQHVWKHHIIHFWLYHSRZHU posits from tyres and grease can $SSURDFK  .,$6 PLQXV :2'  .QRWV HTXDOV $SSURDFK  NQRW JURXQGZKHHOVSHHG DQGGRPDNHWKHÀLJKWGHFNH[- KLVWUXFN DLUFUDI W DQG\RXKDYH VOLSSHU\GHFN WKHQWKHVLPXOD- tremely slippery; especially in wet WRQVRIH[SHQVLYHSHWURO¿OOHG tion is worthless. Just as was the conditions. HTXLSPHQWVNLGGLQJGRZQWKH %$HVLPXODWLRQRID7\SKRRQODQG-  PSK JURXQGVSHHG GHFNDWKLJKVSHHGZLWKDPLQG ing on board an aircraft carrier in SRVL – THE HAZARD and a direction of its own. WKHVZLWKDFRPSOHWHOD\PDQ 22.3LFWXUHLI\RXZLOODQWRQ 23.2EYLRXVO\VXFKDVLWXDWLRQ WKHQRZ/RUG/HYHQHLQWKHFRFN- SHWUROWDQNHUWUXFN WKHVDPHLQ- is completely unacceptable (cat- SLW+HWKRXJKWLWZDVDUHODWLYHO\ HUWLDOPDVVDVWKH)% ZLWK DVWURSKLF DQGWKHHQGUHVXOWLV HDV\HYROXWLRQDQGWKDWWKHUHIRUH only three tyres in contact with a OLNHO\WREHWKDWWKH)%µ672 WKH7\SKRRQZDVFDUULHUFDSDEOH ZHWVOLSSHU\ÀLJKWGHFNVXUIDFH 659/¶DLUFUDIWZLOOEHLQRSHUDEOH Nothing could be further from the WUDYHOOLQJDWPSKDQGDWWHPSW- in all but benign sea states and WUXWK7KHFRPSXWHUVLPXODWLRQ ing to come to a halt rapidly and weather conditions. ZDVµULJJHG¶DQGERUHQRUHODWLRQ in a safe and controlled fashion WRUHDOLW\RUWRWKH7\SKRRQ¶VVH- when the rolling/yawing action Computer Simulation YHUHLQFRPSDWLELOLW\ZLWKÀ\LQJ of the ship is applying immense 24. It is understood that com- operations to and from a carrier. VLGHIRUFHVWRWKHYHKLFOH SK\VL- puter simulations of this landing 25.,VWKLV659/LVVXHVRPHWKLQJ FDOO\PRYLQJLWHLWKHUWRZDUGVWKH WHFKQLTXHDUHXQGHUZD\DQGUH- on which the Secretary of State HGJHRIWKHGHFNRUWRZDUGVRWKHU SRUWHGO\³DSSHDUWREHVDWLVIDF- was fully briefed? It appears not DLUFUDIWDQGWKHVKLS¶VVXSHU- WRU\´7KHSUREOHPLVWKDWLIWKH DQGUHPRYHVDOOFUHGLELOLW\IURP VWUXFWXUH $GGWRWKLVWKHGRZQ- FRPSXWHUGRHVQRWUHÀHFWWKH WKH6HFUHWDU\RI6WDWH¶VUHPDUN ward pitch of the ship and down- true conditions of a wet and slip- ‘The balance of risk has ZDUGKHDYHZKLFKZLOOPDUNHGO\ SHU\GHFNDQGWKHWUXHµJ¶IRUF- changed and there is now judged UHGXFHWKHHIIHFWRIDQ\EUDNLQJ es that can be applied to the air- to be no greater risk in STOVL action being applied through the FUDIWWKURXJKVKLSPRWLRQLQSLWFK than in other variants of JSF.¶ ZKHHOV7KHUHVXOWLVDQH[WUHPH UROO\DZDQGKHDYH DVZHOODV ŚƩƉ͗ͬͬƐŚĂƌŬĞLJƐǁŽƌůĚϮ͘ďůŽŐƐƉŽƚ͘ ÀLJKWVDIHW\KD]DUGLQZKLFKWKH DUHDOLVWLFFRHI¿FLHQWRIIULFWLRQ ĐŽŵ͘ĂƵͬϮϬϭϯͬϬϯͬĨͲϯϱďͲƐƚŽǀůͲƚŽŽͲ GULYHU SLORW KDVQRFRQWURORYHU for the aircraft tyres against the ŵƵĐŚͲĐĂƐŚͲĨŽƌͲƚŽŽͲůŝƩůĞ͘Śƚŵů &RPSXWHU 6LPXODWLRQV KDYH LPSURYHG VLQFH WKH ¶V RQH KRSHV KWWSZZZIUHHSDWHQWVRQOLQHFRPSGI

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4,1(7,4 µ%(')25' $55$<¶ U.K. Looks Ahead Lancashire in early 2012 to Simulator experiments have study how the conventional car- proven the validity of the deck To F-35 Carrier Ops rier landing, or F-35C, version of parking layout for the aircraft. 29 Apr 2013 Tony Osborne the aircraft could operate from Because the U.K. ship in the Source: Aviation Week & Space Technology the Queen Elizabeth II-class car- simulator does not have an an- The U.K. is using simulation rier. However, the coalition gov- gled deck, landings are conduct- to form a vision of how the ernment’s U-turn to go back to ed down the length, but F-35s F-35 Joint Strike Fighter will be the short-takeoff-and-vertical- WKDWDUHQRWÀ\LQJFDQEHSDUNHG used on the country’s two new landing F-35B in May 2012 re- on both sides of the deck. Ini- planned aircraft carriers. sulted in major upheaval in the tial experiments showed that at With both the aircraft and development process. certain angles of parking on the the carriers still under construc- “It took about two or three port side, pilots on approach tion and more than half a de- months to turn it around,” said would adjust and push the air- cade before the two actually Pete “Whizzer” Wilson, BAE’s craft to the right and closer to meet for real, BAE Systems has F-35 test pilot, the third from the ship’s islands. However, by been working to understand how WKH8.WRKDYHÀRZQWKHDLU- parking aircraft at a more acute the two systems will come to- craft. “We have made some sig- angle to the stern of the ship, gether, not only learning lessons QL¿FDQWSURJUHVVZLWKERWKDLU- pilots were more comfortable while preparing for the aircraft’s craft and ship integration. touching down on the centerline. scheduled entry into service at “The U.K. is very fortunate. The ships will also make use the end of the decade, but also In the U.S., they face the chal- of a Bedford Array, which is a LQÀXHQFLQJWKHPHWKRGVXVHGE\ lenge of integrating the new air- lighting system that includes other F-35B customers including craft onto old ships and exist- DVHULHVRIÀDVKLQJXQLWVGRZQ the U.S. Marine Corps. ing systems, here we are able the centerline of the ship at the Test pilots originally used to start afresh and take a new landing point that are stabi- the simulator, located at BAE look at how we carry out carrier lized for the vessel’s heave and Systems’ Warton facility in operations.” pitch. On the pilot’s head-up display is a new ship-reference it might be possible to use SRVL landings on ground. velocity vector. By maneuver- on the larger vessels without is- The U.K. is now looking to ing the aircraft and the vec- sues with systems such as the PDNHLWV¿UVWVLJQL¿FDQWRUGHUV tor onto the Bedford Array, the arrestor wires. for the F-35 with plans for the pilot can comfortably make a “The B model offers huge purchase of 14 aircraft current- 6-deg. glideslope landing using ÀH[LELOLW\´VDLG:LOVRQ³7KH86 ly winding its way through the the Shipborne Rolling Vertical Navy has 10 large-deck carriers Defense Ministry. Those plans Landing (SRVL) method. FDSDEOHRIGHOLYHULQJ¿UVWGD\ will reach the Treasury later this “With a 60-knot SRVL, the strike, with the F-35B operat- year. The U.K. wants to be able EULQJEDFNFDSDELOLW\LVVLJQL¿- ing from LHDs [landing helicop- to deliver an initial operating ca- cant,” said Wilson. “With verti- ter dockships], you have then pability from land bases toward cal landings, you are not going got 20 carriers capable of doing the end of 2018 and a full ca- to be bringing back 2,000-pound that, and that’s a very different pability, including carrier opera- bombs but when was the last concept.” tions by 2023. time the U.K. was using 2,000- Wilson says the choice of The U.K. has a program for pound weapons? More often the F-35B for the U.K. is signif- the operation of 138 F-35s, how- than not we are seeing 1,000- icant mainly because the train- ever it has been reported that pound or 500-pound weapons ing burden is substantially re- the number could be reduced to being used.” duced, particularly compared DVIHZDVZLWKMXVWÀ\- Wilson said the SRVL work with the AV-8B Harrier but also ing from a carrier at one time. A ZDVDOVRLQÀXHQFLQJKRZWKH0D- for conventional carrier opera- ¿QDOGHFLVLRQRQWKHQXPEHUWR rine Corps may also use their F- tions. During the DT-1 deck tri- be procured will not be made 35Bs on larger vessels such as als on the USS Wasp in October until the next Strategic Defense the U.S. Navy’s big-deck nuclear 2011, one of the test pilots, who and Security Review, which is carriers. Several Navy carrier air KDGSUHYLRXVO\ÀRZQ)$V due to be undertaken in 2015.

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The the Middle East. ers close to the program anticipate an lift fan is fully operational within 15 sec. Trials of creeping vertical landings increased number of SRVLs because The F-35B uses the same process and onto runways at speeds of 10-150 kt. they help to reduce the load on engines partially opens its weapons bay doors, have proven the viability of the SRVL and thereby increase engine service life. which help provide more lift. As the air- technique, according to BAE Systems Deck landings can be performed at FUDIWKLWVWKHVNLMXPSLWVÀLJKWFRQ- test pilot Pete “Wizzer” Wilson. Howev- up to sea state 6—with waves 4-6 me- trol logic recognizes it is on the ski jump er, the technique now needs to be put ters (13-20 ft.) in height with assistance and uses the rear nozzle to keep all to the test on the ship, which is likely to from the Bedford Array developed by three wheels on the ground. The aircraft occur on the U.S. East Coast at the end U.K.’s Qinetiq. The system uses a series should be airborne at around 90 kt. of 2018. RIÀDVKLQJOLJKWVORFDWHGRQWKHFHQWHU- ³,W¶VDOX[XULRXVZD\WRJHWDLUERUQH¶¶ Approach speeds to the ship will line of the ship at the landing point. The says Wilson. “The pilot simply uses the probably be 50-60 kt., taking into ac- pilot’s helmet-mounted display has a pedals to keep the aircraft straight, and count the ship’s speed and aircraft ship-reference velocity vector; by ma- the aircraft recognizes the presence overtake velocity. neuvering the aircraft with vector lined of the ski jump.” Test pilots have tried After touchdown, the pilot simply ap- up on the Bedford Array lights, the pilot out the ski jump only in the simulator, plies the brakes. Once stopped, the can make a 6-deg. glideslope approach but that work has been very valuable ¿JKWHUFDQEHPDQHXYHUHGWRLWVSDUN- and landing….” in addressing early concerns about the ing position, allowing aircraft behind to ————————— ground clearance between the ski jump land in quick succession. “…Particular emphasis has also been and rear nozzle….” According to Wilson, the U.S. Marine placed on how the F-35 will launch AVIATION WEEK & SPACE TECHNOLOGY 08 SEP 2014 Test Plan To Cut F-35B The ski jump tests are aimed at the nozzle control lever to vector Rolling Landing Risk risk-reduction measures “as well thrust down as the aircraft exited as some development to make the deck. However, pilots would 08 Oct 2015 Guy Norris sure it works as advertised,” says sometimes accidentally move back BAE Systems lead F-35B Stovl the throttle lever instead. While early sea trials of the Joint test pilot Peter “Wizzer” Wilson. ³$IHZSHRSOHGLGQ¶WÀ\DZD\ Strike Fighter have focused on Speaking to Aviation Week at the from that. With the F-35B ship suitability for the U.S. Navy Society of Experimental Test Pilots that cognitive action has been and Marine Corps, a wave of symposium in Anaheim, California, designed out,” says Wilson. upcoming tests are about to :LOVRQVD\VRQO\WKUHHWDNHRϑV Like the push-button command evaluate roles geared primarily for have so far been made using the which enables the aircraft to U.K. operations of the Lockheed ramp at Patuxent River, “but we UHFRQ¿JXUHIURPIRUZDUGÀLJKWWR 0DUWLQ)%VKRUWWDNHRϑDQG have a backlog of over 100 to Stovl operation, “It has become vertical landing (Stovl) version. clear that capability, so we have remarkably simple thanks to the Lockheed Martin, BAE Systems TXLWHDORQJZD\WRJR´ cleverness of the airplane,” he and U.S. and U.K. military test The ski jump idea was adds. )RUDVNLMXPSWDNHRϑ units are set to begin an intensive conceived in the 1970s as a the pilot lines up, advances second phase of envelope means of improving the slow- the throttle and maintains H[SDQVLRQÀLJKWVXVLQJWKHVNL VSHHGWDNHRϑSHUIRUPDQFHRI alignment with the main jump ramp at the U.S. NAS the Harrier from a ship’s deck. nozzle fully aft. When the Patuxent River, Maryland, site However, unlike the Harrier, ramp is reached, rate sensors in the build-up to trials with which has a separate inceptor on the aircraft recognize the WKHUDPSFRQ¿JXUHG8.5R\DO for controlling the angle of the change in attitude and deploy Navy’s new HMS Queen Elizabeth nozzles that vector engine thrust the nozzles to the appropriate carrier in 2018-19. In addition, a IRUVKRUWWDNHRϑVWKHRSHUDWLRQRI vectoring angle. Once airborne, new round of work is about to the F-35’s lift system is automatic. weight-on-wheels sensors signal IXUWKHUUH¿QHWHFKQLTXHVIRUWKH “There was the potential for WKHÀLJKWFRQWUROV\VWHPWR shipborne rolling vertical landing cognitive errors in the Harrier UHFRQ¿JXUHWKHDLUFUDIWIRUXS 659/ WHFKQLTXHLQGHYHORSPHQW that led to failures,” says Wilson. DQGDZD\ÀLJKW for the U.K. and potentially other 7KH+DUULHUVNLMXPSWDNHRϑ Future F-35B testing also

F-35B operators. WHFKQLTXHUHTXLUHGSLORWVWRPRYH includes completion of external 1 stores trials. “We haven’t looking for (high) sea state,” says will be around 30 kt., which when completed that in Stovl mode and Wilson. added to the ship’s forward speed [have] not yet completed it in up- The work will also include and headwind of more than 30 kt., and-away mode, particularly at PRUHQLJKWÀLJKWDQG ZLOOEHWKHHTXLYDOHQWRIDNW high alpha [angle-of-attack],” he performance testing, including plus landing speed. adds. “Nor have we gone to the deliberately slower-than- Although the U.K.’s F-35Bs are maximum speeds yet that you QRUPDOWDNHRϑVIURPWKH expected to be capable of bringing can go to with external stores. deck to assess tolerance to back a typical internal weapons 6RQHDUO\HYHU\ÀLJKWZHGRQRZ errors. Wilson expects the load of around 5,000 lb., the SRVL is with external stores, either margin to be satisfactory WHFKQLTXHLVXQGHUGHYHORSPHQW symmetric or asymmetric,” says because of the F-35B’s slow to boost that by over 2,000 lb. Wilson. Several tests include speed lift capability, despite for high temperature conditions. WDNHRϑVZLWKDV\PPHWULFORDGV its relatively small wing. “The The added capacity will allow the to enable recoveries in conditions aircraft does well at slow aircraft to return with large pylon- that simulate the return from a speed because of the amount mounted weapons, such as the mission with expended weapons. RIOLIW\RXJHWRϑWKHZLQJ 8.¶V6WRUP6KDGRZVWDQGRϑDLU External weapons testing will You are getting 1,000s of launched missile. also form part of the focus for pounds of lift at speeds you “We have not yet done the a third set of F-35B sea trials would drive your car at.” HTXLYDOHQWRID659/WKRXJK provisionally planned for the The U.K. in particular is we have done a lot in the second half of 2016. The aircraft counting on this lift performance simulator,” says Wilson, who was last taken to sea in May for successful development of adds that an intensive simulator IRUWKH¿UVWVKLSERDUGSKDVHRI LWV659/WHFKQLTXHZKLFKZLOO trial is planned at BAE Systems operational testing for the Marine be used to increase the “bring- in Warton, England, in the last Corps on the amphibious assault back” weight of stores and fuel TXDUWHUWR³PDVVLYHO\GHULVN ship USS Wasp (LHD-1). “We are the F-35B will be able to land with the problems.” The tests not sure yet which LHD ship it will on the ship. In SRVL, the aircraft will use the combined high- be, but the objectives for the third will be brought in to land in hover ¿GHOLW\4XHHQ(OL]DEHWKFDUULHU entry to sea will be to do external PRGHEXWZLWKVXϒFLHQWIRUZDUG simulator with the program- weapons testing, and get some or “overtake” speed to generate OHYHO)%VLPXODWRUWRÀ\659/ motion on the carrier, so we’ll be useful lift. Target landing speed approaches using the aircraft’s 2 Delta path system. Similar to the often. I’m concerned about After the lock engages, the Magic Carpet approach system the possibility of a tire burst propulsion system responds to developed for the F-35C, the and whether you can keep it aircraft commands. F-35B’s autopilot is designed to straight on touchdown. The During testing at 250 kt. in a hold a 6-deg. descent angle, or simulations suggest we’ll turn at elevated angle of attack, gamma, toward a touchdown be OK as long as we limit however, the pilot received a spot on the deck. The pilot will our speed, so we will have a caution that the process had be aided in the task of laterally maximum overtake speed. We halted because the lift fan steering by visual cues including don’t know what that will be exhaust doors would not close. a ship-referenced velocity vector yet but it is on the order of 40 7KHVLWXDWLRQZDVUHFWL¿HGE\ shown on the Helmet-Mounted kt.,” says Wilson. À\LQJVWUDLJKWDQGOHYHO3RVWWHVW Display System and the Bedford Lockheed Martin also revealed analysis showed the actuators Array lighting system in the deck, details of a recently introduced controlling the doors had been which provides a gyro-stabilized FKDQJHWRWKHÀLJKWFRQWURO overcome by the air loads acting glidepath alignment cue and a software for the F-35B, to on the belly of the aircraft. forward and aft limit line. correct a problem discovered “The solution in the longer term Trials will also look at two during envelope expansion of the is to open the nose gear doors as potential concerns with the conversion from conventional DVSRLOHU7KLVGLVUXSWVWKHDLUÀRZ SRVL, namely pilot workload ÀLJKWWR6WRYOPRGH)ROORZLQJWKH over the lift fan exhaust doors and failure cases. The latter, push of a Stovl conversion button, in such a way that they don’t says Wilson, are “critical to WKHVHFVHTXHQFHQRUPDOO\ stall,” says Wilson. “The pilot still us so you can retain the mode starts with the opening of all Stovl pushes the conversion button you want to use despite the doors and the propulsion system and the nose gear doors will open fact that you have failures preparing to engage the clutch. automatically if the speed is above in the air.” Then once on the With all doors open, the clutch 200 kt. This change is in the deck, the relatively narrow engages to spin the lift fan up to VRIWZDUHZHDUHÀ\LQJWRGD\DQG landing path (between parked engine speed. Once the speeds DOWKRXJKZH¶YHQRWÀRZQDOOWKH aircraft, vehicles and other are matched, a mechanical lock test points, the early indications deck objects) and limited LVHQJDJHGWRUHPRYHWKHWRUTXH are very promising,” he adds. stopping distance means “you load from the clutch and permit http://aviationweek.com/defense/test- plan-cut-f-35b-rolling-landing-risk FDQ¶WDϑRUGWREXUVWDWLUHWRR operation to full lift fan power. 3 There was the potential for cognitive errors in the Harrier that led to failures,” says ³\RX FDQ¶W DIIRUG WR EXUVW D WLUH WRR RIWHQ VD\V Wilson. The Harrier ski jump takeoff technique required pilots to move the nozzle control :LOVRQ ,¶P FRQFHUQHG DERXW WKH SRVVLELOLW\ RI D lever to vector thrust down as the aircraft exited the deck. However, pilots would WLUH EXUVW DQG ZKHWKHU \RX FDQ NHHS LW VWUDLJKW RQ sometimes accidentally move back the throttle lever instead. “A few people didn’t fly away WRXFKGRZQ 7KH VLPXODWLRQV VXJJHVW ZH¶OO EH 2. from that. With the F-35B that cognitive action has been designed out,” says Wilson. DV ORQJ DV ZH OLPLW RXU VSHHG VR ZH ZLOO KDYH D Future F-35B testing also includes completion of external stores trials. “We haven’t completed that in Stovl mode and [have] not yet completed it in up-and-away mode, PD[LPXP RYHUWDNH VSHHG :H GRQ¶W NQRZ ZKDW particularly at high alpha [angle-of-attack],” Wilson adds. “Nor have we gone to the WKDW ZLOO EH \HW EXW LW LV RQ WKH RUGHU RI  NW´ maximum speeds yet that you can go to with external stores. So nearly every flight we do now is with external stores, either symmetric or asymmetric.” )%7HVWV$LP7R&XW)LJKWHU-HW V5ROOLQJ/DQGLQJ5LVN External weapons testing will also form part of the focus for a third set of F-35B sea trials *X\1RUULVAviation Week & Space Technology

Oct 12, 2015 provisionally planned for the second half of 2016. This work will also include more night- KWWSDYLDWLRQZHHNFRPGHIHQVHIEWHVWVDLPFXWILJKWHUMHWVUROOLQJODQGLQJULVN flight and performance testing, including deliberately slower-than-normal takeoffs from While early sea trials of the Joint Strike Fighter have focused on ship suitability for the the deck to assess tolerance to errors. Wilson expects the margin to be satisfactory U.S. Navy and Marine Corps, a wave of upcoming tests are about to evaluate roles geared because of the F-35B’s slow speed lift capability, despite its relatively small wing. “The primarily for U.K. operations of the Lockheed Martin
F-35B
short-takeoff-and-vertical aircraft does well at slow speed because of the amount of lift you get off the wing. You are landing (Stovl) version. getting 1,000s of pounds of lift at speeds you would drive your car at.” Lockheed Martin, BAE Systems and U.S. and U.K. military test units are set to begin an The U.K. in particular is counting on this lift performance for successful development of intensive second phase of envelope expansion flights using the ski its SRVL technique, which will be used to increase the “bring-back” weight of stores and jump ramp at the U.S. NAS Patuxent River, Maryland, site in the build-up to trials with fuel the F-35B will be able to land with on the ship. In SRVL, the aircraft will be brought the ramp-configured U.K. Royal Navy’s new HMS Queen Elizabeth carrier in 2018-19. In in to land in hover mode but with sufficient forward, or “overtake” speed to generate addition, a new round of work is about to further refine techniques for the shipborne useful lift. Although the U.K.’s F-35Bs are expected to be capable of bringing back a rolling vertical landing (SRVL) technique in development for the U.K. and potentially typical internal weapons load of around 5,000 lb., the SRVL technique is under other F-35B operators. development to boost that by over 2,000 lb. for high-temperature conditions. The added The ski jump tests are aimed at risk-reduction measures “as well as some development to capacity will allow the aircraft to return with large pylon-mounted weapons, such as the make sure it works as advertised,” says BAE Systems lead F-35B Stovl test pilot Peter U.K.’s Storm Shadow standoff, air-launched missile. “Wizzer” Wilson. Speaking to Aviation Week at the Society of Experimental Test Pilots Trials will look at two potential concerns with the SRVL, namely pilot workload and symposium in Anaheim, California, Wilson says only three takeoffs have so far been made failure cases. Once on the deck, the relatively narrow landing path (between parked using the ramp at Patuxent River, “but we have a backlog of over 100 to clear that aircraft, vehicles and other deck objects) and limited stopping distance means “you can’t capability, so we have quite a long way to go.” afford to burst a tire too often," says Wilson. "I’m concerned about the possibility of a tire The ski jump idea was conceived in the 1970s as a means of improving the slow-speed- burst and whether you can keep it straight on touchdown. The simulations suggest we’ll takeoff performance of the Harrier from a ship’s deck. However, unlike the Harrier, which be OK as long as we limit our speed, so we will have a maximum overtake speed. We don’t has a separate inceptor for controlling the angle of the nozzles that vector engine thrust know what that will be yet but it is on the order of 40 kt.” for short takeoffs, the operation of the F-35’s lift system is automatic. This is a summary of the article "Test Plan To Cut F-35B Rolling Landing Risk"
which reveals more technical detail behind the trials. F-35B begins ‘ski-jump’ VDIHW\PDUJLQ vertical landing (SRVL) method. ³7KHUHDOEHQH¿WLVRQHRIWLPLQJ´ The SRVL landing technique in- trials for carrier operations :LOVRQSUHYLRXVO\WROG,+6-DQH¶V³2QFH volves the F-35B performing a 23 June 2015 Gareth Jennings DLUERUQH\RXDUHÀ\LQJXSZDUGVUDWKHU conventional landing with a touch- WKDQKRUL]RQWDODQGWKLVJLYHV\RXH[WUD down speed of just 30 kt relative 7KH-RLQW3URJUDP2ϒFHIRUWKH/RFN WLPHWRWKLQNLIVRPHWKLQJVKRXOGJR to the ship’s forward motion. This KHHG0DUWLQ)/LJKWQLQJ,,-RLQW ZURQJ´$OVRDVZDVIRXQGGXULQJWKH enables the aircraft to bring back 6WULNH)LJKWHU -6) KDVEHJXQJURXQG )DONODQGVFRQÀLFWLQWKHFRQFHSW VLJQL¿FDQWO\PRUHIXHORUPXQLWLRQV EDVHGWULDOVRIWKHµVNLMXPS¶WHFKQLTXH DOORZVDLUFUDIWWREHODXQFKHGLQIDU than possible with a standard vertical IRUODXQFKLQJWKHDLUFUDIWIURPWKHGHFNV URXJKHUVHDVWDWHVWKDQSRVVLEOHZLWK landing. The system works using a RIDLUFUDIWFDUULHUVWKH8.0LQLVWU\RI DFRQYHQWLRQDOFDUULHUHTXLSSHGZLWK series of evenly spaced lights that run 'HIHQFH 0R' DQQRXQFHGRQ-XQH FDWDSXOWV WKHOHQJWKRIWKHÀLJKWGHFNFHQWUHOLQH ,QWKHWHVWZKLFKUHODWHVWR-6)¶V )RUWKH)%WKHµVNLMXPS¶ZLOO 2QO\RQHOLJKWÀDVKHVDWDQ\JLYHQ VKRUWWDNHRϑDQGYHUWLFDOODQGLQJ EHXVHGWRODXQFKMHWVIURPWKHGHFNV WLPHWKHVSHFL¿FOLJKWFKDQJLQJLQ 6729/ )%YDULDQWWKHFKLHI6729/ RIWKH4XHHQ(OL]DEHWKDQG3ULQFHRI sync with the pitching of the ship. This WHVWSLORWIURP%$(6\VWHPV3HWHU :DOHVFDUULHUVEHLQJEXLOWIRUWKH8.5R\DO allows the pilot to focus on one point µ:L]]HU¶:LOVRQWRRNRϑIURP1DYDO$LU 1DY\DQGPD\EHDGRSWHGE\RWKHU on the deck regardless of the relative 6WDWLRQ 1$6 3DWX[HQW5LYHULQ0DU\ODQG FXVWRPHUVVXFKDV,WDO\3KDVH,WHVWLQJ movement of the ship for a relatively XVLQJa ramp that shares the same ZLOOFRQWLQXHIRUWZRZHHNVDKHDGRIWKH simple approach and recovery. GLPHQVLRQVDVWKRVH¿WWHGWRWKH 3KDVH,,WULDOVWRWDNHSODFHWKURXJKWKH $VSDUWRIWKLVZRUN:LOVRQKLPVHOI Royal Navy’s now-decommissioned WKLUGTXDUWHURIWKH\HDU KDVGHYHORSHGQHZKHOPHWPRXQWHG Invincible-class carriers. %$(6\VWHPVWROG,+6-DQH¶VWKDW V\PERORJ\NQRZQDVWKHShip Reference :LOVRQVDLGWKHWHVWRQ-XQHUH 3KDVH,,ZLOOLQYROYHPRUHRIWKHVDPH Velocity Vector (SRVV)WRKHOSWKHSLORW SURYHGWKHFRQFHSWGHYHORSHGE\WKH JURXQGEDVHGWULDOVDW1$63DWX[HQW EHWWHUMXGJHKLVDSSURDFKWRWKHVKLS 8.WRODXQFKLWV6HD+DUULHUMHWVIURP 5LYHU7KH¿UVWVKLSERUQHWULDOVRIWKH %$(6\VWHPVKDVDOVREXLOWD WKHGHFNVRILWVWKURXJKGHFNFUXLVHU )%DERDUGWKH4XHHQ(OL]DEHWKDUH networked 180° panoramic cockpit FDUULHUVLQWKHODWHV:KHUHDV GXHWRFRPPHQFHLQ position and a 180° panoramic +DUULHUSLORWVKDGWRPDQXDOO\URWDWHWKH $OWKRXJKWKH-6)SURJUDPPHLVEHLQJ ODQGLQJVDIHW\RϒFHU /62 SRVLWLRQ DLUFUDIW¶VH[KDXVWQR]]OHVVOLJKWO\IRUZDUG FKLHÀ\GULYHQE\WKH8QLWHG6WDWHVWKH to simulate and help train for carrier LPPHGLDWHO\DIWHUWDNHRϑWRSURYLGH 8.LVOHDGLQJWKHZD\LQGHYHORSLQJ deck movements.:KLOHDOORIWKHVH DGGLWLRQDOOLIWWKHFRQWUROVXUIDFHVDQG WHFKQRORJLHVDQGWHFKQLTXHVIRU WHFKQRORJLHVDQGWHFKQLTXHVDUHEHLQJ MHWQR]]OHDUHDGMXVWHGDXWRPDWLFDOO\IRU HPSOR\LQJWKH)%DWVHD$VZHOODV GHYHORSHGFKLHÀ\ZLWKWKH8.LQPLQG SLORWVRIWKH)% WKHµVNLMXPS¶QinetiQ has developed ERWKWKH861DY\DQG860DULQH&RUSV 7KHµVNLMXPS¶FRQFHSWHQDEOHVWKH a Bedford Array deck-lighting KDYHVKRZQVWURQJLQWHUHVWDQGPD\ZHOO DLUFUDIWWRWDNHRϑZLWKPRUHIXHODQGRU system (invented by a former UK DGRSWVRPHRUDOORIWKHFRQFHSWVIRU ZHDSRQVZKLOHXVLQJOHVVGHFNVSDFHWR Harrier pilot) to allow the recovery WKHLURZQXVH http://www.janes.com/article/52509/f-35b- EXLOGXSVSHHG>"@DQGSURYLGHVDQH[WUD of the jet using the short rolling begins-ski-jump-trials-for-carrier-operations 58/,1* 7+( :$9(6 $*$,1 'HF  7LP 5LSOH\ $LU )RUFHV 0RQWKO\ 0DJD]LQH

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How will the carrier-based systems work? Basically, the ship provides precise GPS/INS Future Carrier Recovery Methods measurements and other data such as hook touchdown points and glide slope information via the encrypted data link to the aircraft. This data is combined with data from the aircraft itself to deter- NAVAIR engineer Buddy Denham presented some interesting developments on how meth- mine its exact relative position. The relative positions of the aircraft and ship will then be used to ods of carrier recovery may progress in the future, especially regarding the introduction of the next display relative position in relation to glide slope and centerline to the pilot via standard cockpit in- generation of carrier-based aircraft. What will the composition of a carrier air wing look like in strumentation. 2020? How will these aircraft make their approach and landing on the CV? As F/A-18s begin to be replaced with F-35 and UCAS (and already-existing aircraft are equipped with JPALS), will Na- The JPALS hook touchdown points (HTDPs) will be fully selectable and slaved to the val Aviation shift toward using ’auto land’ systems as the primary method of aircraft recovery or still IFLOLS. As of now, the system is being developed to allow for four possible commanded HTDPs rely on the traditional technique of ’Meatball, Line-up, Angle-of-Attack’ and pilot skill? for 4-wire ships and three for 3-wire ships. Each of these selectable HTDPs will be 20.4 feet prior to the target CDP on the 4-wire ships and 15.4 feet prior to the CDP on the three wire ships. Un- Initially, it was thought that the advanced navigation and guidance capabilities of UCAS and fortunately, selectable HTDPs will not be available for field-based JPALS approaches. While this F-35 would allow for greater reliance (maybe even total reliance) on purely ’auto land’ systems would be an excellent capability for “fly-in arrestments” at the field, FAA regulations would require with the hope that this would eliminate pilot error as a causal factor in landing mishaps as well as a NOTAM be issued anytime the parameters of a precision approach changes. significantly reduce pre-deployment FCLP requirements. However, a total reliance on automated methods of carrier landing would leave Naval Aviation vulnerable to signal jamming as well as GPS-denied environments. F-35 Joint Strike Fighter Carrier Integration

Could their possibly be a ’third way’ that would be so simple for the pilot to fly, yet not sus- LCDR Eric “Magic” Buus from VX-23’s F-35 Carrier Integration team gave an excellent up- ceptible to jamming or electronic failure? What was proposed by Buddy Denham is the integration date on the status of the F-35C (The Navy’s CV version). As would be expected from any carrier of a system called the Bedford Array Landing Reference System that would augment our current based aircraft, the F-35C will feature more structural integrity than the F-35A in addition to slightly IFLOLS system. The system would consist of a series of high intensity centerline lights as depict- larger control surfaces. Reference the specs below to see how the F-35C will compare to the F/A- ed below: 18C and F/A-18E: KWWSZZZKUDQDRUJ GRFXPHQWV3DGGOHV 0RQWKO\-XO\SGI  6HH 1H[W 3DJH IRU IXOO SDJH YLHZ RI WKLV JUDSKLF RQ ULJKW These lights would be approximately twelve feet apart and would shift in order to display not only glide slope information but also glide slope trends during the pass, similar to a PAPI or VASI but stabilized with regards to deck motion. For more detailed information, please see the complete F/A-18C F-35C F-18E brief on the LSO School’s Website: https://www.portal.navy.mil/comnavairfor/LSO Length 56 ft Length 50.8 ft Length 60.38 ft Or, contact Buddy Denham directly at: [email protected]. Span 37.4 ft Span 43.0 ft Span 42.0 ft 2 Wing Area 400 ft Wing Area 620 ft2 Wing Area 500 ft2 Internal Fuel 10,800 lb Internal Fuel 19,145 lb Internal Fuel 14,708 lb JPALS Update Spot Factor 1.0 Spot Factor 1.11 Spot Factor 1.24s

The Joint Precision Approach and Landing System (JPALS) is a GPS-based system that As you can see, the F-35 will have wingspan similar to the Rhino but with a smaller flight will eventually replace the current radar-based methods of carrier approach and landing. It will be deck footprint and a very impressive internal fuel capacity of more than 19,000 pounds. Currently comprised of both ship and aircraft based systems and supported by a JPALS-specific data link. two airframes have been delivered for testing and the third is expected to arrive soon. Some This system will become the Joint Service standard, completely interoperable across each military things that will take some getting used to will be the lack of a FLAPS switch and coming into the branch, and 100 percent compatible with the civilian GPS-based systems scheduled to replace break with the hook up (Due to hook airspeed limitations). Also worth mentioning is the fact that ILS, NDB, and VORTAC navigational aids. as of now only the Air Force’s F-35A will feature and internal gun. KWWSZZZKUDQDRUJGRFXPHQWV3DGGOHV0RQWKO\-XO\SGI ³7KH )& ZLOO DOVR QRW LQFOXGH D +8' DQG OLNH WKH ) ZLOO IHDWXUH D VLGH PRXQWHG FRQWURO VWLFN 0RVW QRWDEO\ LV WKH IXOO\FXVWRPL]DEOH ´ E\ ´ WRXFK VFUHHQ WKDW ZLOO UHSODFH WKH VHSDUDWH GLVSOD\V WKDW +RUQHW DQG 5KLQR SLORWV KDYH EHFRPH DFFXVWRPHG 7HVW SLORWV LQGLFDWH WKDW WKH ) LV D YHU\ VWDEOH SODWIRUP DQG RYHUDOO IOLHV ³VOLJKWO\ EHWWHU WKDQ D +RUQHW´ DQG LQLWLDO 6HD 7ULDOV DUH VFKHGXOHG IRU WKH )LUVW 4XDUWHU RI ´

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      ! " #$" %   ' )'#    &' ( % '  '# KWWSZZZQDY\PLOVHDUFKGLVSOD\DVS"VWRU\BLG   FOREIGN NAVY VISITS KWWSZZZKUDQDRUJGRFXPHQWV ONCE AGAIN, THE LSO SCHOOL LCDR Robert “Timmay!!” Bibeau RECENTLY HOSTED ANOTHER FOEIGN 3DGGOHV0RQWKO\$XJXVWSGI NAVY FLAG OFFICER. VX-23 Acting VX-23 Ship Suitability Department Head 301/DSN.342.4609 [email protected]  WORDS FROM THE OIC…. TIPS ON GETTING ONE OF THOSE Salty Dogs COVETED CAG PADDLES JOBS August 2011 WHAT THE FUTURE BEHOLDS...  THIS MONTH FROM THE SALTY DOGS….. C-2, E-2, and Prowler pilots, have you ever made fun of a Hornet guy for declaring an emergency at the FUTURE CARRIER RECOVERY METHODS, STRAIGHT FROM THE boat for a HUD failure? Doesn’t everyone realize that the HUD is our primary attitude reference? Have you ever GUYS WHO ARE DOING THE thought less of someone for doing a Mode I? Well things are about to get better or worse, depending on how you TESTING... Paddles look at it. This month’s article is about the Tomorrowland projects coming down the pipe.

ADDRESSING THE NEEDS OF THE LSO COMMUNITY One of the Navy’s UAV programs had its first flight last month at Edwards Air Force Base. Future Navy THROUGH SAFETY DISCUSSIONS, OPERATIONAL UPDATES, monthly UAVs will be able to seamlessly integrate themselves into the Case I, II and III patterns with manned aircraft. The AND HISTORICAL READINGS. Air Boss will have a control screen in Pri-Fly where he can click on “Charlie” and the UAV will sequence itself into the break, come around and land itself on an ‘OK’ 3-Wire. If the pattern is full, he can click on “Spin It” and around she goes. Aside from giving me job security worries, it sounds really cool. LSO School Welcomes Royal Navy Chief For the third time in as many months, the U.S. Navy Landing Signal Officer School played host to yet In the next few years UAV’s will be landing autonomous at the boat using GPS technology. Completely another flag officer from a foreign navy. On this particular occasion we had the pleasure to welcome autonomous landings at the field and the following first landings at the boat will mark a turning point in Naval Admiral Sir Trevor Soar, RN. Admiral Soar commands all deployable fleet Royal Navy units, includ- Aviation. We have fought for years to keep real FCLPs and not do all our CQ prep in the simulator. If a plane can ing the Royal Marines. A career submariner, Admiral Soar’s visit to the LSO School was part of a land itself with the click of a button in any Case and weather you wouldn’t have to FCLP, CQ, and maintain day or comprehensive tour of NAS Oceana as the Royal Navy continues to broaden its exposure to Ameri- night currency anymore. The cost savings would be HUGE. With today’s tight budgets, auto landings could save can carrier aviation methods. As many are already aware, the United Kingdom is returning to the tens of millions of dollars. That makes them seem very attractive. fixed-wing carrier aviation business after several decades of operating only Harriers from its current fleet of flat deck ships. In the future the pilot may fly the tactical portion of the flight but the admin portion of the flight will be automated. The Super Hornet and JSF can very easily become auto-landers. Auto landings will one day become Currently, the British are deep in the development and construction of the HMS Queen Elizabeth and the standard way to recover on the CVN. A pass flown manually will be an emergency! In the future, it is possi- then subsequently the HMS Prince of Wales. By the end of the decade, the Royal Navy plans to be ble that it may be the first time the pilot has ever done one outside of the simulator. Luckily there are a few tech- conducting fixed-wing carrier launch and recovery operations from these two ships using the F-35C nical hurdles to overcome, so don’t expect it during our careers. version of the Joint Strike Fighter. Understandably, the Landing Signal Officer is a key piece of the puzzle that they must develop in order to stand up an effective carrier aviation program. The first and most important technology required is JPALS (Joint Precision Approach and Landing Sys- tem). This is the replacement for the ACLS and the TACAN. It’s a differential GPS system similar to civilian Over the course of the past few months, the LSO School has been actively assisting the RN with WAAS approaches. It will be capable of coupled Mode I approaches at the boat and precision approaches at the everything from the proper development of an LSO program to effective flight deck layout. This visit field. The data link portion will generate TACAN symbology and provide the same information to the airplane follows other official visits from both the Brazilian CNO as well as the Commandant of the French that a TACAN receiver supplies. JPALS is a Triplex system with 3 independent paths of communication with the Naval Aviation Command. Over the course of the next few years, Landing Signal Officers across the airplane so roughly 1 in 10 million passes would be unreliable. A version of JPALS technology is what will guide fleet should not be surprised to be involved in assisting various foreign militaries as they look to de- UAVs. It is scheduled to IOC in FY 2016. velop carrier aviation programs. JPALS will also allow auto landings. But before we can get rid of FCLP and CQ requirements we have to

make the Super Hornet and JSF really, really easy to land at the boat. To do this we need things like the ship sta- bilized velocity vector I mentioned a few months ago. We may also need to add another lens-type glideslope indi- cator. One idea is called a Bedford Array. You can see in Figure 1 that a Bedford Array is like a lens spread of over the length of the LA. Unlike an IFLOS which has 12 cells that are always on to create a glideslope reference, the Bedford Array is a set of Christmas lights and only the light corresponding to current position of the touch- down point is illuminated. Just as the dynamic touchdown point moves across the deck on the LSODS screen, the Bedford Array lights would “move” forward and back across the deck corresponding to the dynamic touchdown point. Figure 2 shows what your HUD may look like. You keep the ship stabilized velocity vector on top of the Bedford light that is illuminated. The datum is a reference line in your HUD. As long as the 3 all line up you are on glide path. Artist’s Concept of Completed QEC First Section of Completed Hull of QEC (Continued on the next page….) 4 The last improvement for flying glideslope is Direct Lift Control (DLC). Increasing the throttle spools up the engines, this increases the airspeed, more lift is generated and the aircraft climbs. Pulling back on the stick produces down force on the tail, this increases the AOA which produces more lift and the aircraft climbs. These processes that change glideslope all take time. This is why as pilots you learn to anticipate or lead everything. DLC like the name implies is DIRECT lift control. When you actuate it you get a very quick increase or decrease in lift. The F-14 and S-3 both had spoiler-activated DLC. In those two aircraft, the spoilers would be deployed a little bit for the entire approach. When you wanted to go down the spoilers would move up spoiling lift. To go up you retract the spoiler and you get more lift back (the S-3 only had down control). The response is not instantane- ous but it is pretty close. The JSF is going to have DLC. Its DLC is incorporated into the flaps and ailerons. When you want more or less lift both ailerons extend or retract very quickly. DLC will be incorporated into the flight control computers so there is no need for a DLC switch on the stick like the Tomcat. The FCCs will decide if you need to move the tail, the ailerons, or both. A similar system could be developed for the Super Hornet as well. I flew a model of the Super Hornet in the simulator with DLC and in an autopilot mode similar to FPAH called Glide Path Hold. The simulated ship also had a Bedford Array model. It took me about two seconds to fig- ure out how to fly a rails pass almost hands off.

The first question most people ask is: Why work on the Hornet? It’s already a good ball flyer!! While this is true, their are still plenty of ramp strikes and hook slaps that show room for improvement still exists, and the goal is to make it so easy the E*TRADE baby can do it. Some of these systems will be operational in a few years, some may be developed in the future, and some may only be ideas on paper and in the simulator forever. In any case, things will be changing in the future. Even the movie Top Gun 2 is going to be about UAVs. As always any questions or feedback is greatly appreciated. Figure 1 – Bedford array concept on CVN. Dan "Butters" Radocaj A Bedford Array and a ship stabilized velocity are indicators of glideslope that will show you if you are off Test Pilot/LSO glideslope more precisely but they still don’t make the airplane respond differently. Stick and throttle corrections VX-23 Ship Suitability in any airplane are not instantaneous. You put in an input and some finite time later a response happens. That is 301-342-4647 why we have rules like never lead a low, always lead a high and never re-center a high ball in close. When you [email protected] make a power correction in the T-45 it takes several seconds to take effect, a hornet is much faster and the E-2 is [email protected] even better, but it is still not instantaneous. The F-4 Phantom was supposedly one of the best ball flyers ever. They called the throttle the ball controller. Those huge J79 turbojets had a fast response rate and when on-speed, a lot of the thrust component was in the vertical direction. There are engines being developed with nozzles that can pucker very quickly. By puckering the nozzles, very fast increases in thrust are possible. This can improve the rate of glideslope corrections. ³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´

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&DUULHU 4XHHQ (OL]DEHWK QLJKW )% UROOLQJ ODQGLQJ 9,'(2 KWWSZZZ \RXWXEH FRPZDWFK" Y 1\%) KWWSZZZKUDQDRUJGRFXPHQWV3DGGOHV0RQWKO\$XJXVWSGI YW)V8 2. An aid according to claim 1 comprising an aircraft carrier or the like vessel whereby in use Visual Landing Aids array of lights distributed along the platform DIXUWKHUYLVXDOLQGLFDWLRQLVGH¿QHGRQWKHGHFN which are arranged to be lit selectively to indi- and the apparent position of such further visual [Bedford Array/SRVL] cate the position of such aim point at any time. indication is adjusted along the deck in response to excursions of the vessel in pitch so that when -XVWLQ'DYLG%LOORW3DLQHV 3. An aid according to claim 2 wherein said YLHZHGDORQJDVSHFL¿HGVLJKWOLQHIURPWKH A visual aid for the pilot of an aircraft approach- lights are arranged in a row or parallel rows aircraft said further indication corresponds to ing to land on an aircraft carrier comprises a along the platform and controlled such that the the aftmost limit at which the aircraft will safely series of lights (9) embedded along the landing light in the or each row which is nearest to the clear the stern of the vessel when following a deck and controlled in response to pitch and intended aim point at any time is lit. VSHFL¿HGJOLGHVORSHSDUDOOHOWRVDLGVLJKWOLQH irrespective of such excursions of the vessel. heave of the vessel so that the light(s) illumi- 4. An aid according to claim 2 wherein said nated at any time indicate a visual aim point lights are arranged in a row or parallel rows 9. A visual aid for the pilot of an aircraft ZKLFKLVVWDELOLVHGZLWKUHVSHFWWRDVSHFL¿HG along the platform and controlled such that a glideslope (5) onto the vessel irrespective of approaching to land on the deck of an aircraft single light is lit in the or each row when the carrier or the like vessel whereby in use a visual such vertical excursions of the vessel. It is used LQWHQGHGDLPSRLQWLVZLWKLQDVSHFL¿HGGLVWDQFH in conjunction with a marker on a head up dis- LQGLFDWLRQLVGH¿QHGRQWKHGHFNDQGDSSDUHQW of that light and two successive lights are lit in position of such visual indication is adjusted play or helmet mounted display for example so the or each row when the intended aim point that registry of the marker with the illuminated along the deck in response to excursions of LVZLWKLQDVSHFL¿HGGLVWDQFHRIWKHPLGSRLQW the vessel in pitch so that when viewed along light at any time indicates that the aircraft is on between those two lights. the correct glideslope. DVSHFL¿HGVLJKWOLQHIURPWKHDLUFUDIWVDLG indication corresponds to the aftmost limit at 5. An aid according to claim 2 wherein lights Inventor: Justin David Billot Paines which the aircraft will safely clear the stern of are also lit to indicate the effective limits of said WKHYHVVHOZKHQIROORZLQJDVSHFL¿HGJOLGHVORSH &XUUHQW86&ODVVL¿FDWLRQ: 340/945 array at any time. parallel to said sightline irrespective of such excursions of the vessel. $SSOLFDWLRQQXPEHU: 13/054,934 6. An aid according to claim 2 wherein said 3XEOLFDWLRQQXPEHU: US 2011/0121997 A1 array extends along a length of the platform 10. A method of approaching to land an aircraft such that different longitudinal sections Filing date: Aug 7, 2009 on a moving platform by use of a visual aid thereof are capable of functioning to provide an according to claim 1. &ODLPV DGMXVWDEOHDLPSRLQWIRUDSOXUDOLW\RIVSHFL¿HG JOLGHVORSHV¿[HGLQVSDFHLQGLIIHUHQWSRVLWLRQV 11. A method according to claim 10 wherein the 1. A visual aid for the pilot of an aircraft along the platform. aircraft is a V/STOL or STOVL aircraft executing approaching to land on a moving platform a rolling vertical landing. ZKHUHE\LQXVHDYLVXDODLPSRLQWLVGH¿QHGRQ 7. An aid according to claim 1 wherein said the platform and the apparent position of such visual marker on or in the aircraft is presented 12. A method of approaching to land an aircraft visual aim point along the platform is adjusted in a head up display, helmet mounted display, or on the deck of an aircraft carrier by use of a in response to excursions of the platform in forward-looking camera display, or comprises a visual aid according to claim 9. the vertical sense so that registry of the visual physical marker on the aircraft structure, and aim point with an associated visual marker on represents a depression angle from the horizon 13. A method according to claim 12 wherein the or in the aircraft at any time indicates that the HTXDOWRWKHVSHFL¿HGJOLGHVORSHDQJOH aircraft is a V/STOL or STOVL aircraft executing DLUFUDIWLVRQVXEVWDQWLDOO\WKHVDPHVSHFL¿HG a rolling vertical landing. JOLGHVORSH¿[HGLQVSDFHUHODWLYHWRWKHRYHUDOO 8. An aid according to claim 1 for the pilot of an KWWSZZZJRRJOHFRPSDWHQWV86"GT 6 platform irrespective of such excursions thereof aircraft approaching to land on the deck of an $ HL T/47B-%QPP$:D,LX'Z THE PERFECT PARTNERSHIP YDULRXVÀ\LQJWHFKQLTXHVVXFKDVVKLS- «%XWZKDWFDQWKRVHWHVWSLORWVOXFN\ ERUQHUROOLQJYHUWLFDOODQGLQJ enough to be chosen for those trials ex- MAI Magazine Issue 14 BAE Systems “We’ve brought together a cross section SHFW"$QGKRZZLOOWKH)%FRPSDUHWRLWV MAI is playing an important role in the de- of individuals to do that, from very experi- SUHGHFHVVRUWKH+DUULHUZKLFKZDVWKHDLU- velopment of the Royal Navy’s new Queen HQFHG+DUULHUSLORWVZLWKOHJDF\H[SHULHQFH craft of choice for the old Invincible class Elizabeth Class aircraft carrier. We caught WR861DY\FRQYHQWLRQDO)SLORWVDQGDOVR carriers? up with test pilot Pete Kosogorin ahead Royal Navy and other Airforce pilots who ³%\WKHWLPHWKH)FRPHVLQWRVHU- RIWKHRϒFLDOQDPLQJFHUHPRQ\IRU+06 KDYHQRVKLSERUQHRU6729/H[SHULHQFH vice and has been fully tested, there won’t Queen Elizabeth to get the inside track on “That has been done to ensure the design is EHPDQ\+DUULHUSLORWVÀ\LQJLW±LWZLOOEHD the work that is taking place to integrate optimised for all levels of ability, and all lev- much younger generation,” says Pete. “The F-35 with the new carrier…. els of scale.”… aircraft itself, and the control and handling ….“The beauty of this is the carrier has «³2EYLRXVO\,ZRUNIRU%$(6\VWHPVEXW LWKDVLQVORZVSHHGVLQ6729/PRGHLV been designed with the aircraft in mind,” I think the fact that we’ve got a team of 30 exceptional. explains Pete. or so engineers out here who are intimately ³,¶YHODQGHGDWQLJKWRQDVKLSLQWKH+DU- “It’s not an anti-submarine carrier LQYROYHGLQWKLVQRWMXVWRQWKH6729/VLGH rier and that’s a really exciting – but also WKDWKDVEHHQPRGL¿HGIRU)±WKH4( DQGWKH%PRGHOEXWZHDOVRKDYHRQHRIWKH scary – event. FDUULHUKDVEHHQGHVLJQHGIRU)ULJKW lead engineers on the C model which is the “You are probably the most aroused you IURPWKHRXWVHWVR,WKLQNWKHWZRZLOO 861DY\YDULDQWLVDJUHDWVXFFHVVVWRU\ will ever be as a pilot in terms of focused LQWHJUDWHYHU\ZHOO ³6RPHRIWKHVHJX\VKDYHEHHQZRUNLQJ concentration, but that doesn’t mean you “That work began many years ago and RQWKHGHVLJQDQGGHYHORSPHQWVLGHIRU can’t make a mistake. WKHVWXϑZH¶YHGRQHLQWKHVLPXODWRUDW \HDUVSOXVDQGQRZZHDUHLQWRWKHÀLJKW “When a pilot is working really hard, he’s Warton has been incredibly important be- test stage, they are either working on the using up a high proportion of his capacity cause many of the results of those trials ÀLJKWWHVWVGLUHFWO\RUWKH\DUHHQJLQHHUV and his ability to spot things, to see things, fed into the design of the deck – the mark- who are looking at and analysing the data DQGWRFRSHZLWKWKLQJVLVDϑHFWHG³,QWKH ings on the deck, the lighting on the deck, ZHSURGXFHIURPWKRVHÀLJKWWHVWV +DUULHU\RXFRXOGHDVLO\PLVVRQHDVSHFWRI the systems. “There are various shipborne ³,WPD\EHZHHNVODWHUEHIRUHZH¿QGRXW your technique, miss a problem with the air- systems that will help the pilot when land- WKDWWKHSRLQWZHÀHZZDVJRRGRUWKHUH craft, or not hear a radio call, so it was easy ing, particularly in high sea states when was a problem in the point that we need to to lose track of what was going on. the conditions are challenging and the deck look at again, or we might need to change ³%XWWKLVDLUFUDIWZRUNVVRZHOOIRU is moving around quite a bit, or at a night the software. \RXWKHH[WUDFDSDFLW\WKDWDOORZV\RX when there is limited visibility. ³6RLW¶VQRWMXVWDERXWH[SDQGLQJWKHHQ- LVDELJERQXV,WPHDQVDSLORWFDQGHDO ³%XWWKHVLPZRUNKDVQ¶WMXVWEHHQ velope of the aeroplane, it’s also about de- ZLWKDQHPHUJHQF\EHWWHURUIROORZD DERXWGHYHORSLQJWKHÀLJKWFRQWUROV veloping the software to make the air- SDUWLFXODUWHFKQLTXHEHWWHUVRWKHH[H- VRIWZDUHLQWKHDLUFUDIWLW¶VDOVRDERXW FUDIWEHWWHUDQGHDFKPHPEHURIWKH%$( FXWLRQRI\RXUDSSURDFKDQGODQGLQJRQ ¿QGLQJRXWKRZWRÀ\DQGFDUU\RXW 6\VWHPVWHDPLVYLWDOO\LPSRUWDQWWRWKDW DVKLSLVJRLQJWREHZD\PRUHHϒFLHQW´

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he US Department of Defense and we have submitted savings Thas revealed a long-term plan information to our customers to to sign a series of cost-saving, help support their analysis and multi-year procurement contracts decisions.” to buy a total of nearly 2,000 Writing in the recent report, Lockheed Martin F-35s starting the JPO says it is pursuing other from fiscal year 2021. cost-saving initiatives, including As the F-35 programme moves a shared database of parts costs towards full-rate production, the with Lockheed to be used to ne- US Air Force and US Navy plan gotiate “fair and reasonable” pric- to transition from purchasing the ing for the USA and partner na- aircraft in one-year blocks to tions, plus looking for production multi-year deals, a recent Select- line efficiencies. ed Acquisition Report reveals. Lockheed delivered 66 F-35s The USAF plans to start such a last year, taking its programme transition with a three-year con- total to 265 examples by the end tract in 2021, followed by of 2017. The goal this year is to successive five-year procure- deliver 91: 85 from its Fort Worth

ments between FY2024 and the site in Texas, plus two and four, Copyright Crown

end of the programme. The USN US Air Force respectively, from final assembly plans to continue making one- Lockheed has committed to cutting type’s flyaway cost to $85 million facilities in Italy and Japan. The 65,000t HMS Queen Elizabeth has already performed operational trials with helicopters aboard: its next arrival will be the Lightning II year procurements through Lockheed has committed to re- FY2023, followed by five-year plans to purchase 2,456 Light- guarantee Lockheed 300 orders. ducing the F-35A’s flyaway unit deals from the following fiscal ning IIs: 1,763 F-35As for the “Multi-year procurements are cost to about $85 million by the year. USAF, 353 F-35Bs and 67 F-35Cs a key tool to reducing F-35 acqui- programme’s Lot 13 low-rate ini- Multi-year procurement con- for the US Marine Corps and 273 sition costs, improving industrial tial production contract, although tracts are a special mechanism F-35Cs for the USN. base stability and enhancing effi- chief financial officer Bruce Tan- Getting back in that Congress permits the DoD to The USAF plans to purchase ciencies,” the company says. “We ner cautioned last year that this use for a limited number of pro- 60 F-35As per year starting in are working closely with the De- could be in jeopardy if the DoD grammes at full-rate production 2024, so the Joint Programme Of- partment of Defense on the acqui- fails to find additional produc- to reduce costs by several per fice’s (JPO) first planned five-year sition approach for a multi-year tion efficiencies and implement cent. In total, the department procurement contract would procurement beginning in 2021, multi-year buys. ■ the big league With its new aircraft carriers and embarked F-35Bs to reinstate a strike role lapsed since the Harrier’s retirement, the UK is preparing to trial the combination’s flagship capability

RICHARD SCOTT LONDON & WARTON ent River, Maryland, will join the ship off the As Commander Air – a role that sees him eastern seaboard of the USA for two develop- in overall control of aviation operations in, on n November 2010, then-Lt Cdr James Black- ment test periods – dubbed DT-1 and DT-2 – and around the carrier – Blackmore and his more became the last pilot of a BAE Sys- running through October and November. air department will manage the FOCFT flying tems Harrier to launch from the flightdeck The purpose of the FOCFT activity is to vali- programme from the flying control (FLYCO) of the Royal Navy aircraft carrier HMS Ark date design modelling and support the produc- office extending out from Queen Elizabeth’s IRoyal tion of the full ship/air integration release. To aft island. , bringing to an end three decades of shipborne short take-off and vertical landing achieve these objectives necessitates operating “This ship is over three times the size of our (STOVL) operations from the service’s three the aircraft and ship in a wide range of load, previous aircraft carriers, and the flightdeck is Invincible-class carriers. motion, wind and environmental conditions, two-and-a-half times bigger,” he tells Flight- In a circuitous arc, now Cdr Blackmore will using instrumentation to capture detailed trials Global. “So we’ve got much more area to park in five months oversee the re-birth of fixed- data. These individual test points are used to and operate helicopters and jets. And while the wing aviation in the RN, as HMS Queen Eliza- define the limits of the safe operating envelope. ship is a little smaller than a US Navy carrier, beth – the first of its two new 65,000t aircraft the deck area we’ve got is roughly similar.” carriers – begins first of class flying trials “This ship is over three times FLYCO is the focal point for aviation (FOCFT) with STOVL aircraft of an altogether the size of our previous control. “That’s what’s happening on the different kind. flightdeck and in the hangars and into the 0D\  Two fully instrumented Lockheed Martin aircraft carriers” airspace around the ship itself,” says )OLJKW ,QWHUQDWLRQDO F-35B Lightning II development aircraft from Cdr James Blackmore Blackmore. “We’ve got full visibility across the Integrated Test Force (ITF) at NAS Patux- Commander Air, HMS Queen Elizabeth the deck, plus all the sensor feeds displayed ❯ While the original simulation facility made tored thrust to maintain limited forward a valuable contribution to F-35/QEC integra- speed until after touchdown. tion, it was recognised that it had some inher- SRVL will be part of the forthcoming flying ent limitations with regard to pilot field of trials, says Blackmore. “It allows us to be view, motion response and cockpit fidelity. As more flexible with the way we use the deck, a result, BAE took the decision in 2014 to in- and more flexible in the way we bring our vest in the development of a new and im- aircraft back because of the performance proved facility that could support ship/air in- enhancements it brings.” tegration through to FOCFT. Commissioned last year, this updated OPERATIONAL DEVELOPMENT simulation environment integrates two com- Earlier this year, the focus of activities at ponents: a fully representative F-35 cockpit Warton switched to initial preparations for mounted on a six-axis electric motion system FOCFT and supporting wider operational de- inside a fixed-radius dome featuring a velopment. For a week in late March, person- high-fidelity carrier model together with a dy- nel from Queen Elizabeth’s FLYCO worked to-

Lockheed Martin namic sea surface; and an adjacent facility, gether with a team of naval F-35B pilots from Scott/Navypix Richard STOVL type has already completed ski-jump testing at NAS Patuxent River in Maryland fully integrated with the piloted simulator, the UK’s 17 Test and Evaluation Sqn (function- Test pilot Cdr Nathan Gray has prepared for future trials using BAE’s advanced simulator that simulates the environment inside and ing as LSOs) and an ITF test pilot to develop ❯❯ on various screens, so we have massive bilities of both the aircraft and ship aviation “outside” FLYCO. and practise standard operating procedures for to operate beyond four aircraft, multiple “All three have been brought together and situational awareness.” systems, allowing integration issues to be The representative FLYCO space includes fixed-wing operations. vertical landings, as well as bringing in the then plugged in with a FLYCO simulator so we Also housed in FLYCO is the landing ironed out early, informing options and choic- a replica of the LSO workstation looking aft. “This presented a first opportunity to train shipborne rolling vertical landing, which is a can run real-time motion.” signals officer (LSO): a qualified fixed-wing es, and enabling design changes to be imple- A widescreen projection system shows a real- together and get ready to bring the aircraft on novel landing manoeuvre we are introduc- Gray believes the UK is now as prepared aviator trained to assist pilots to safely recover mented at a stage when their cost and pro- istic outside world scene: visuals can include for real this autumn,” Blackmore explains. ing with QEC.” as it can be to bring the F-35B on board to the carrier. gramme impact was relatively small. a selection of pre-recorded take-offs/recover- “We plan to come back for a second period of Cdr Nathan Gray offers a pilot’s perspective Queen Elizabeth. “The aircraft development Already through rotary-wing flight trials, Having begun as a piloted flight simulation ies, and/or “live” flights being conducted by simulator work in June, which will be a more on the Warton simulator. A former Sea Harrier programme is complete, we’ve completed Queen Elizabeth will set sail from Portsmouth environment, the facility was enhanced in the pilot in the adjacent flight simulator. structured ‘rehearsal’. FA2 pilot who subsequently flew the Harrier ski-jump testing at Pax River and we have all in August to begin the four-month WESTLANT 2011 by the addition of a simulation of the The first use for the new facility was to “This is a really good way of de-risking GR7/9 and, on exchange, the US Marine the learning from the simulation environ- 18 deployment. But while the embarkation of LSO workstation. Networking these two support a series of pilot evaluations of the and understanding that process. In fact, Corps’ Boeing AV-8B Harrier II, he currently ment here. The test plan has been finalised, ITF development aircraft BF-04 and BF-05 will entities provided for a realistic simulation of short rolling vertical landing (SRVL) recovery we’ve gone beyond what we’re going to do in serves as a developmental test pilot in the F-35 [and] we’ve got the evidence base so that we mark the first time that the F-35B has operated pilot and LSO interaction to allow for a more manoeuvre. Designed to significantly in- the autumn [and have] started to explore ITF, and is one of the three UK pilots assigned believe we know where the boundaries are. from the carrier, a nucleus of RN personnel is rigorous assessment of the capabilities of the crease “bring-back” performance, an SRVL what operations will look like once we’ve to the forthcoming FOCFT programme. “That said, simulator models can only be already familiar with the operation of the air- aircraft and ship systems. exploits the ability of the F-35B to use vec- fully delivered the capability – so, the ability trusted so far. So we have to use our intelli- craft, thanks to a unique ship/air simulation “We’ve got an aircraft and gent reasoning to slowly progress the flight environment built by BAE at its Warton site in a carrier that will change trials, steadily working outwards from the Lancashire, northwest England. HMS Queen Elizabeth, during sea centre of the envelope.” the way we do business” DT-1 and DT-2 will each amount to about SIMULATOR FACILITY trials in 2017. The vessel will embark Cdr Nathan Gray three weeks of flying, with a week of down- Previously used to de-risk the integration of Developmental test pilot, F-35 Integrated Test Force time between. “There are going to be days the F-35B and the Queen Elizabeth-class two F-35Bs off the USA later this year when the weather doesn’t support flight test- (QEC) carriers, the simulator facility has ing,” says Gray. “So we have to find very more recently been employed to develop “We are just months away from landing the benign conditions in the initial stages, and standard operating procedures for aviation first F-35 on Queen Elizabeth, so it is critical then as the tests progress, we have to go and operations on board. now that we get procedures in place,” says find the harsher conditions. Bringing the F-35B and vessels together pre- Gray. “Although these will be adapted as we “The biggest constraint will probably be sents both a unique opportunity and a com- go forward and gain a greater understanding of the weather, because it only gets so bad on the plex challenge. The fact that the aircraft and what capabilities we have, we still need that east coast. Our challenge will be to predict ship are both new means it has been possible, sound foundation of good practice, so we need where those sea states are [and] where we be- to a greater extent, to optimise the carrier de- to make sure that our initial decisions are the lieve we are going to get that ship motion and sign to operate and support the STOVL variant right decisions. the wind conditions.” of the fifth-generation Lightning II. “That’s why this simulation facility is a tre- While FOCFT will establish ship clearanc- At the same time, a number of uncertainties mendous asset to our programme. When you es for the F-35B, further development and op- have necessarily arisen from the fact that walk into FLYCO and you see the environment erational testing will be required ahead of the design, development and demonstration ac- around you – the sea and the motion of the UK declaring initial operating capability tivities for the F-35B and new RN ships have ship – as a maritime aviator, you get that knot (Maritime) in December 2020. A first opera- effectively been run in parallel, albeit with in your stomach. You feel like you’re at sea. tional deployment will follow in 2021, with some excursions en route. “From the aircraft standpoint, it’s the most Queen Elizabeth to embark a USMC F-35B Piloted flight simulation has played a major realistic simulator that I have ever flown. It’s squadron alongside aircraft from the UK’s part in identifying and assessing integration full motion, with the helmet and full symbol- Lightning Force. issues well ahead of FOCFT. In 2007, BAE es- ogy, a highly-representative cockpit environ- “To be part of the Carrier Strike pro- tablished an F-35/QEC integration facility in ment, and the ‘outside world’ graphics. This is gramme, and to know that this is our lasting Warton as a tool to help characterise and de- the only simulator-unique facility in the world legacy, is very exciting,” says Gray. “We’ve risk the ship/air interface. where we’ve combined the true F-35 air vehi- got an aircraft and a carrier that will change This facility, which adapted an existing mo- cle model with air wakes from computational the way we do business, and the way that the ■ tion dome simulator, was used to test the capa- US Navy fluid dynamics and with ship motion. 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'7DQG'7ZLOOHDFKDPRXQWWRDERXWWKUHHZHHNVRIIO\LQJZLWKDZHHNRI GRZQWLPHEHWZHHQ7KHUHDUHJRLQJWREHGD\VZKHQWKHZHDWKHUGRHVQ W VXSSRUWIOLJKWWHVWLQJQRWHV*UD\³6RZHKDYHWRILQGYHU\EHQLJQFRQGLWLRQV LQWKHLQLWLDOVWDJHVDQGWKHQDVWKHWHVWVSURJUHVVZHKDYHWRJRDQGILQGWKH 7KHW+064XHHQ(OL]DEHWKKDVDOUHDG\SHUIRUPHGRSHUDWLRQDOWULDOV KDUVKHUFRQGLWLRQV ZLWKKHOLFRSWHUVDERDUGLWVQH[WDUULYDOZLOOEHWKH/LJKWQLQJ,, UK Gears Up for F-35 $QRWKHUVL[ZHHNSHULRGZLOO H[SHFWDQ\VXUSULVHV:H¶YHGRQH IROORZQH[W\HDULQWKHDXWXPQ DORWRIWKLVW\SHRIZRUNEHIRUH July 2018 Jamie Hunter timeframe.” ±WKHUH¶VHQRXJKUHDGDFURVV “As the initial F-35Bs return to the UK µ:L]]HU¶:LOVRQLVVHWWRSOD\D EHWZHHQWKH860DULQH&RUSV to form the Royal Air Force’s No 617 FUXFLDOUROHLQWKH4(&WULDOV³,¶YH FDUULHUVDQGWKH4XHHQ(OL]DEHWK± Squadron, Jamie Hunter talks to the team that’s testing new weapons and been to three prior F-35B ship VRZHNQRZKRZWKHMHWRSHUDWHV taking the aircraft to the Queen Elizabeth WULDOVDVDÀ\LQJWHVWSLORW,¶PQRW DURXQGWKHVKLSDQGZHDUH DLUFUDIWFDUULHUIRUWKH¿UVWWLPH WKHSURMHFWSLORWIRU4(&±WKDWLV FRPIRUWDEOHZLWKWKHPRGHOOLQJ 6TQ/GU$QG\(GJHOO±EXW,¶OOEH DQGWKDWHYHQWVZLOOJRDVWKH &DUULHUWULDOV one of the four pilots.” VLPXODWRUVKRZVXV BAE Systems leads the operations &OHDUO\:LOVRQ¶VSULRUH[SHUL ³7KHUHDUHPXOWLSOHOHYHOV DQGSODQQLQJIRU6729/ÀLJKWWHVW HQFHZLOOEHYHU\LPSRUWDQWDV RIÀLJKWFRQWURODXJPHQWDWLRQ RQWKH)%7KH¿UVWRIFODVV WKH,7)WDNHVWKH¿UVW)%V through the systems automation trials for the Queen Elizabeth- RXWWRWKHKXJHQHZ5R\DO1DY\ WKDWZHKDYHLQWKH)7KH FODVVFDUULHU 4(& ZLWKWKH DLUFUDIWFDUULHU³:HSODQWRÀ\ SLORWHVVHQWLDOO\LQYRNHVWKHOHYHO )%DUHVFKHGXOHGWREHJLQ HYHU\SLORWHYHU\GD\IRUVL[GD\V RIDXJPHQWDWLRQWKH\ZDQW6R LQODWH6HSWHPEHURϑWKH86 DZHHNDQGWKHUHZLOOEHVRPH WKHUH¶VDIDLUO\ODUJHPDWUL[RI HDVWFRDVW³:HZLOOIXOO\HPEDUN VSHFL¿FHYHQWVWKDW,¶OOKDYHNHHQ WHVWSRLQWVIRUHDFKHYHQW8VXDOO\ RQWRWKHVKLSZLWKDURXQG interest in; for example, the JRLQJWRDVKLSIRUWKH¿UVWWLPH personnel from Pax,” said Peters. VKLSERDUGUROOLQJYHUWLFDOODQGLQJ \RX¶GH[SHFWWRVWDUWRXWZLWK $VVLVWDQFHZLOOEHSURYLGHGE\1R >659/@LVZKHUHWKHHQJLQHHULQJ PLQLPXPOHYHOVRIDXJPHQWDWLRQ 7(6DW(GZDUGV³:HZLOOWDNH LVERWKFRPSOH[DQGIDVFLQDWLQJ´ 7KHDLUFUDIWFDQQRWµKRRNXS¶WR WZRWHVW)%VIURPKHUHDERDUG $VNHGDERXWWKH¿UVWWLPHDQ the Queen Elizabeth at this point the Queen Elizabeth this year )%ZLOOODQGRQ+064XHHQ ±the F-35 has the capability IRUWZRSHULRGVRIDSSUR[LPDWHO\ (OL]DEHWK:LOVRQVDLGWKDWLWZLOO but the ship doesn’t yet IRXUZHHNWULDOVZKLFKZLOOEH EHDYHUWLFDOODQGLQJ 9/ RQWR have JPALS [the GPS-based FRQGXFWHGEDFNWREDFNZLWK WKHGHFN³7KH¿UVWODQGLQJZLOO Joint Precision Approach and DVKRUWEUHDNLQWKHPLGGOH EHDVLGHVWHSWR9/DQGZHGRQ¶W /DQGLQJ6\VWHP@+RZHYHU some systems on the aero- :KLOHSURYLQJRXWWKH659/ up to sea state 6 with 50kts plane can interpret data PRGHOOLQJLVQ¶WDIRFXVRIWKH of wind over the deck, with from the carrier, such as LQLWLDOHPEDUNDWLRQ:LOVRQ big crosswinds and the ship GHWHUPLQLQJLWVVSHHG-3$/6 VDLGWKHUHPD\EHDFKDQFH SLWFKLQJDQGUROOLQJ´ is ultimately designed to give IRUDQHDUO\µORRN¶DWWKLVLI 7KH¿UVWHPEDUNDWLRQSODQQHG the F-35 auto-land capability; WKHFRQGLWLRQVDUHULJKW³,I for September, is designed to the pilot will simply press a ZHKDGUHDOO\JRRGZHDWKHU SURYLGHVXϒFLHQWFOHDUDQFHV EXWWRQDQGWKHDLUFUDIWODQGV DQGRXUSULPDU\9/HQYHORSH WRHQDEOHWKHGHFODUDWLRQRI8. ³:HZLOOÀ\GRZQWKHGHFN H[SDQVLRQWHVWLQJLVRQWUDFNZH ,2&7KHVHFRQGSKDVHZLOOJLYH FHQWUHOLQHIRU659/DQGRXU PLJKWSLFNXSVRPH659/ZRUN µLQLWLDOÀHHWFOHDUDQFHV¶ZKLOHWKH PRGHOOLQJIRUWKLVZRUNLVYHU\ +RZHYHUJHWWLQJD9/HQYHORSH WKLUGVKRXOGSDYHWKHZD\IRUµIXOO JRRGEXWZHNQRZZHDUHJRLQJ for operational testing is the FDSDELOLW\¶³:H¶YHEHHQZRUNLQJ WROHDUQVRPHWKLQJVZKHQZH PDLQDLP±WKH\GRQ¶WQHHG on this for years,” Peters summed DFWXDOO\JHWWRWKHVKLS7KH 659/LQLWLDOO\´,QDGGLWLRQWKH XS³2XUVLPXODWRUDW:DUWRQ PDLQFKDOOHQJHLVSK\VLFDOO\ FDUULHU¶VVNLMXPSZLOOIHDWXUHRQ KDVIXOOVKLSLQWHJUDWLRQDQGLW¶V VWRSSLQJRQWKHÀLJKWGHFNLQD HYHU\ODXQFK:LOVRQH[SODLQHG played a large part in the pilot VDIHIDVKLRQ,W¶VDOODERXWWKH WKDWWKH)VXLWVWKHVNLMXPS DQG/62>ODQGLQJVLJQDOVRϒFHU@ À\LQJTXDOLWLHVWKHIULFWLRQRQWKH ZHOO³,W¶VDYHU\VWUDLJKWIRUZDUG WUDLQLQJDQGWKHFRUHSUHGLFWLRQ GHFNWKHYLVXDOODQGLQJDLGVDQG PDQRHXYUHIRUWKHSLORW´ DFWLYLW\ KRZWKHKHOPHWPRXQWHGGLVSOD\ Peters added a little more ³7KH4(&DQG8.ZHDSRQV >+0'@SHUIRUPV´ GHWDLO³:H¶OOVWDUWRϑLQWKHKHDUW ZRUNLVRXUIRFXVWREXLOGRQWKDW 3UHYLRXVO\NQRZQDVWKH RIWKHÀLJKWHQYHORSHIRUWKH EDVHOLQH6'')RUWKH8.QRZLW¶V %HGIRUG$UUD\WKH659/$UUD\ DLUFUDIWDQGWKHVKLSZLWKIDLUO\ DOODERXWWKHQHZ8.PDULWLPH LVDVHWRIYLVXDODLGVRQWKH QRPLQDOZLQGVGRZQWKHGHFN FDSDELOLW\DQGH[SDQGLQJRXU GHFNWKDWWKHSLORWPXVWOLQHXS and steady ship motion. But, by FRPEDWFDSDELOLW\´ ZLWKWKH+0'V\PERORJ\:LOVRQ the time we’ve completed said that aligning the two is the third phase of testing in AirForces Monthly Magazine “tricky”. ZHZLOOKDYHÀRZQLQ -XO\1R TRIAL CRAIG HOYLE LONDON 9-15 October 2018 | Flight International | 21 Royal Navy rejoins big-deck carrier club UK launches 11-week test campaign aboard 65,000t HMS Queen Elizabeth using pair of US Marine Corps-owned F-35Bs

reparations to restore the UK Royal Navy’s lapsed carrier -2,17/< 2:1(' Pstrike capability have taken a

7(67 )%V Copyright Crown major step forward, after the arrival of two Lockheed Martin F-35Bs aboard HMS Queen Eliza- beth on 25 September. Launching an 11-week trial ac- tivity that is scheduled to total more than 500 take-offs and land- ings with the short take-off and vertical landing type, the arrival 9-15 October 2018 flightglobal.com involved US Marine Corps- owned test aircraft BF-04 and BF- 05. Piloted by Royal Air Force Sqn Ldr Andy Edgell and RN Cdr Nathan Gray, these are being sup- ported by around 200 embarked STOVL type will provide operational maritime fast-jet capability from 2020, succeeding retired Harrier personnel from a joint integrated test force at NAS Patuxent River, BAE Systems Harrier GR9/9As. A the UK’s defence, and our ability the remainder in the USA sup- in Maryland. first take-off using the vessel’s ski- to match the increasing pace of porting training, test and evalua- jump ramp was conducted later our adversaries,” says HMS tion activities at Edwards AFB, HIATUS the same day, and the RN says Queen Elizabeth commanding of- California and MCAS Beaufort, The F-35Bs’ arrival aboard the the aircraft “have since been fly- ficer Capt Jerry Kyd. South Carolina. 65,000t HMS Queen Elizabeth ing daily”. HMS Queen Elizabeth and came almost eight years after the “The regeneration of big-deck second-of-class ship HMS Prince MARINE LOSS last deployment of a fast jet carriers able to operate globally, of Wales will each be capable of Separately, the USMC is investi- aboard an RN aircraft carrier, due as we are proving on this deploy- operating with a full comple- gating the cause of a first crash to the early retirement of the UK’s ment, is a major step forward for ment of up to 24 F-35Bs, plus involving an F-35, with a support assets including Leon- STOVL example assigned to its ardo Helicopters AW101 Merlin VMFAT-501 training unit having HM2 rotorcraft. come down near MCAS Beaufort “HMS Queen Elizabeth re- on 28 September. Its pilot eject- mains set to be deployed on ed safely. global operations from 2021,” The accident happened one TRIALS the UK Ministry of Defence says. day after a USMC F-35B operat- This will follow the expected ing from the amphibious assault declaration of initial capability ship USS Essex deployed weap- Plane sailing for the carrier strike combination ons in combat for the first time, during 2020. striking a Taliban target in Af- Lockheed has so far delivered ghanistan with a precision-guid- for the UK 16 F-35s to its UK customer, ed bomb. which has a programme of re- The aircraft was operating as Royal Navy rejoins aircraft carrier cord requirement for up to 138 part of the 13th Marine Expedi- elite as first F-35Bs come aboard of the stealthy type. Nine of the tionary Unit. ■

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675,.( 7(67 1(:6 $LU 7HVW DQG (YDOXDWLRQ 6TXDGURQ  1HZVOHWWHU  ,VVXH KWWSZZZQDYDLUQDY\PLOQDZFDGLQGH[FIP"IXVHDFWLRQ KRPHGRZQORDG LG  ³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´ )LJ other ship motions, notably heave, or to any combination of physically translated back and forth along the platform as causes. required in use of the aid, or even an object which is moved [0008] FIG. 2 illustrates an alternative approach where YHUWLFDOO\XSDQGGRZQIURPD¿[HGSRVLWLRQRQWKHSODW- LQVWHDGRIUHTXLULQJWRXFKGRZQDWDVLQJOH¿[HGSRLQWRQWKH form (but would have to be fully retracted at the moment deck 1 the glideslope 5 is itself stabilised in space. It fol- of touchdown or would represent a collision hazard). lows that for the illustrated range of deck excursions there Preferably however the aid comprises an array of lights will be a range of possible touchdown points depending which are distributed along the platform and arranged to on where the deck intersects the glideslope at the actual be lit selectively to indicate the position of the aim point at moment of touchdown. For example with a level deck 1 any time. touchdown will occur at point 6, with the deck raised as [0012] In one arrangement the aim point indicator lights at A touchdown will occur further aft at point 7, and with are arranged in a row or parallel rows along the platform the deck depressed as at 1B touchdown will occur further and controlled such that the light in the or each row which forward at point 8. is nearest to the intended aim point at any time is lit. In [0009],WLVWRDQDSSURDFKRIWKHNLQGH[HPSOL¿HGLQ another, those lights are arranged in a row or parallel rows FIG. 2 that the present invention is directed and it will be along the platform and controlled such that a single light is appreciated from the foregoing discussion that the use of lit in the or each row when the intended aim point is within DVLQJOH¿[HGDLPSRLQWRQWKHGHFNZLOOEHLQVXI¿FLHQWWR DVSHFL¿HGGLVWDQFHRIWKDWOLJKWDQGWZRVXFFHVVLYHOLJKWV HVWDEOLVKWKHDLUFUDIWRQWKHGHVLUHG¿[HGJOLGHVORSHZKHQ are lit in the or each row when the intended aim point is subject to excursions in the vertical sense due to pitch, ZLWKLQDVSHFL¿HGGLVWDQFHRIWKHPLGSRLQWEHWZHHQWKRVH heave or the like. two lights. In any event, lights may also be lit to indicate [0010] Accordingly in one aspect the invention resides the effective limits of the array at any time. in a visual aid for the pilot of an aircraft approaching to [0013] An array of aim point indicator lights may also ODQGRQDPRYLQJSODWIRUPFRPSULVLQJPHDQVIRUGH¿QLQJ extend along a length of the platform such that different a visual aim point on the platform and means for adjusting longitudinal sections thereof are capable of functioning to the apparent position of such visual aim point along the SURYLGHDQDGMXVWDEOHDLPSRLQWIRUDSOXUDOLW\RIVSHFL¿HG platform in response to excursions of the platform in the JOLGHVORSHV¿[HGLQVSDFHLQGLIIHUHQWSRVLWLRQVDORQJWKH vertical sense so that registry of the visual aim point with platform. an associated visual marker on or in the aircraft at any [0014] Typically the associated visual marker on or in time indicates that the aircraft is on substantially the same the aircraft will be presented in a head up display (HUD) or VSHFL¿HGJOLGHVORSH¿[HGLQVSDFHUHODWLYHWRWKHRYHUDOO helmet mounted display (HMD) and comprise a marker rep- platform irrespective of such excursions thereof. resenting a depression angle from the horizon equal to the [0011] The visual aim point in such an arrangement VSHFL¿HGJOLGHVORSHDQJOH2WKHUDUUDQJHPHQWVDUHSRVVLEOH could be represented by a distinctive object which is however, such as an equivalent marker in a cockpit display from a forward-looking camera or simply a physical marker invention; on part of the aircraft structure which is positioned relative [0021] FIG. 6 indicates an example of the pilot’s eye WRWKHSLORWH\HSRLQWDWWKHUHTXLUHG¿[HGGHSUHVVLRQIURP view when using a VLA according to the invention; and the horizon when the aircraft is in the correct approach [0022] FIG. 7 illustrates an optional lighting logic for use attitude. in a VLA according to the invention. >@ In another aspect the invention resides in a [0023] Referring to FIG. 3 the aircraft 3 is shown with visual aid for the pilot of an aircraft approaching to land on DVSHFL¿HGPDLQZKHHOJOLGHVORSH¿[HGLQVSDFHUHODWLYH the deck of an aircraft carrier or the like vessel compris- to the deck 1 and a possible range oftouchdown points LQJPHDQVIRUGH¿QLQJDYLVXDOLQGLFDWLRQRQWKHGHFNDQG such as 6, 7 and 8 corresponding to a range of vertical means for adjusting the apparent position of such visual deck excursions similarly to FIG. 2. Let into the deck along indication along the deck in response to excursions of a length forwardly offset from the touchdown point range WKHYHVVHOLQSLWFKVRWKDWZKHQYLHZHGDORQJDVSHFL¿HG is an array of aim point indicator lights 9. In the course of sightline from the aircraft said indication corresponds to the approach the pilot observes the lights 9 in conjunc- the aftmost limit at which the aircraft will safely clear the tion with a marker presented in, say, a HUD or HMD and VWHUQRIWKHYHVVHOZKHQIROORZLQJDVSHFL¿HGJOLGHVORSH representing a depression angle from the horizon equal parallel to said sightline irrespective of such excursions of to the angle of the glideslope 5, or in other words along a the vessel. sightline 10 parallel to the glideslope. As the deck pitches, [0016] In another aspect the invention resides in a heaves or otherwise moves in the vertical sense the lights method of approaching to land an aircraft on a moving 9 are selectively illuminated so that at any time only that SODWIRUPE\XVHRIDYLVXDODLGDVGH¿QHGDERYH light which is on (or closest to) the intended sightline 10 is [0017] The invention will now be more particularly OLWDVLQGLFDWHGLQWKH)LJXUH ³¿OOHG´OLJKW OLW )RUH[DPSOH described, by way of example, with reference to the follow- in the nominal level deck condition (1) the central light is lit, ing accompanying drawings, in which: at the maximum upward deck excursion (A) with which the [0018] FIG. 3 illustrates the principle of the invention system is intended to operate the rearmost light is lit, at schematically and not to scale (and wherein for ease of the maximum downward deck excursion (B) with which the illustration the depicted glideslope is much steeper than system is intended to be used the foremost light is lit, and that which can be expected in practice), as implemented so on. In other words while the aim point represented by with an array of indicator lights; the illuminated light moves relative to the deck as the deck [0019]),*LVDVFKHPDWLFEORFNGLDJUDPRIWKHFRQ- moves up and down with ship pitch, heave etc it remains in trol system for the indicator lights in a VLA according to the DVXEVWDQWLDOO\¿[HGSRVLWLRQZLWKUHVSHFWWRDQREVHUYHULQ invention; the plane of the glideslope 5 (i.e. as viewed along the sight- [0020] FIG. 5 is a plan view of one embodiment of line 10), and by controlling the aircraft to keep whichever an indicator light array for use in a VLA according to the OLJKWLVOLWLQUHJLVWU\ZLWKKLVVSHFL¿HG+8'+0'PDUNHU WKHSLORWFDQEHFRQ¿GHQWWKDWWKHDLUFUDIWLVFRUUHFWO\IRO- 17 and a marker (pair of bars) 18 representing a depres- lowing the glideslope 5. sion angle from the horizon corresponding to the desired [0024]$VVFKHPDWLFDOO\LOOXVWUDWHGLQ),*LQRUGHUWR glideslope angle; (other conventional HUD symbology which control the illumination ofthe lights 9 for the above purpose will usually be present in the pilot’s display is omitted for information on the motion of the deck is derived from a ease of illustration). In principle the invention can be used suite of conventional inertial and/or ring laser gyro and/or with any practical glideslope angle which may be chosen satellite positioning sensors 11 and fed to a processor 12 in any case with regard to the operational requirements, which computes the correct position within the light array prevailing meteorological conditions, aircraft performance to illuminate from this data and knowledge of the desired and characteristics etc. In the example of FIG. 6, however, glideslope. The processor drives a light controller 13 which a 6° angle is assumed, which is considered to be a practical in turn switches power to whichever ofthe lights 9 is to be option for shipboard RVLs. The HUD 6° marker 18 is shown illuminated at any time. to be in near registry with the illuminated aim point lights >@ FIG. 5 illustrates one practical example of an 9 showing that the aircraft is established on the correct aim point light array for use in a VLA according to the glideslope to within an acceptable degree of error. invention. In this case the indicator lights 9 are arranged in [0027] The VLA according to the invention and exempli- pairs to either side of the runway centre line, in a “tramline” ¿HGE\),*RIIHUVDFRPSHOOLQJYLVXDOFXHZKLFKFDQEH arrangement, and conventional “tramline” lights (typically HDVLO\DQGLQWXLWLYHO\LQWHUSUHWHGE\SLORWVZLWKRXWVLJQL¿FDQW at greater longitudinal spacings than the aim point lights 9) VSHFL¿FWUDLQLQJ,QVLPXODWLRQWULDOVSLORWVKDYHIRXQGLW DUHDOVRVHHQDW([WUDODWHUDOOLJKWVDVVKRZQDWFDQ relatively easy to follow the guidance provided by this aid also be provided to indicate the limits of the aim point array. without being distracted by deck motion. Unlike the IFLOLS [0026] FIG. 6 indicates an example of the pilot’s eye it allows the pilot to concentrate his visual scan through view when approaching to land on an aircraft carrier and the HUD or HMD without having to scan to a laterally offset using an aim point light array similar to that of FIG. 5. position to use the aid. The array of aim point indicator “Tramlines” 16 are painted on the deck to either side of the lights need not involve any moving parts and should have UXQZD\FHQWUHOLQH/LJKWVVLPLODUWRWKRVHLQGLFDWHGDWLQ much lower maintenance costs than the IFLOLS. The FIG. 5 will be spaced along these “tramlines” but are not individual lights can be let into the deck and provide no shown separately in FIG. 6. Two lateral rows of limit lights obstruction to the aircraft on its landing rollout or to any 15 are however shown and between them a pair of illumi- other movements on the deck. The light array can easily nated aim point lights 9 which in this case are bar shaped, be made night vision device compatible and support opera- the other members of the aim point light array which are tions during both day and night. not illuminated at the instant depicted in FIG. 6 not being [0028] Returning to FIG. 5, the required overall length shown. HUD symbology visible to the pilot is also shown of the aim point indicator light array 9 is determined by including a ship referenced velocity vector symbol (circle) (i) the maximum range of deck excursions in the vertical sense that can be expected under the conditions in which “active” array at any time. The limits of the “active” array the aid is to be used and (ii) the desired glideslope angle. could be indicated by providing additional lateral sets of For example from consideration of typical aircraft carrier limit lights 15 along the deck although this would increase deck motion data it is estimated that a total length of the cost and complexity of the installation and constrain around 120 ft (36.6 m) would be required for operation in the range of possible “active” arrays unless a large number XSWRVHDVWDWH ³YHU\URXJK´VLJQL¿FDQWZDYHKHLJKW were installed. A simple alternative would be to use pairs m) with a 6° glideslope angle. In use the length of the array of the aim point indicator lights 9 themselves permanently will be apparent to the pilot from the presence of the limit lit to indicate the limits of the “active” array at any time (or lights 15 and the position along the array of the indicator ÀDVKLQJLQWKHHYHQWWKDWDQRXWRIOLPLWVVLWXDWLRQDULVHV light pair which is illuminated at any time can provide as discussed above for the limit lights 15). In any event the situational awareness of deck motion, as well as an early ultimate forward and rearward limits of any such array(s) indication (as the aim point comes close to the end of the as described herein will be determined having regard to (i) array) that the deck motion is approaching a maximum the distance required for the aircraft to safely come to a condition and likely to reverse its direction or else continue stop after touchdown sighted by the foremost aim point (it to an out-of-limits condition because sea conditions have being understood that aircraft conducting SRVLs will not exceeded those for which the aid is designed or for which be wire-arrested) and (ii) ensuring that the aircraft safely it is safe to land. The limit lights 15 may also be caused to clears the stern of the ship in its anticipated worst-case ÀDVKWRJLYHDQXQHTXLYRFDOVLJQDOWRWKHSLORWLIVXFKDQ pitched up condition when sighting on the rearmost aim out-of-limits situation arises. Knowledge of the limits of the point. array indicated by the lights 15 can also allow the pilot to [0030] It is also proposed that the aft limit of the array assess easily if any error in his sightline is on the safe side can itself be “active” in that it is calculated in real time of the aim point or the reverse (an error on the safe side from the sensed deck pitch motion and may accordingly would be with the HUD/HMD marker lagging the aim point move forward or back, with corresponding illumination of as it moves towards one of the limits of the array). the applicable array lights 9 to indicate the aftmost possible [0029] While FIG. 5 depicts a discrete light array position ofthe aim point for safe stern clearance on the ZKLFKPD\EHLQVWDOOHGDWDVSHFL¿HGORFDWLRQRQWKHGHFN VSHFL¿HGJOLGHVORSHXQGHUWKHDFWXDOFRQGLWLRQVSUHYDLOLQJ however, it may be desirable to provide an array which at any time. For example if the stern pitches up the aft FDQFDWHUIRUDUDQJHRIGLIIHUHQW¿[HGJOLGHVORSHSRVL- limit will move forward, while the aim point will be moving tions relative to the deck so as to guide landing aircraft to aft in this situation. Should the two positions meet the touchdown further forward or aft depending on operational FRUUHVSRQGLQJDUUD\OLJKWVZLOOÀDVKDVGHVFULEHGDERYHWR requirements or meteorological conditions. This can be signal that the glideslope is no longer stabilised and unless provided by extending the array of lights 9 along the deck WKHSLORWDOWHUVWKHÀLJKWSDWKRIWKHDLUFUDIWWRNHHSWKH to the extent required but only using a section of it as the +8'+0'GHSUHVVHGDLPPDUNHUZLWKLQDVSHFL¿HGGHJUHH RIHUURURIWKHÀDVKLQJDUUD\OLJKWVVWHUQFOHDUDQFHLVDW for a given separation distance, if the following lighting least temporarily, not guaranteed. The pilot may choose to logic is used. That is to say FIG. 7 shows four members abort the approach. An advantage of this “active” aft limit 9A-9D of an array of this kind along one ofthe “tramlines” indication is that it ensures protection against a stern strike and instead of lighting only one of the lights at any time under all actually prevailing conditions and it follows that depending on which is nearest to the intended aim point the nominal aim point can be positioned further aft, e.g. to neighbouring pairs are lit when the intended aim point is maximise the available rollout distance, than when using a nearer to the point halfway between the pair than to an ¿[HGDUUD\OLPLWIRUZKLFKDQDGGLWLRQDOVDIHW\PDUJLQPXVW individual light (the companion light in the other “tramline” be built in to cater for possible, but unlikely, worst-case being treated equally in each case). Thus if the distance conditions. To avoid possibly distracting constant motion between successive lights is, say, 25 ft (7.6 m) as indicated of an “active” aft limit, however, it could also be controlled in the Figure then a single light will be lit in each “tramline” WRUHPDLQ¿[HGLQDORFDWLRQZKHUHLWGRHVQRWFRPSURPLVH if the intended aim point is within the distance of 12.5 ft the aim point location for the majority of deck motion but is (3.8 m) centered on that light or two lights will be lit in able to move forward should deck motion dictate. each “tramline” if the intended aim point is within that dis- [0031] An “active” aft limit indication as discussed tance centered on the mid point between those two lights. above may also have utility in situations where it is desired Simulator trials have also shown that this logic to indicate WRSURYLGHVWHUQFOHDUDQFHFRQ¿GHQFHWRSLORWVDSSURDFKLQJ the position of the aim point can readily be assimilated. to land on an aircraft carrier or the like but not necessarily 1. A visual aid for the pilot of an aircraft approaching to in combination with a stabilised aim point, and is conse- land on a moving platform whereby in use a visual quently an independent aspect of the present invention. DLPSRLQWLVGH¿QHGRQWKHSODWIRUPDQGWKHDSSDUHQW [0032] It will be appreciated that the “resolution” of an position of such visual aim point along the platform is aim point indicator light array 9, in terms of the accuracy adjusted in response to excursions of the platform in with which a light actually intersects the sightline 10 at the vertical sense so that registry of the visual aim point any time and any consequent “steppiness” in the changes with an associated visual marker on or in the aircraft at between illuminated light positions as perceived by the pilot any time indicates that the aircraft is on substantially when established on the correct glideslope, depends on the WKHVDPHVSHFL¿HGJOLGHVORSH¿[HGLQVSDFHUHODWLYH longi tudinal separation between each light pair. Simulator to the overall platform irrespective of such excursions trials have shown that separations in the range of around thereof 12-18 ft (3.7-5.5 m) are quite satisfactory when practised  $QDLGDFFRUGLQJWRFODLPFRPSULVLQJDQDUUD\RIOLJKWV with a 6° glideslope angle. However it is possible to double distributed along the platform which are arranged to be the separation distance, thereby substantially reducing lit selectively to indicate the position of such aim point the number of lights required, and still achieve the same at any time. effective resolution, or to double the effective resolution 3. An aid according to claim 2 wherein said lights are such further visual indication is adjusted along the deck arranged in a row or parallel rows along the platform in response to excursions ofthe vessel in pitch so that and controlled such that the light in the or each row ZKHQYLHZHGDORQJDVSHFL¿HGVLJKWOLQHIURPWKHDLUFUDIW which is nearest to the intended aim point at any time is said further indication corresponds to the aftmost limit lit. at which the aircraft will safely clear the stern of the  $QDLGDFFRUGLQJWRFODLPZKHUHLQVDLGOLJKWVDUH YHVVHOZKHQIROORZLQJDVSHFL¿HGJOLGHVORSHSDUDOOHO arranged in a row or parallel rows along the platform to said sightline irrespective of such excursions of the and controlled such that a single light is lit in the or vessel. each row when the intended aim point is within a speci- 9. A visual aid for the pilot of an aircraft approaching to ¿HGGLVWDQFHRIWKDWOLJKWDQGWZRVXFFHVVLYHOLJKWVDUH land on the deck of an aircraft carrier or the like vessel lit in the or each row when the intended aim point is ZKHUHE\LQXVHDYLVXDOLQGLFDWLRQLVGH¿QHGRQWKH ZLWKLQDVSHFL¿HGGLVWDQFHRIWKHPLGSRLQWEHWZHHQ deck and apparent position of such visual indication those two lights. is adjusted along the deck in response to excursions 5. An aid according to claim 2 wherein lights are also lit to of the vessel in pitch so that when viewed along a indicate the effective limits of said array at any time. VSHFL¿HGVLJKWOLQHIURPWKHDLUFUDIWVDLGLQGLFDWLRQFRU- responds to the aftmost limit at which the aircraft will 6. An aid according to claim 2 wherein said array extends safely clear the stern of the vessel when following a along a length of the platform such that different VSHFL¿HGJOLGHVORSHSDUDOOHOWRVDLGVLJKWOLQHLUUHVSHFWLYH longitudinal sections thereof are capable of functioning of such excursions of the vessel. to provide an adjustable aim point for a plurality of VSHFL¿HGJOLGHVORSHV¿[HGLQVSDFHLQGLIIHUHQWSRVLWLRQV 10. A method of approaching to land an aircraft on a mov- along the platform. ing platform by use of a visual aid according to claim 1. 7. An aid according to claim 1 wherein said visual marker 11. A method according to claim 10 wherein the aircraft is on or in the aircraft is presented in a head up display, a V/STOL or STOVL aircraft executing a rolling vertical helmet mounted display, or forward-looking camera landing. display, or comprises a physical marker on the aircraft 12. A method of approaching to land an aircraft on the deck structure, and represents a depression angle from the of an aircraft carrier by use of a visual aid according to KRUL]RQHTXDOWRWKHVSHFL¿HGJOLGHVORSHDQJOH claim 9. 8. An aid according to claim 1 for the pilot of an aircraft 13. A method according to claim 12 wherein the aircraft is approaching to land on the deck of an aircraft carrier or a V/STOL or STOVL aircraft executing a rolling vertical the like vessel whereby in use a further visual indication landing. LVGH¿QHGRQWKHGHFNDQGWKHDSSDUHQWSRVLWLRQRI KWWSZZZIUHHSDWHQWVRQOLQHFRPSGI KWWSZZZ]LQLRFRPUHDGHUMVS"LVVXHS  RRVL LQW SUHY VXE S  $YLDWLRQ :HHN  -XO 

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OHJDF\+DUULHU$FRXVWLFVKHOWHUVDUH SURWHFWLRQKHDWDQGEODVWUHVLVWDQFH UXQZD\ZLWKWKHH[FOXVLRQ]RQHV SURWHFWLRQWRSHUVRQQHORQWKHDIWGHFN LQFRUSRUDWHGLQWKH&9)GHVLJQZKLOH FRHI¿FLHQWRIIULFWLRQHDVHRIDSSOL JHQHUDWHGE\WKHKRWKLJKYHORFLW\ ,WVRSWLPLVHGFRQ¿JXUDWLRQDIIRUGHGD GHFNSHUVRQQHOLQWKHQHDU¿HOGZLOO FDELOLW\LPSDFWWROHUDQFHDQGFRVWDW H[KDXVWVYLVXDOLVHGDQGSHDNYDOXHV EHWWHUOHYHORISURWHFWLRQIRUSHUVRQQHO EHHTXLSSHGZLWKDGYDQFHGKHDULQJ DSSOLFDWLRQDQGWKURXJKOLIH DWNH\SHUVRQQHOORFDWLRQVZHUH RQWKHSRUWDIWÀLJKWGHFNDOWKRXJKDQ SURWHFWLRQGHYLFHV ³7KLVVSHFL¿FDWLRQZLOOEHSURPXO PRQLWRUHGWKURXJKRXWWKHODXQFK H[FOXVLRQ]RQHZRXOGVWLOOEHUHTXLUHG ³,W¶VDQLVVXHZHWDNHYHU\VHUL JDWHGWRSDLQWFRDWLQJVVXSSOLHUVWR $&9)PRGHOVXLWDEOHIRUWUDQVLHQW RQWKHÀLJKWGHFNZKHUHWKHMHWZDVK RXVO\EHFDXVHRIWKHSRWHQWLDOIRU VHHZKDWWKH\FDQGHOLYHU:HEHOLHYH &)'DQDO\VLVZDVGHYHORSHGIURP LVGHÀHFWHGRXWERDUGDQGZKHUHLW SHUPDQHQWGDPDJHWRKHDULQJ´ WKHUHLVDSURGXFWRXWWKHUHWKDW DQH[LVWLQJDLUZDNHPRGHO7KH SURSDJDWHVDURXQGWKHVWDUERDUGVLGH VD\V&GU/LVRQDGGLQJ³:H¶YH PHHWVRXUQHHGVEXWQRWQHFHVVDULO\ )%ZDVQRWPRGHOOHGH[SOLFLWO\ RIWKH-%'1HYHUWKHOHVVWKHVL]HRI ORRNHGDFURVVWKH$WODQWLFWRWKH-6) RQHWKDWLVFXUUHQWO\PDUNHWHGDV LQVWHDGWKHFRUHQR]]OHDQGOLIWIDQ WKHH[FOXVLRQ]RQHZRXOGQRWOLPLWÀLJKW SURJUDPPHDQGEH\RQGWRD6%,5 ÀLJKWGHFNSDLQW´  In July 2007 it was officially stated that the flight deck area for the UK CVF variant was "nearly 13,000 sq m" (slightly less than previous statements had indicated), and the hanger volume was 29,000 cubic meters.

Rolling Landings The Lockheed Martin F-35B JSF has a lower payload "bring back" capability when using a vertical landing than the 2300kg that the RN had hoped for - it may therefore be necessary to jettison some unused weapons before landing and with modern weapons being extremely costly this is a significant issue.

(Above) A slightly superficial - but nevertheless impress illustration of the sheer size of the CVF fight deck - two CVSs and nine tennis courts are superimposed placed on it at the same scale. (Source: DE&S) In the summer of 2004 the MOD asked BAE Systems to investigate the possibility of ship borne rolling vertical landings (SRVL) - an SRVL approach would exploit the ability of the short take-off and vertical landing F-35B to use vectored thrust to slow the speed of the aircraft while still gaining the benefit of wing-borne lift. This offers the possibility of significantly increasing "bring-back" payload compared with a vertical recovery, while also reducing stress on the single-engined aircraft's propulsion system. Factors to be taken into consideration is the cost, feasibility and underpinning safety case of conducting shipborne rolling vertical landings aboard a CVF, adoption could also drive changes to the carrier design, pilot training regime and JCA flight control laws.

Following the initial UK studies, the American JSF programme office sponsored a more detailed analysis of the SRVL concept with Lockheed in 2004-5, culminating with a simulator trial at NASA's Ames Research Center in California in late 2005. $ERYH7ZRRYHUODSSLQJ SKRWRV RI WKH IOLJKW GHFN RI D PRGHO RI 'HOWD &9) DW (XURQDYDO LQ 2FWREHU  7KH VLQJOH WDNHRII UXQ DQG QHZ GHFN SDUN DUHD WR VWDUERDUG RI WKH VNLMXPS DUH REYLRXV

%HORZ7KLVGLDJUDP VKRZV WKH FXUUHQW IOLJKW GHFN DQG KDQJHU OD\RXW RI WKH &9) 'HOWD GHVLJQ $ PD[LPXP HIIRUW DOSKD VWULNH LV DUUDQJHG RQ GHFN ± WKH KWWSQDY\PDWWHUVEHHGDOOFRPFYIKWP SDUNLQJ DUUDQJHPHQW UHTXLUHG LQWHQVH PRGHOOLQJ WR DYRLG SUREOHPV GXH WR MHW HIIOX[ 7KH PLGGOH GLDJUDP VKRZV WKH &9) KDQJHU OD\RXW 7KH EOXH RXWOLQH LV WKH VXSHULPSRVHG FUDPSHG KDQJHU OD\RXW RI WKH &96 ,QYLQFLEOH&ODVV WKH It was revealed in April 2007 that Qinetiq's VAAC Harrier testbed will be used to demonstrate flight-control limits VKDGHG DUHDV DUH WKH WZR OLIWV  WKH UHG RXWOLQH RI WKH &9) KDQJHU ZKLFK H[ for a SRVL mode potentially applicable to the Lockheed Martin F-35B Joint Strike Fighter. The VAAC testbed FOXGHV WKH GHFN HGJH OLIWV KDV DERXW  WLPHV DV PXFK XVHDEOH GHFN VSDFH will perform a series of flight trials, potentially using a large-deck aircraft carrier such as the French navy's FNS Charles de Gaulle, and concluding with a final evaluation of a preferred SRVL approach and landing using a "dummy deck" at Boscombe Down around November 2007. An MOD spokesman said "Consideration of the aerodynamic performance of JSF together with the available deck area of CVF design has shown that significant benefits could be realised by extending the principles of land-based RVL to shipborne operations ... the increasing maturity of this body of analysis and simulation indicates SRVL could be performed safely by JSF on CVF, although the effects of equipment failures and adverse conditions require further investigation".

Using SRVL F-35B aircraft would approach the carrier from astern at about 60 knots indicated air speed, 35 knots relative assuming 25 knots wind over deck (the maximum speed of a CVF will be 25 knots, so 25kts WOD is achievable even in dead calm) on a steep 5-6 degree glide path. Touch down would be about 150 feet from the stern with a stopping distance of 300 to 400 feet depending on conditions (wet flight deck, pitching ships etc). That would leave around 300 feet of flight deck for margin or even "bolters".

The SRVL technique has a significant impact on ship designs and aviation operations, Commander Tony Ray told a conference in February 2008 "We expect to trade some STOVL flexibility for increased bring-back and fuel. We have to .. check for for relevant CV criteria that apply to slower SRVL operations. For example flightpath control will be a far more important flight criteria for SRVL than it has been for STOVL. It is a CV trait creeping in". “Integration of the F-35 testing with real aircraft on land and at WKDWLVEHLQJVSHFL¿FDOO\GHYHORSHGIRUDS- sea. Three dimensional (3D) external en- SOLFDWLRQWRDQDLUFUDIWFDUULHUÀLJKWGHFN Joint Strike Fighter with vironment maps have been generated for Aerothermally-protected corridors are the UK QUEEN ELIZABETH WKH)%GXULQJÀLJKWGHFNRSHUDWLRQV EHLQJSURYLGHGDFURVVWKH4(&FDWZDONV Class Aircraft Carrier” consisting of thermal, velocity and acous- which, by necessity, contain substan- tic data, with aircraft interoperability and tial quantities of operational and safety AIAA 2013-4267; presented at the 2013 International Powered Lift Conference in personnel hazard zones derived to satisfy equipment, such as aircraft fuel supplies, Los Angeles (August 12-14) (p.6): GH¿QHGVWD\RXWFULWHULD JURXQGHOHFWULFDOVXSSOLHV¿UH¿JKWLQJ Initial assessments were used to de- equipment and liferafts. A combination of When compared to legacy operation- ¿QHDEDVHOLQHGHVLJQIRU4(&EDVHGRQ )OLJKW6LPXODWLRQ&RPSXWDWLRQDO)OXLG'\- al STOVL aircraft the F-35B presents a extrapoloated legacy STOVL experience, QDPLFV &)' DQGVXEVFDOHWHVWLQJRIWKH more energetic aerothermal and acous- with substantial acoustic insulation in- 4(&FDWZDONGHVLJQKDVEHHQXVHGWRGH- tic environment to a ship, both from the stalled in deck-heads and careful layout ¿QHWKHH[WHQWRIWKHSURWHFWLRQQHHGHG F-35B STOVL Propulsion System and its of catwalks. Some decisions were consid- and to assess options for how it can be Integrated Power Package (IPP) auxiliary ered best left until full-scale F-35B tests provided: system. had been completed, principally for coat- 1) Piloted Flight Simulation has been The aerothermal mechanisms of inter- ings and any need for aerothermal shel- XVHGWRGH¿QHWKHORQJLWXGLQDO est to ship design are: ters for catwalk equipment. The reason accuracy margins needed for piloting 1. Velocity and temperature of the for this was that it was judged to be un- the aircraft to each landing spot H[KDXVWÀRZLQJQRUPDOWRWKHSODQHRI wise to make provision against initial pre- and for the time taken to cross the the deck dictions in case they proved to be either catwalk. an underestimate or an overestimate of 2. Velocity and temperature of the the environmental conditions presented  &)'KDVEHHQXVHGWRDVVHVVWKH RXWZDVKÀRZSDUDOOHOWRWKHSODQHRI by the aircraft, particularly because apply- relative merits of schemes for the deck LQJDQ\WKLQJRWKHUWKDQFRQYHQWLRQDOÀLJKW protecting equipment such as liferafts 3. Acoustic energy transmitted across deck and warship coatings would be a and aircraft servicing points. and into the deck major undertaking. Trials in 2012 on USS 3) Sub-scale model testing, using a full- Understanding of the temperatures and :$63LQGLFDWHGWKDW4(&OLNHWKH86$¶V scale temperature jet model, has pressures of the F-35B’s aerothermal en- Landing Helicopter Dock (LHD) ships, been used to generate quantitative vironment and its acoustic characteris- should adopt a high temperature sur- WKHUPDODQGÀRZGDWDDURXQGWKH4(& tics have developed throughout the air- IDFHWUHDWPHQWRQWKHÀLJKWGHFNLQZD\ catwalks and equipment during F-35B craft’s development and test programme, RI)%ODQGLQJVSRWV4(&¶VÀLJKWGHFN landings,….” with initial analyses leading to sub-scale DQGDVVRFLDWHG¿WWLQJVZLOOEHFRDWHGZLWK http://www.f-16.net/forum/viewtopic.php?f=61& model tests and followed by full-scale a high temperature thermal-metal spray t=25024&p=265230&hilit=Dimensional#p265230 ,QWHJUDWLRQRIWKH)-RLQW6WULNH)LJKWHUZLWKWKH8. )LJXUH  8. 4(& $LUFUDIW &DUULHUV RSHUDWLQJ )% 48((1(/,=$%(7+&ODVV$LUFUDIW&DUULHU KWWS DUFDLDD 'DYLG$WNLQVRQ5RE%URZQ5LFKDUG3RWWVDQG'DYLG%HQQHWW QEC Integration Team, BAE SYSTEMS, Samlesbury Aerodrome, BB2 7LF, UK RUJGRL ,DQ6ZDQQH\ DEV Aircraft Carrier Alliance, B550 Bristol Business Park, BS16 1EJ, UK 

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5()(5(1&(6 >] S Polsky, S Naylor, “CVN Airwake Modeling and Integration: Initital Steps in the Creation and ,PSOHPHQWDWLRQ RI D 9LUWXDO %XUEOH IRU )18 Carrier Landing Simulations”. $,$$ 0RGHOLQJ DQG 6LPXODWLRQ [1] P M Bevilaqua, “Inventing the F35 Joint Strike Fighter”, 47WK$,$$$HURVSDFH6FLHQFHV0HHWLQJ,QFOXGLQJ 7HFKQRORJLHV&RQIHUHQFHDQG([KLELW6DQ)UDQFLVFR&DOLIRUQLD $XJXVW  WKH1HZ+RUL]RQV)RUXPDQG$HURVSDFH([SRVLWLRQ2UODQGR)ORULGD$,$$ -DQXDU\  >@ % 7KRUQEHU 0 6WDUU ' 'ULNDNLV, “Implicit large eddy simulation of ship airwakes”. The AeronauticDO >@$/LVRQ, “Integrating the Joint Combat Aircraft into the Queen Elizabeth Class Aircraft Carriers –'HVLJQ -RXUQDO9RO1R 'HFHPEHU  Challenge or Opportunty?”, Warship 2009 –‘Airpower at Sea’, London, UK (June 2009). >@-'$QGHUVRQ“Computational fluid dynamics: the basics with applications”, McGraw+LOO,QF   >@ G D Carico, R Fang, R S Finch, W P Geyer Jr, H W Krijins, K Long, “HHOLFRSWHU6KLS 4XDOLILFDWLRQ Testing”. NATO SCI7DVN*URXS572$*9RO )HEUXDU\  >] S Polsky, “Progress Towards Modelling Ship/Aircraft Dynamic Interface” in Proceedings of the HPCMP 8VHUV*URXS&RQIHUHQFH,(((&RPSXWHU6RFLHW\:DVKLQJWRQ'&   >@ - 6 )RUUHVW , 2ZHQ * ' 3DGILHOG, and S J Hodge, “Ship+HOLFRSWHU 2SHUDWLQJ /LPLWV 3UHGLFWLRQ 8VLQJ 3LORWHG)OLJKW6LPXODWLRQDQG7LPHAccurate Airwakes”. Jnl of Aircraft, Vol 49, pp -XO\  >] “Guide for the Verification and Validation of Computational Fluid Dynamics Simulations (AIAA G   $,$$6WDQGDUGV   >] S J Hodge, “Dynamic Interface Modelling and Simulation Fidelity Criteria”. Ph' WKHVLV 8QLYHUVLW\ RI /LYHUSRRO   >] Tedds, S. C., “Scale Model Testing of Tidal Stream Turbines: Wake Characterisation in 5HDOLVWLF )ORZ Conditions”. University of Liverpool. )HEUXDU\  >@1DY\1HZV“Wildcat impresses during its first trials aboard a warship”. Retrieved October 6, 2012, from KWWSVQDY\QHZVFRXNDUFKLYHQHZVLWHP )HEUXDU\ 

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>@$+RHQFDPS0D White, and P Perfect, “3URRIRI&RQFHSWIRUD3UHGLFWLYH6KLS+HOLFRSWHU2SHUDWLRQDO Limitation Analysis Tool”, 37th European Rotorcraft)RUXP*DOODUDWH,WDO\ 6HSWHPEHU 

>] M D White, P Perfect, G D Padfield, A W Gubbels, and A C Berryman, “AFFHSWDQFH WHVWLQJ DQG FRPPLVVLRQLQJRIDIOLJKWVLPXODWRUIRUURWRUFUDIt simulation fidelity research” 3URFHHGLQJVRIWKH,0HFK(3DUW *-RXUQDORI$HURVSDFH(QJLQHHULQJ9ROXPH,VVXHSS– $SULO  +064XHHQ(OL]DEHWK±SUHSDULQJWRRSHUDWHIDVWMHWV Tents covering the flight deck are to keep the work area dry while scheduled maintenance of the thermal metal spray (TMS) covered areas take place. TMS has been applied in sections at the rear of the flight deck to protect $35,/6DYH7KH5R\DO1DY\ the steel from temperatures of up to 1,500 °C, [exaggeration] generated by the F-35’s jet wash during vertical KWWSZZZVDYHWKHUR\DOQDY\RUJKPVTXHHQ landing. TMS requires very careful application, done by injecting powdered metal through a jet of plasma at almost 10,000°C. The remainder of the flight deck is coated with textured anti-slip Camrex paint which HOL]DEHWKSUHSDULQJWRRSHUDWHIDVWMHWV needs to be renewed every three years, and this work will be carried out in stages during each scheduled maintenance period. HMS Queen Elizabeth is currently in Portsmouth with the islands encased in scaffolding and tents covering parts of the flight deck. After commissioning, and having spent a few weeks at sea, some have wondered why The scaffolding around the two islands provides safe access for the addition of new cabling and fittings, the ship is alongside for so long and needs further engineering work. Here we examine how the ship is being painting, and work being done on the bridge windows and diesel exhaust funnels. Large new funnel badges readied for the critical next phase of her introduction into service. bearing the ship’s crest are also being added. The incremental fit of the Phalanx close-in weapons system has begun, ensuring the infrastructure is in place for the weapons system itself to be installed and set to work. There is an understandable impatience to see HMS Queen Elizabeth operating her F-35B Lightning II aircraft. When QE was accepted by the MoD from the Aircraft Carrier Alliance (on the morning of her Commissioning There is a frequently repeated myth that the RN has an “aircraft carrier with no aircraft”, when in fact the in December 2017), it was agreed to extend the completion period until June 2018. In addition to the fitting of ship is still being tested and brought through the normal phases needed to safely operate aircraft. It should be new equipment, ACA staff are rectifying defects that were thrown up during sea-trials. From June, maintain- noted that HMS Queen Elizabeth is very much in line with the historical average for previous RN aircraft ing the ship will be entirely a BAE Systems responsibility, delivered under the MoD’s Maritime Support carriers which have typically taken around a year between initial sea trials and the first fixed-wing aircraft Delivery Framework, worth around £69 Million annually. landing on the ship. This is the second maintenance period that has taken place on the ship, with the first before Christmas. This is After returning from rotary wing trials at the end of February, QE is now part way through a 13-week the longest period so far and is challenging for the contractors as this is the first time many of the tasks have Capability Insertion Period (CIP). When the ship first sailed from Rosyth in June 2017, it was always planned been done. In many cases, standard procedures do not yet exist and the manual is being written as the systems that some of her equipment and systems would be fitted subsequently. During the time alongside between the are understood better. sea trials phases, additional equipment to support rotary wing, and now fixed-wing aircraft is being added. During the build process, it was recognised the Junior Rates’ scullery was too small to cope with the demand. The hotly anticipated next phase of trials will see F-35 aircraft land on board for the first time which demands It is now being doubled in size and a new dishwasher system is being installed that uses a conveyor system to specific additional equipment. When the ship was originally designed in the early 2000s, some of the get the washing up done more efficiently. Seemingly small details such as this can make a significant impact capabilities she requires had not even been conceived, and some were still under development when the ship on the smooth running of the ship. completed initial construction.

Fixed-wing aircraft landing aids are now being fitted, the most important of which is the US-developed “The capability insertion period is planned activity (in fact it’s one of three such periods the Ship will AN/SPN-41/41A Instrument Carrier Landing System (ICLS). This is an electronic landing aid that broadcasts undertake before QE reaches full operational readiness). There is an extraordinary amount of work in flight path data to the approaching aircraft which the pilot can see in the Head-Up Display. The ICLS turning a trials ship into a warship and every month sees a graduated increase in the capability the ship comprises 2 antennas; the azimuth transmitter which will be installed on a sponson at the stern of the ship can deliver. With over 1,000 helicopter deck landings already under our belt, we are developing more (slightly to port and below the catwalk), the elevation transmitter will be installed on the rear of the aft island. expansive clearances for helicopters than we have ever seen before. Next up are the Jets, and the Ship is [JPALS will be installed when ready] being fitted with all the kit and communication systems required to ensure the aircraft and carrier can work together as a ‘system’. This is highly technical and time-consuming stuff and our sailors, airmen In order to aid Shipborne Rolling Vertical Landing (SRVL), QinetiQ has developed a system of lights, known and shipyard workers are doing a great job in piecing it all together. Occasionally the ship will look like as the Bedford Array, that will be embedded in the centreline of the flight deck which will guide pilots when it’s held together with scaffolding – it isn’t and without it that mast, aerial, radar, funnel, anemometer or landing the F-35B while maintaining forward speed. This has been in development for some years and was proven using a Harrier test aircraft, with a total of 230 SRVL approaches flown on board the French carrier even paint job won’t get done. These are exciting times; the Ship is on track, as is HMS Prince of Wales. Charles De Gaulle in 2007 and HMS Illustrious in 2009. The Bedford Array is not being added to HMS Queen When the Ship gets to the States in the autumn, things are going to get noisy, pointy and fast!”. Elizabeth at this time, though it will be installed on HMS Prince of Wales, initially as a technical demonstrator. 5HDU$GPLUDO.HLWK%ORXQW&%2%(6HQLRU5HVSRQVLEOH2IILFHU 652 IRU4(& 6FRUHFDUG  $ &DVH VWXG\ RI WKH -RLQW 6WULNH )LJKWHU 3URJUDP  E\ *HRIIUH\ 3 %RZPDQ /&'5 861KWWSXSORDGHGIUHVKFRLOSGI

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69
NO.
4

0DU
 QinetiQ’s
Vectored-thrust
Aircraft
Advanced
Control
(VAAC)
experimental
Harrier
conducting

a

Rolling

Vertical

Landing

(RVL)

on

the

French

aircraft

carrier

CHARLES

DE

GAULLE.

These
tests
will
help
with
the
UK’s
JSF
programme
and
its
new
CVF
carriers.
(QinetiQ)




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7KH9$$&+DUULHUIOHZUHSUHVHQWDWLYHDSSURDFKSURILOHVGRZQWRDVDIHW\KHLJKWRIDURXQGIW P DERYHWKHGHFNDQG DFFRUGLQJWRWKH5R\DO1DY\VXFKZDVWKHDFFXUDF\RIWKHDUUD\WKDWDQRQDLUFUHZPHPEHURIWKHHPEDUNHGWULDOVWHDP ZDVDEOHWRIO\DSHUIHFWDSSURDFKIURPWKHUHDUVHDWSRVLWLRQRIWKHWULDOVDLUFUDIWZKLOHWKHVDIHW\SLORWIRUZDUGUHPDLQHG KDQGVRII KWWSZZZQHZHOHFWURQLFVFRXN 16/12/2008 Happy landings DUWLFOH+DSS\ODQGLQJVDVS[ The Royal Navy has completed trials using QinetiQ’s visual landing aid system for shipborne rolling vertical landings (SRVL). The Ministry of Defence will now adopt QinetiQ’s landing aid on its new jump jet, the F-35B Lightning II Joint Strike Fighter (JSF). An SRVL landing involves an aircraft executing a ‘rolling landing’ onto the carrier flight deck using air speed to provide wingborne lift to compliment engine thrust. Compared to standard vertical landing, an SRVL recovery allows heavier payloads to be brought back and landed onboard. However, early studies revealed the F-35B had a critical vulnerability to deck motion for SRVL manoeuvres. As a result, the MOD placed a contract with QinetiQ in 2007 to devise a solution. The Bedford Array visual landing aid system was designed to ensure pilots make an accurate approach to the deck, by combining inputs from external passive references and information in the pilot’s helmet mounted display to stabilise the approach in rough conditions. A T4 Vectored-thrust Aircraft Advanced Control (VAAC) Harrier aircraft flew a total of 39 sorties in the southwest approaches to test the Bedford Array landing system and a total of 67 vertical landings and around 230 SRVL approaches were flown. QinetiQ calms the sea for F-35B

E\5LFKDUG*DUGQHU )HE KWWSDUWLFOHVVDHRUJ QinetiQ has developed a novel solution for F-35B "rolling landings" on the U.K. Royal Navy’s new aircraft carriers in high sea conditions.The research organization, which acts as the U.K. Ministry of Defence’s (MOD) main technology-proving agency, has successfully completed a series of trials using its two-seat Harrier T4 VAAC (vectored-thrust aircraft advanced control) aircraft on the carrier HMS Illustrious. QinetiQ says the trials proved its new Bedford Array visual landing aid system—which stabilizes the aircraft’s approach path in the presence of deck motion—as the solution for shipborne rolling vertical landings (SRVL) on the Royal Navy’s future carriers, particularly in rough sea conditions.

MOD has been funding ongoing research to refine and de-risk the use of SRVL approaches for its new jump jet—the short takeoff and vertical landing (STOVL) version of the F-35 Lightning II. The MOD plans to operate up to 36 F-35Bs from each of its new aircraft carriers: HMS Queen Elizabeth, currently expected to enter service in 2014, and HMS Prince of Wales in 2016.

An SRVL landing involves an STOVL aircraft executing a rolling landing onto the carrier flight deck, using air speed to provide wingborne lift to complement engine thrust. No arrestor gear is deployed as the aircraft uses its own brakes to stop.

Compared to a standard vertical landing, an SRVL recovery offers real advantages for the F-35B as heavier payloads can be brought back and safely landed on board ship. It also has the potential to reduce propulsion system stress and therefore extend engine life. The system ensures that the pilot flying the rolling landings makes an accurate approach to the deck, even in rough sea conditions. It takes inputs from external passive references and, when combined with information in the pilot’s helmet- mounted display, allows for a low workload and stabilized pilot approach in even the worst conditions.

“The U.K. has an incredible heritage of innovation in naval aviation and pioneered many of the things now taken for granted in the conventional carrier world,” said QinetiQ Test Pilot Justin Paines, who flew the X-35B Joint Strike Fighter Concept Demonstr ation Aircraft. “With the Bedford Array, we’ve done it again and developed an approach aid that has application beyond F-35B to other forms of embarked aircraft recoveries. We have already received interest from other countries involved in naval aviation.” 4LQHWL4¶V9$$&+DUULHUIOHZDWRWDORIVRUWLHVWRSURYHWKH%HGIRUG$UUD\ODQGLQJ V\VWHP²LQDOOYHUWLFDOODQGLQJVDQGDURXQG659/DSSURDFKHVZHUHIORZQ 7KH4LQHWL49$$& $GYDQFLQJ +DUULHUWHVWDLUFUDIWLV KWWSVZZZVDHRUJ SDUNHGRQWKHGHFNRI DHURPDJWHFKXSGDWH STOVL +06,OOXVWULRXV BKWP Stuart Birch Aerospace Engineering April 2000

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KWWSVZZZEDKJRUJXN+DUUBKWP The implementation allowed an untrained Harrier pilot to fly the aircraft like a conventional aircraft with the Harrier XW175 was unique as a military aircraft as it spent all of its working life at addition that there were no restrictions RAE Bedford and Boscombe Down in support of innovative STOVL research due to the conventional wing stall programmes. The photograph opposite shows the aircraft after its 1000th hour of speed. Thus it made possible the test flying on 11 June 1993 with the pilots, scientists and the engineers from continued control of the aircraft down Aircraft Department who maintained the aircraft celebrating the event. to zero airspeed with the wing lift blending from aerodynamic control XW175, a two-seat second development batch T2 aircraft, first flew in 1969. It was seamlessly to direct lift control from delivered to RAE Bedford from BAe in February 1975. The aircraft extended the the engine without any additional effort VTOL legacy at RAE Bedford following the Bedstead and the Short's SC1, and required from the pilot, unlike the operated in research and development tasks for future STOVL concepts. conventional Harrier. Initially the technique was not well received by the In the early 1970’s RAE was tasked by MoD to enable Sea Harriers to recover to a majority of experienced Harrier pilots. vertical landing on a ship at night in poor visibility. XW175 was allocated as the trials aircraft and thus began its illustrious 38 year research career at RAE Bedford Many further assessments were to slowly change the mind set with much and then post 1996 at Boscombe Down. discussion in two pilot camps as to the pros and cons of the technique. Between the mid 1980's to mid 1990's RAE collaborated with NASA Ames research centre into the application of advanced digital control techniques to support ASTOVL aircraft concepts. This joint platform provided not only an excellent exchange of ideas between UK and US pilots and scientists but also promoted pilot debate on the merits of such advanced During 1977/78 two sea trials were completed with HMS Hermes. The research control methods. Pilot acceptability remained unresolved up to the early part of the programmes included recovery to the ship using MADGE guidance, Head Up Joint Strike Fighter programme. Then the Naval Air Systems Command (NAVAIR) Display symbology, ski-jump launch, auto-stabiliser and autopilot development, contribution to the programme through the JSF Program Office (JPO) became pilot work-load measurements using heart rate measurements and later Forward significant through a joint targeted programme in support of the JSF STOVL Looking Infra Red vision demonstrations. The aircraft is illustrated on the deck of variant (Lockheed Martin F-35B). HMS Hermes during these trials. In 2002 the Bedford Unified control concept was selected for the JSF STOVL In the early 1980’s, studies into future advanced STOVL aircraft concepts, as a variant. JSF BF-01 is illustrated opposite under the flight control of the Bedford planned replacement for the Harrier, indicated that flight control at low speed and Unified control method. XW175 was also part of the Empire Test Pilots School's hover would be more complex than the Harrier. This situation started a research training syllabus for a few years at this time. programme into novel pilot control methods to address ASTOVL control and was led by XW175. The basic idea was that the pilot's control of the aircraft was to be The JPO continued to support further STOVL developments with several ship trials as similar as possible to conventional aircraft thus significantly reducing type with XW175 and HMS Illustrious, HMS Invincible and the French carrier Charles de conversion time for pilots and the training costs. Gaulle. These trials introduced guidance techniques for automatic recovery along side a ship with an automatic vertical landing capability, some 30 years after the original HMS Hermes trials with XW175 in 1977 and some 35 years after the certification of Civil automatic landing systems back in the BLEU days. Technology advancements had bridged this time period and the gradual acceptance of the new control concepts. To test the design principles the aircraft had to be converted to a fly-by-wire aircraft such that digital techniques could be implemented. The aircraft modifications were made at the College of Aeronautics, Cranfield, The installations With the established STOVL flight control standard, XW175 in its new livery continued to provided a full authority fly-by-wire system with links to the aerodynamic surface support JSF recovery requirements to ships with a 60 knot airspeed approach and landing actuators and the engine thrust and thrust vector control actuation. It retained the method referred to as 'Ship Rolling Vertical Landing' (SRVL). This approach speed provided basic mechanical control system to provide flight safety and meet airworthiness JSF with ship recovery flexibility as a percentage of wing lift at this airspeed would offset requirements. This approach allowed software to be introduced without having to engine direct lift and enhance safety margins. address the rigour required to meet the full flight safety standards of fly-by-wire aircraft. The aircraft was also fitted with the MODAS recording system and a In conjunction with this programme ship deck lighting was developed for poor visibility and telemetry system for trials monitoring. The aircraft became known as the Vectored night recovery to ships. This programme produced the new 'Bedford Array' of deck lights thrust Aircraft Advanced Control (VAAC). to provide an unambiguous touch down point irrespective of the ship deck motion. The 'Bedford Array' with SRVL provided an effective and alternative solution to ship recovery at Over the period 1986-2004, several different control and safety concepts were night in poor visibility and hence operational flexibility. developed with UK Universities and Industry. Simulation played a major role in concept testing and the Bedford Advanced Flight Simulator with its large motion capability was critical for this task. Concept designs were assessed against a range of flight specific tasks prior to flight trials. The most important task was the ability to land vertically on a rolling, pitching and heaving ship deck Having conducted its last research trial in support of JSF development at Boscombe Down on 18 November 2008, XW175’s final resting place which was where the Bedford Advanced Flight Simulator with its visual and motion systems provided a risk free and realistic remains to be resolved. BAHG has expressed strong interest in bringing the aircraft back to Bedford, its spiritual home. It is to be hoped that an testing environment. This method also provided the confidence to proceed to flight trials and ultimately the first ever deck landing with what appropriate resting place can be found for this illustrious aircraft of the Harrier fleet, but which became so unique providing the MOD with many became known as the 'Unified' control technique (adjacent photo, with HMS Illustrious, Sept 1998). products over its lifetime due to the combined efforts of all the pilots, scientific staff and engineers who had the great privilege to work with her. such fl ying outside the safety envelope. Although based on GPS technology, the system operates in a relative mode, where both ship and aircraft are mov- ing and their position is calculated rel- ative to each other. “Whilst there are radar-based sys- tems that can be used to conduct auto- matic landings of conventional jets aboard a carrier, these systems are not suffi ciently accurate to bring a STOVL aircraft all the way to touchdown,” said Jeremy Howitt, QinetiQ Technical Manager. The world’s fi rst automatic landing of a STOVL (short takeoff vertical landing) aircraft—a A further advantage is that the sys- Harrier—on a ship at sea. The achievement was part of Lockheed Martin’s Joint Strike tem can be used at the end of any mis- Fighter development program. sion to reduce pilot workload; landing a STOVL aircraft on a moving ship can )LUVW DXWRPDWLF ODQGLQJ RI D 6729/ DLUFUDIW be particularly demanding. In 2001, landing of a STOVL (short takeoff verti- QinetiQ demonstrated a relative-GPS- $HURVSDFH (QJLQHHULQJ cal landing) aircraft on the Royal Navy based automatic recovery with a mov- aircraft carrier HMS Invincible. The ing vehicle (on land) and automatic $XJXVW  achievement was part of the Joint landing using the Harrier, including 4-D Strike Fighter development program to operation (in respect of temporal and enable the Lockheed Martin F-35B, spatial constraints). QinetiQ also gave further details at STOVL version of the fi ghter, to oper- Paris about its use of GPS technology ate at sea by day or night in weather KWWSZZZVDHRUJDHURPDJ to successfully make the fi rst automatic conditions that otherwise would make WHFKXSGDWHSGI

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'HFN E $SSURDFK 3URMHFWRU O 6LJKW Performance of Integrity (JPALS) programme, was under- prevent this. In these situations Monitoring Techniques for taken to investigate the Concept of the recovery of the aircraft can be Shipboard Relative GPS Land- Operations (CONOPS) for automat- facilitated by electronic systems ing Systems 13-16 Sep 2005 ic shipboard approach and vertical to assist the pilot or automatically landing for the STOVL JSF (F-35B). guide the aircraft to a point where Christopher Mather, Alex Macaulay, Steve Mole, John Goddard $VHULHVRIÀLJKWWULDOVLQYROYLQJ WKHSLORWKDVVXϒFLHQWYLVXDOFXHV QinetiQ Ltd, Bedford, United Kingdom the QinetiQ Vectored-thrust Air- to perform a landing. A number of craft Advanced Control (VAAC) ship-aircraft combinations that are ABSTRACT +DUULHUÀ\E\ZLUHUHVHDUFKDLU- under consideration for embarked QinetiQ has recently undertaken craft and a Royal Navy Invincible operations over the next 10-15 a programme of research into the Class Aircraft Carrier (CVS), has \HDUVKDYHEHHQLGHQWL¿HGDQGLWLV technology readiness and feasibili- been conducted to obtain valida- considered that GPS based ship- ty of generic GPS based shipboard tion data, culminating in a world- board recovery systems have po- recovery architectures and con- ¿UVWDXWRPDWLFODQGLQJRID6729/ tential to enhance the operating cepts on behalf of the UK Ministry aircraft on a ship…. envelope of all maritime aircraft, of Defence (MoD). ¿[HGDQGURWDU\ZLQJWKXVPD[L- In parallel with this activi- …INTRODUCTION PLVLQJWKHLUHϑHFWLYHQHVV ty, QinetiQ has also undertaken a The UK Ministry of Defence (MoD) Through it’s research pro- ULVNUHGXFWLRQDQGÀLJKWWHVWGHP- has a requirement to operate air- gramme, the UK MoD funds re- onstration activity, as part of the craft safely from a range of avi- VHDUFKLQWRVSHFL¿FUHTXLUHPHQWV System Development and Demon- ation capable platforms by day for military platforms and equip- stration (SDD) phase of the Joint and at night. Although the majori- ment thus maintaining its status Strike Fighter (JSF) programme. ty of recoveries to Royal Navy (RN) as an intelligent procurement cus- The Autoland Demonstra- ships are conducted in reasonable tomer. As part of this activity Qi- tion, undertaken in collabora- weather and clear visibility condi- netiQ has recently undertaken a tion with the UK Joint Combat Air- tions, with the pilot using cues de- programme of research into the craft IPT, the JSF Joint Program rived solely from the visual scene, technology readiness and feasibility 2ϒFH -32 DQGWKH-RLQW3UHFL- there are instances where adverse of generic GPS based shipboard re- sion Approach and Landing System weather or low visibility conditions covery architectures and concepts. 1 It is the stated goal of the Harrier XW175,… provides a unique LQDÀH[LEOHDQGIXOO\UHSUHVHQWD- Joint Strike Fighter (JSF) pro- research and development plat- tive operating environment…. JUDPPHWKDWWKH6KRUW7DNH2ϑ form for guidance, control and Vertical Landing (STOVL) vari- QDYLJDWLRQÀLJKWUHVHDUFK7KHÀ\- …JSF STOVL Autoland Demonstration Requirements ant should have a fully automat- ing controls in the rear cockpit ic approach and landing capabili- are routed via a digital Flight Con- It was the top-level aim of the Au- W\DWVHDDQGDVKRUHLQGD\QLJKW trol System (FCS), with the guid- toland demonstration programme adverse weather. To mitigate the ance and control algorithms hosted WRSURYLGHYHUL¿FDWLRQRIDXWRPDW- risks associated with meeting this within an experimental computing ic landing system requirements JRDODULVNUHGXFWLRQDQGÀLJKW system. Programmable Head-Up and concepts of operation for the test demonstration programme, DQG+HDG'RZQ'LVSOD\V +8' F- 35B. In addition, it was de- termed “Autoland”, was conduct- HDD) are available and full ex- signed to deliver an improved un- ed as part of the System Devel- SHULPHQWDOÀH[LELOLW\RIWKHJXLG- derstanding of the performance opment and Demonstration (SDD) ance, control and navigation sys- and risk associated with the com- phase. The Autoland Demonstra- tems is maintained in house. The plex real-time interactions be- tion sought to validate the require- front seat retains the conventional tween the aircraft, ship and au- ments for automatic shipboard ap- mechanical controls linked direct- tomatic landing system, allowing proach and vertical landing for the O\WRWKHWKURWWOHÀDSVHOHYDWRU lessons learned to be incorporat- STOVL JSF (F-35B). A series of nozzle, aileron and rudder and ac- ed in F-35B production solutions. ÀLJKWWULDOVXVLQJWKH4LQHWL49HF- commodates the Safety Pilot who In order to achieve these top-level tored-thrust Aircraft Advanced – together with an Independent goals the following demonstration &RQWURO 9$$& +DUULHUÀ\E\ZLUH Monitor (IM) system – can disen- objectives were set: research aircraft, was conduct- gage the experimental system at ‡1HDU¿HOGDXWRPDWLFUHFRYHU\ ed to obtain validation data, cul- any time. This unique combination to alongside an aircraft carrier – PLQDWLQJLQDZRUOG¿UVWVKLSERDUG RIWKHVHDWFRQ¿JXUDWLRQ6DIH- i.e. from within 6 miles – explor- automatic landing of a STOVL air- ty Pilot and IM means that exper- LQJ6729/VSHFL¿FLVVXHVVXFK craft, aboard a Royal Navy Invinci- LPHQWDOVRIWZDUHKDUGZDUHQHHG DVVSHHGKHLJKWSUR¿OHVIRUWKH ble Class Aircraft Carrier (CVS). QRWEHÀLJKWFULWLFDODQGDOORZVIRU deceleration to a relative hover QinetiQ’s 2-seat T.Mk.4a alongside; rapid prototyping of new systems 2 ‡$XWRPDWLFWUDQVODWLRQRYHUWKH the recovery management system of ship motion, within aircraft per- deck to a high hover station- generates a trajectory from the formance and pilot comfort lim- keeping position exploring re- aircraft current location through LWVDQGWKHV\VWHPZDVFRQ¿JXUHG quirements for pilot consent to the approach gate waypoint to a to enter each phase only on pilot manoeuvre and associated pilot- station keeping point alongside consent…. vehicle interface issues; the ship. This approach phase tra- MHFWRU\LVIXOO\XVHUGH¿QDEOHHQ- …CONCLUSIONS AND FUTURE WORK ‡$XWRPDWLFYHUWLFDOGHVFHQWWR DEOLQJDUDQJHRIÀLJKWSUR¿OHVWR This paper has demonstrated a real touchdown, again exploring re- be generated. If the pilot accepts time architecture for an SRGPS quirements for pilot consent to the trajectory, he is then provided Landing System. Trials data has manoeuvre and associated pilot- ZLWKDÀLJKWGLUHFWRURQWKH+HDG shown that carrier phase tech- vehicle interface issues. Up Display (HUD) to enable manual niques can provide the accuracy ‡6LPXODWHGIDLOXUHFDVHVWKURXJK WUDFNLQJXQGHU8QL¿HGFRQWURO7KH for STOVL Autoland. It has been disengagement of the automatic automatic recovery guidance sys- shown that the code aspects of the system at various points during tem can then be engaged, by in- GBAS integrity monitoring scheme the approach with reversion to ceptor input, which then executes may be used for SRGPS with a set PDQXDOÀLJKWGLUHFWHGJXLGDQFH a fully automatic recovery along RIPRGL¿HGWKUHVKROGVWRWDNHLQWR the trajectory ending in a station account the unknown position of System Operation Overview keeping hover alongside the ship. the ship. Further work is current- Each automatic recovery is begun Once in the alongside hover, the ly being undertaken looking at a with the Evaluation Pilot engaging system would transition to an au- full set of carrier monitoring tech- WKHH[SHULPHQWDOÀLJKWFRQWUROV\V- tomatic translation across the deck niques, various frequency combi- WHP7KHÀLJKWFRQWUROVZHUHUH- to a station keeping hover over the nations and analyzing the interfer- sponse matched to the character- intended landing spot from where ence environments of the various istics of F-35, and the Evaluation a controlled automatic descent to platforms that may be used. The 3LORWZDVDEOHWRÀ\LQWZRLQFHSWRU landing would be undertaken. Dur- results of this further work will be 8QL¿HG FRQWUROPRGHZLWKD6LGH- ing the translation, hover, and land reported in a follow on paper. stick controller. 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Landing Harrier jump jets Funded by the US Joint Strike Fighter (JSF) programme and the UK MOD Joint Combat Aircraft Integrated Project Team on ships in bad weather can (JCA IPT), this is a key milestone in an innovative risk reduction programme for the JSF STOVL aircraft. now be done at the touch of a button, British technology Andrew Sleigh, QinetiQ MD Defence said: “The achievement takes automatic landing technology to a new level and is firm Qinetiq has announced. the latest advance of a long line in research by QinetiQ and its British predecessors. Our work in the 1950s led to civil aircraft being able to land in all weathers at airports from the 1960s onwards. Today, QinetiQ has achieved a world first It is hoped the technology will by successfully landing a STOVL aircraft automatically and with no pilot control onto the deck of HMS Invincible.” allow pilots to fly missions that would not otherwise have been This new pioneering development comes from the British company, QinetiQ, whose predecessors developed the jet possible. engine, invented carbon fibre and have helped reduce aircraft noise and emissions. The 'push button landing' was onto the deck of HMS Invincible Flying QinetiQ's experimental aircraft, the VAAC (Vectored-thrust Aircraft Advanced Control) Harrier, its team of The system was based on engineers successfully demonstrated that the technology it has developed could automatically bring a STOVL aircraft into "some very complicated maths which would remain a trade land on HMS Invincible, as part of its work for the Joint Strike Fighter programme. The combined teamwork of JSF, secret", the project's technical manager Jeremy Howitt said. QinetiQ, HMS Invincible and UK MoD has demonstrated how exploiting advanced technology can reduce programme risk and bring real benefits for the pilots. The technology could also be used on helicopters, frigates and destroyers. The ability to land an aircraft automatically onto a ship will enable pilots of JSF to conduct missions by day or night and in weather conditions that would previously have not been possible. Red button The ‘Autoland’ technology developed by QinetiQ for JSF also significantly reduces the workload of pilots at the end of The first automatic ship landing by "short take-off vertical a mission and at a point when to land the aircraft onto the moving platform of a ship is a difficult and critical landing" (STOVL) aircraft was achieved during a test on HMS procedure. QinetiQ is helping deliver this Autoland capability to the US Joint Strike Fighter (JSF) programme. QinetiQ’s Invincible. risk reduction programme is also helping the US Department of Defense’s JSF Program Office (JPO) understand more about the challenges associated with automatically landing a STOVL aircraft on a ship.

It is part of the Ministry of Defence's £2bn contribution to In 2002, QinetiQ’s novel control laws, known as ‘Unified’, were also adopted onto the STOVL JSF aircraft. This system America's $40bn Joint Strike Fighter programme. enables the pilot to simply command the aircraft to go faster or slower and up or down whilst the fly-by-wire control system does all the hard work. QinetiQ’s autoland technology takes this capability a step further and the autoland The device works by linking a It's something Harrier technology also opens up the door for operating Unmanned Air Vehicles (UAVs) from ships. STOVL aircraft, via satellite and radio, to an aircraft pilots have always wanted - a Origins of Automatic Landing big red button to push and carrier, Mr Howitt said. take you straight to the coffee ł The technology behind this recent world first automatic landing of a STOVL is the latest in a long line of development, by bar QinetiQ and its predecessors of the capability on military and for civil aircraft. It enables the aircraft and the ł In 1947, The UK Blind Landing Experimental Unit (BLEU) was established within the Royal Aircraft Establishment, now carrier to know the relative Pilot Justin Paines QinetiQ. BLEU conducted the world’s first fully automatic landing in 1950 and had significant involvement in the development location of one another to programme for the world’s first Cat IIIb landing system for civil airliners. within 10cm. ł Later technology developed by QinetiQ’s predecessor include the Microwave Aircraft Digital Guidance Equipment (MADGE), developed as a tactical approach and landing system and was subsequently adopted by the Royal Navy for precision recovery Qinetiq pilot Justin Paines, 41, who was on the Harrier jet of aircraft to the INVINCIBLE class aircraft carriers. equipped with the new system said it made things "completely ł Recent work by QinetiQ’s forebears on automatic landing systems has focussed on the use of differential and relative-GPS automatic". systems. A number of flight trials were conducted during the 1990s to explore the use of GPS as a means for recovery of helicopters to restricted sites, concentrating particularly on ship operations. ł In 2001, QinetiQ demonstrated a relative-GPS-based automatic recovery to a moving vehicle and automatic landing using In the new procedure, pilots have to press the button to plot a the VAAC Harrier, including 4D operation - i.e. respecting both temporal and spatial constraints. This work has lead to the route in, press it again to accept and then a third time to engage. involvement of the team in the development of the Joint Precision Approach and Landing System (JPALS) capability for the F-35B Joint Strike Fighter. ł QinetiQ’s recent ship trial aboard HMS INVINCIBLE has demonstrated the world’s first fully automatic STOVL shipboard "We are trying to make the task of recovering the aircraft to recovery and landing. the carrier as simple as possible and let pilots focus on their war mission," he added. KWWSZZZTLQHWLTFRPKRPHQHZVURRPQHZVBUHOHDVHVBKRPHSDJHQGBTXDUWHU4LQHWL4VB-6)BZRUOGBILUVWKWPO %$+*>%HGIRUG$HURQDXWLFDO +HULWDJH *URXS@ 1HZVOHWWHU ,VVXH  'HF  KWWSZZZEDKJRUJXNGRFXPHQWV%$+*1HZVOHWWHUSGI

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