Successful Trials New Joint Strike Fighter http The new Short Take Off and Vertical Landing (STOVL) F35 Joint Strike Fighter is another step closer following successful trials of :// the aircraft’s advanced flight control software which will enable ww pilots to land onboard ship in all weathers, day and night with w.fl ‘centimetric accuracy’. The trials, carried out onboard HMS Illustrious using a veteran two seat eeta Harrier airframe, the Vectored-thrust Aircraft Advanced Flight Control irar (VAAC) Harrier, put the new system to the test. The Harrier has been heavily modified with a conventional control arrangement in the front moa cockpit and the rear being connected instead into an experimental fly- .org/ by-wire system using left and right hand interceptors to manoeuvre the aircraft and simulate the way the new Joint Strike Fighter will fly and Con respond to different inputs. 66 running landings and recoveries were tent/ achieved in varying sea states up to and including sea state 6, with outstanding results. incepts/inceptors site The test aircraft, XW175 is the oldest flying two seat Harrier in the s/ world. Commander Kieron O’Brien, the Air Engineering Officer, HMS Illustrious said “The VAAC Harrier provided an ideal facility to trial the FAA Shipborne Rolling Vertical Landing (SRVL) techniques that will be utilised OA/ by the Joint Strike Fighter in the new carriers. It worked brilliantly. “The UK has historically been in the fore- XW175 represents an incredible link between the past and the future of pag the Fleet Air Arm.” front of innovation in carrier technology. es/1 XW175 Harrier T2 (VAAC) 64/ The development of Shipborne Rolling FN1 Vertical Landing techniques could well be 00_I next – enabling the Joint Strike Fighter to SSU

E_3 recover with a significantly greater fraction 0.P of weapons and fuel than“ achievable using DF 1909 - Rear Admiral a vertical recovery. 2009 Simon Charlier aphy contributed by HMS ILLUSTRIOUS Photographic Section and other Royal Navy Units r 7KH5R\DO1DY\3ODQVRQ/DQGLQJ7KHLU)%VDW6HD6RYLHW6W\OH 2FWE\,DQ' &RVWDLQ7KH+DQJDU

$8QLWHG.LQJGRP)%/LJKWQLQJ,,WDNLQJRIIIURP(JOLQ$LU)RUFH%DVH)ORULGD86$3HUVRQQHOIURPWKH5R\DO1DY\DQG 5R\DO$LU)RUFHZHUHDW(JOLQ$)%IDPLOLDULVLQJWKHPVHOYHVZLWK)DLUDQGJURXQGSURFHGXUHV7KH)%/LJKWQLQJ,,ZLOO SODFHWKH8.DWWKHIRUHIURQWRIILJKWHUWHFKQRORJ\JLYLQJWKH5R\DO$LU)RUFHDWUXHPXOWLUROHDOOZHDWKHUGD\DQGQLJKW 15 Oct 2018 'Mogwi': “I hold the record for the first ever FDSDELOLW\DEOHWRRSHUDWHIURPZHOOHVWDEOLVKHGODQGEDVHVGHSOR\HGORFDWLRQVRUWKH4XHHQ(OL]DEHWK&ODVV$LUFUDIW&DUULHUV 8.0R'LPDJHU\UHOHDVHG CRVL, c 1045Z May 1st 1982; I was not sure whether I http://tacairnet.com/2015/10/02/the-royal-navy- could safely hover after taking one of Herr Rheinmetal's plans-on-landing-their-f-35bs-at-sea-soviet-style/ 20mm HE through my tail. Took a bit longer to stop than Wizzle though!” https://www.pprune.org/military-aviation/ 2UGLQDULO\IL[HGZLQJDLUFUDIWUHTXLUHWKHXVHRIDWDLOKRRNDQGDUUHVWLQJWKUHHIRXUDUUHVWLQJFDEOHV 221116-future-carrier-including-costs-264.html#post10283680  WR VDIHO\ FRPH WR D KDOW DERDUG WKH GHFN RI DQ DLUFUDIW FDUULHU -HWV OLNH WKH $9% +DUULHU ,, FXUUHQWO\LQXVHZLWKWKH8QLWHG6WDWHV0DULQH&RUSVGRQ¶WKDYHWKHOX[XU\RIDGHGLFDWHGDQJOHG $United Kingdom Ministry of Defense evaluated a Shipboard Rolling Vertical Landing (SRVL) procedure as one more determinant in their choice between the variants men- tioned above. The procedure is tied to a new aircraft carrier design under consideration and will have signific- ant cost ramifications on the carrier design. For the SRVL procedure, touchdown dispersion and ramp clear- ance under various shipboard and environmental conditions were evaluated. Several aircraft controls handling issues were identified that need further investigation giving designers the opportunity to improve the system while the vehicle is still under development.” CHARLES
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+4'QSPHSBNNF The UK’s QinetiQ and the MOD Joint Test and Evaluation Group, which http://navyleague.org.au/wp-content/uploads/ comprise the UK Aircraft Test and 2012/06/The-Navy-Vol_69_No_4-Oct-2007.pdf Evaluation Centre, are currently undertaking a series of landing trials of a short take-off vertical landing (STOVL) aircraft on to the French Navy’s CHARLES DE GAULLE carrier, using QinetiQ’s Vectored-thrust Aircraft Advanced Control (VAAC) experimental Harrier. Undertaken as part of the US Joint Strike Fighter (JSF) programme on 2007 behalf of the UK MOD Joint Combat Aircraft Integrated Project Team (JCA The MOD has stated “Consideration “The CHARLES DE GAULLE QinetiQ is also conducting ongoing IPT), the trials were designed to expand of the aerodynamic performance of JSF, carrier, at around 40,000 tonnes has a work in maturing flight control concepts the limits and knowledge of ship rolling together with the available deck area of similar deck size to the Queen Elizabeth for the F-35B Lightning 2 and the vertical landings (SRVL) as a possible the Queen Elizabeth class CVF design, class carriers, made it the ideal choice Aircraft Test and Evaluation Centre aircraft recovery technique for the RN’s has shown that significant benefits for this series of trials”, stated Richard recently completed an evaluation of two new aircraft carriers (CVFs) could be realised by extending the Watson, QinetiQ’s VAAC programme advanced STOVL flight control QUEEN ELIZABETH and PRINCE OF principles of land based RVL to ship Manager. “As the French are likely to concepts in collaboration with the JSF WALES. borne operations and the UK is keen to play a key part in the development and Programme Office and test pilots from Land based Rolling Vertical exploit this opportunity.” fabrication stages of the CVF the JSF programme. This ongoing work Landings (RVL) are routinely used on This series of trials involves the first programme it was also logical and follows the pioneering development of legacy STOVL (Harrier) aircraft, rather ever piloted evaluation of the SRVL beneficial to include them at this stage. Unified Flight Control, a novel STOVL than vertical landings on unprepared manoeuvre onto an aircraft carrier, and The French team members in this trial control concept which was adopted for surfaces, in order to avoid ingestion of comes on the back of a number of have provided outstanding support in a the F-35B in 2002. debris into the engine. A requirement studies undertaken over the past few challenging programme, and have been Unified Flight Control enables the for JSF to perform land based RVLs has years into the feasibility of the SRVL incredibly generous with their time, pilot to simply command the aircraft to therefore always been a feature of the concept. The MOD has also stated that energy and overall contribution to the go faster or slower and up or down contract specification. However, the the increasing maturity of this body of success of these test flights.” whilst the fly-by-wire control system analysis and simulation indicates that development of new RVL procedures In 2005 a world first was also does all the hard work. QinetiQ’s SRVL could be performed safely by JSF for the F-35B aircraft, with its greater achieved when a fully automatic landing autoland technology took this capability on CVF although the effects of useable wing-lift at low speeds, means of the QinetiQ VAAC Harrier was a step further and the autoland equipment failures and adverse that either increased payloads can be conducted on HMS INVINCIBLE. technology also opened up the door for conditions require further investigation. returned and landed on the ship or the QinetiQ’s team of engineers with RN operating Unmanned Air Vehicles Work into this will continue to be stress on the propulsion system can be and Royal Air Force test pilots (UAVs) from ships. undertaken by QinetiQ at the MOD’s reduced, leading to increased successfully demonstrated that the Boscombe Down site and using VAAC operational flexibility and propulsion technology it has developed as part of its simulators at its Bedford site. system life. work for the Joint Strike Fighter programme could automatically bring a UNIFIED Previous
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(QinetiQ) THE NAVY and bring real benefits for the pilots. Date Posted: 11-Dec-2008 International Defence Review: http://militarynuts.com/index.php?showtopic=1507&st=120 Preparing for take-off: UK ramps up F-35 carrier integration effort [EDITED] “A range of simulation, modelling, risk-reduction and technology-demonstration activities are under way to optimise the safety and operability of the ship/air interface between the UK's new aircraft carriers and the F-35B Joint Strike Fighters that will operate from them. Richard Scott reports...... SRVL manoeuvre As currently conceptualised, an aircraft executing an SRVL approach will follow a constant glidepath (five to six degrees) to the deck. This angle is about twice that of a normal CV approach, offering increased clearance over the stern and less touchdown scatter. The touchdown position on the axial flight deck is about 150 ft from the stern, similar to that of a conventional carrier. No arrestor gear is required. Instead, the aircraft brakes are used to bring the aircraft to a stop. Low-key studies to investigate the SRVL technique were initiated by the MoD in the late 1990s, but the work has latterly taken on a much higher profile after the MoD’s Investments Approvals Board (IAB) in July 2006 directed that SRVL should be included in future development of the JCA design to mitigate the risk to KUR 4. Accordingly, the JCA IPT amended the CVF integration contract in mid-2008 to include this requirement. Addressing IPLC 2008, Martin Rosa, F-35 technical coordinator in Dstl’s air and weapon systems department, said the SRVL studies to date had shown “a way for- ward exists to achieving operationally useful increases in bring-back, compared to a vertical landing, on board CVF with an appropri- ate level of safety”. Dstl began early work to examine the feasibility of employing the SRVL manoeuvre in 1999. According to Rosa, an initial pre- feasibility investigation demonstrated the potential payoff of the manoeuvre in terms of increased bring back, but also threw up four key areas demanding further examination: performance (as affected by variables such as deck run, wind over deck, aerodynamic lift and thrust margin); carrier design; operational issues (such as sortie generation rate); and safety. Further feasibility investigations were conducted in 2000-01 using generic aircraft and ship models. Dstl also ran a two-day safety workshop in late 2001. This showed that there were no “showstoppers, and no SRVL- specific safety critical systems were identified”, said Rosa. “Also, the ability to ditch weapons and carry out a vertical landing instead of an SRVL in the event of a failure was seen as a powerful safety mitigation.” During 2002, more representative F-35B information became available which altered assumptions with respect to aircraft ‘bring back’ angle of attack (from 16 degrees to about 12 degrees, so reducing the lift co-efficient); wing area (revised downwards from 500 ft2 to 460 ft2, reducing lift available on approach at a given speed by 8 per cent); and jet effects in the SRVL speed range (which were sig- nificantly greater than those in the hover). Aggregated, these revised assumptions significantly reduced predicted bring back performance. Even so, the improvement offered by an SRVL recovery was still substantial and MoD interest continued. In the 2003-04 timeframe, Lockheed Martin became formally en- gaged in the investigation of SRVL recovery, with the JPO contracting with Team F-35 for a study into methods for Enhanced Vertical Landing Bring Back. Once again, safety and performance characteristics were considered broadly encouraging. “However,” pointed out Rosa, “at this stage work on the adaptable CVF design was progressing rapidly.... Consequently the obvious next step was to con- sider the detailed impacts that SRVL might have on the CVF design.” http://militarynuts.com/index.php?showtopic=1507&st=120 http://www.flightglobal.com/articles/2008/12/08/319734/qinetiq-led-team-demonstrates-carrier-landing-system-for.htm 4LQHWLTOHGWHDPGHPRQVWUDWHVFDUULHUODQGLQJV\VWHPIRU-6) %\DATE:08/Dec/08 SOURCE:Flight International $ 4LQHWLTOHGWULDOKDVGHPRQVWUDWHGDQHZVWDELOLVHGYLVXDO ODQGLQJDLGFRQFHSWRQERDUGWKH8.5R\DO1DY\ VDLUFUDIW FDUULHU+06,OOXVWULRXVZLWKWKHZRUNIRUPLQJSDUWRIDGH ULVNLQJVWXG\LQWRWKHXVHRIDVKLSERUQHUROOLQJYHUWLFDO ODQGLQJ 659/ PDQRHXYUHIRU/RFNKHHG0DUWLQ VVKRUW WDNHRIIDQGYHUWLFDOODQGLQJ)%-RLQW6WULNH)LJKWHUZLWK WKHVHUYLFH VWZRIXWXUH&9)YHVVHOV

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7KH9$$&+DUULHUIOHZUHSUHVHQWDWLYHDSSURDFKSURILOHVGRZQWRDVDIHW\KHLJKWRIDURXQGIW P DERYHWKHGHFNDQG DFFRUGLQJWRWKH5R\DO1DY\VXFKZDVWKHDFFXUDF\RIWKHDUUD\WKDWDQRQDLUFUHZPHPEHURIWKHHPEDUNHGWULDOVWHDP ZDVDEOHWRIO\DSHUIHFWDSSURDFKIURPWKHUHDUVHDWSRVLWLRQRIWKHWULDOVDLUFUDIWZKLOHWKHVDIHW\SLORWIRUZDUGUHPDLQHG KDQGVRII http://www.newelectronics.co.uk/ 16/12/2008 Happy landings article/16468/Happy-landings.aspx 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 http://articles.sae.org/5783/ 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$$&+DUULHUIOHZDWRWDORIVRUWLHVWRSURYHWKH%HGIRUG$UUD\ODQGLQJ V\VWHP²LQDOOYHUWLFDOODQGLQJVDQGDURXQG659/DSSURDFKHVZHUHIORZQ 7KH4LQHWL49$$& Advancing +DUULHUWHVWDLUFUDIWLV https://www.sae.org/ SDUNHGRQWKHGHFNRI aeromag/techupdate STOVL +06,OOXVWULRXV _4-00/15.htm Stuart Birch Aerospace Engineering April 2000

An extensively modified, research-dedicated Harrier operated by the Defence Evaluation Research Agency (DERA) in the UK has been selected by the American/UK Joint Strike Fighter (JSF) program to carry out further trials in Advanced Short Takeoff and Vertical Landing (ASTOVL) control law development for shipboard operations. DERA operates a Vectored Thrust Aircraft Advanced Flight Control (VAAC) two-seat Harrier said to be the most capable system available for the study of control concepts for '(5$ V9$$&+DUULHUPDNLQJDQ powered-lift aircraft. The VAAC Harrier is equipped with a digital flight control system described by the agency as DLUFUDIWFDUULHUVNLMXPSWDNHRII offering advanced, programmable fly-by-wire (FBW) capabilities from the rear seat. The result gives the pilot full-authority digital control of the aircraft, allowing programmable computer simulations of different flying modes to be developed and installed, according to DERA. The controls determine a flightpath via a computer interface. The work with the VAAC will build on previous DERA/NASA research into advanced control laws but will represent the first comprehensive shipboard evaluation. The aircraft made a successful FBW landing on a British aircraft carrier last year.

New trials are aimed at reducing the developmental risk of the JSF STOVL flight control system as the program enters the EMD (engineering, manufacturing and design) phase next year. In January last year, “...New trials are aimed at reducing the dev- pilots from the U.S. and UK took part in a JSF research exercise to assess various control modes. Although five were Harrier pilots, four had no experience in flying this type of aircraft. The aim was to elopmental risk of the JSF STOVL flight con- develop simpler STOVL flying using two levers instead of the regular Harrier's three. By April last year, software had been developed to allow rolling takeoffs, in addition to vertical, within a full STOVL envelope. trol system as the program enters the EMD DERA said that the aircraft's digital flight control system has three key implications. First, it allows the testing of different flying modes in real-flight environments; modifications to the software and the flying (engineering, manufacturing and design) experience can be swiftly and easily accommodated between flights with the significant benefit of incorporating pilot feedback almost instantaneously; and it offers STOVL capability without the need for phase next year.... The aim was to develop the tricky third nozzle control lever, thus significantly improving flying simplicity. DERA added that the use of mechanical detents and computer feedback to lodge the stick and throttle holds the VAAC Harrier at simpler STOVL flying using two levers existing speed, bank altitude, climb, dive angle, hover height, sideslip direction, descent, and ascent to give hands-free flying. The integrated approach is regarded as benefiting the JSF program in several aspects, including the capability for simpler, carefree handling that simplifies training, a reduction in the instead of the regular Harrier's three....” risk of pilot error, and an increase in pilot/airframe performance through the optimal use of controls. BAHG Harrier XW175 BAHG VAAC https://www.bahg.org.uk/Harr_175.htm 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. United Kingdom Vectored thrust Aircraft Advanced Control (VAAC) program • Inception in 1984. http://www.nt.ntnu.no/users/skoge/prost/proceedings/ecc03/GJBalas_ECC03.ppt • Handling, control and display requirements for future short takeoff/vertical landing (STOVL) aircraft. • Experimental FBW VAAC Harrier. • Development and testing of advanced aircraft flight control algorithms. – Longitudinal axis, integrated management of thrust vectoring and aerodynamic forces for decoupled control. UK - VAAC Control Strategies • Classical control, loop-at-a-time – Frequency shaping, gain-scheduling, significant nonlinearities linearized with inverse functions, iterative design. – Anti-windup scheme and control allocation.

• Nonlinear static inverse – Nonlinear inverse of the aircraft to determine control effectors to trim. aircraft at a given maneuvering state. – Constrainted design process used to define unique solution to non- linear inverse problem (trim map). – Nonlinear inverse feed-forward combined with low gain, classical feedback design for stability. UK - VAAC Control Strategies • Nonlinear Dynamic Inversion (NDI) – Nonlinear dynamic model of aircraft used to invert nonlinearities and a classical PI controller designed to track desired pitch rate command. – Pilot commands filtered prior to input to NDI controller. UK - VAAC Control Strategies

•Hv loop shaping – Multivariable linear controllers at 4 points: hover-to-forward flight. – Inner-loop pitch rate feedback used to reduce effect of pitch moment due to thrust changes.

– Outer-loop 3-input/3-output, Hv loop shaping to control normal and forward acceleration and incidence. – Weight selection similar to classical loop-shaping. – Four linear point designs gain-scheduled throughout flight envelope. • Controller implemented in observer form. • Interpolated controller gains and interpolated controller outputs.

–Hv loop shaping techniques also used to synthesize an integrated longitudinal/lateral flight and propulsions control system for VAAC. UK - VAAC Control Strategies • Linear, parameter-varying (LPV) controller

–System dynamics written as LTI models whose state-space coefficients are a function of scheduling variable(s).

–LPV Hv loop shaping uses LPV model of nonlinear aircraft dynamics to directly synthesize a scheduled LPV controller. –Successfully implemented at tested between 1995 and 1998. 2003 European Control Conference Flight Control Law Design: An Industry Perspective Gary J. Balas [email protected] Aerospace Engineering and Mechanics University of Minnesota Minneapolis, MN 55105 USA September 4, 2003 Lockheed Martin - JSF • JSF F-35 F-35 Joint Strike Fighter (JSF). •Conventional takeoff/landing (CTOL/AF). •Aircraft carrier landing (CV/Navy). •Short-takeoff/vertical landing (STOVL/Marines). •All variants will fly same set of flight control laws.

http://www.nt.ntnu.no/users/skoge/prost/proceedings/ecc03/GJBalas_ECC03.ppt

JSF Flight control law design •Direct mapping of flying qualities to control laws. •Nonlinear dynamic inversion control design. JSF Flight Control Laws •Controller structure decouples flying qualities from a/c dynamics. •Regulator/Commands implement desired. •Effector blender optimally allocates desired acceleration commands. •On-board model. •Control effectiveness matrix. •Estimated acceleration for dynamic inversion.

http://www.flightglobal.com/news/articles/ flight-test-f-35-simulator-virtual-fighter-215810/ FLIGHT TEST: F-35 Simulator - Virtual fighter 31 Jul 2007 Mike Gerzanics “...Seated in the simulator, my left hand fell to the large throttle, called the "cow pie" due to its size and shape, which moves along a long linear track. The active throttle is back-driven by the autothrottle system and has variable electronic detents for B-747 afterburner and STOVL operations. There is no "cut-off" position, a single guarded engine master switch performing that function....” Full throttle: QinetiQ c.2002: http://www.armedforces-int.com/article/full-throttle.html

- In September 2002, the JSF Program Office announced that a novel integrated flight and propulsion control system – pioneered by QinetiQ – will be implemented in the F-35B STOVL aircraft. QinetiQ, and its predecessor organisations, have undertaken a long running programme of STOVL research with the MOD. This culminated in a three-year programme for the JSF Program Office using QinetiQ’s Vectored-thrust Aircraft Advanced Control (VAAC) Harrier, which has been configured with an experi- mental fly-by-wire flight control system. “The standard Harrier is notoriously challenging to fly, which leads to considerable constraints on pilot recruitment and extra demands on training”, explains Jeremy Howitt, Technical Manager, Air Vehicle Operations at Bedford. The Harrier flies like a conventional aircraft at high speed with the pilot controlling the throttle and the aerodynamic control surfaces. As the aircraft decelerates, the pilot must engage a third control lever that rotates the engine nozzles down & enables the transition from wing-borne to jet-borne flight. This requires simultaneous input on all three control sticks – which creates a high workload situation. “There is also a significantly higher risk of cognitive failure”, explains Jeremy. “Pilots can accidentally operate the throttle when trying to engage the nozzle control and vice-versa –a problem that has caused crashes in the past. “Recent research has focused on how to make STOVL aircraft as easy to fly as any other aircraft and that’s where we came in.” Advanced solutions Using QinetiQ’s ‘Unified’ control concept, the VAAC cockpit controls are linked, via the experimental flight control computer, to the engine power throttle, nozzle controls and tail surface. The flight control software automatically modulates all three controls simultaneously to maintain the speed and flight path commanded by the pilot. This removes the need for a separate thrust-vector- ing lever and allows the pilot to maintain a simple right-hand ‘updown’ and left-hand ‘faster-slower’ control strategy throughout the whole flight envelope. The new technology could reap huge benefits in terms of improved safety, reduced training costs, ease of operation and greater operational flexibility. “The technology was proven during a trial aboard HMS Invincible in 2000”, says Jeremy. “The demonstration in a representative operational environment played a major role in the US decision to accept the new control laws.” The JSF Program Office is keen to use the VAAC Harrier to further refine and optimise the control laws for the JSF requirement. QinetiQ has been asked to provide support through to the F-35B ’s debut flight in 2006. It is planned that two QinetiQ staff will spend four years working with the project team at Lockheed Martin’s facility in Fort Worth, Texas and it is likely that other QinetiQ experts will be brought onboard as the programme progresses. QinetiQ is also developing a system for automatic landing on an aircraft carrier, regardless of weather conditions. This autoland capability – which uses differential GPS to bring the aircraft alongside the ship – will again be developed jointly with the US with a view to incorporating it into the production F-35B. The first land-based demonstrations have already taken place at QinetiQ’s Boscombe Down site while the first demonstration at sea is planned to take place on a Royal Navy aircraft carrier in Spring 2004.” http://news.bbc.co.uk/2/ hi/uk_news/4567923.stm QinetiQ achieves world’s first automatic landing Last Updated: Saturday, 21 May, 2005, 02:30 GMT 03:30 UK of a STOVL aircraft onto a ship 20 May 2005 Push button plane landing hailed QinetiQ has achieved the world’s first automatic landing of a short take-off vertical landing (STOVL) aircraft on a ship. 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. J t 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 U o 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 M- 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 P "some very complicated maths which would remain a trade J 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 P 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. B Red button Push the Phreakin’ Button! The ‘Autoland’ technology developed by QinetiQ for JSF also significantly reduces the workload of pilots at the end of A a mission and at a point when to land the aircraft onto the moving platform of a ship is a difficult and critical The first automatic ship landing by "short take-off vertical A 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 L about the challenges associated with automatically landing a STOVL aircraft on a ship. C 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 S 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 technology also opens up the door for operating Unmanned Air Vehicles (UAVs) from ships. K It's something Harrier 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 ● 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 ● 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. ● 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 ● 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. ● 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. ● 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. http://www.qinetiq.com/home/newsroom/news_releases_homepage/2005/2nd_quarter/QinetiQs_JSF_world_first.html 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 First automatic landing of a STOVL aircraft be particularly demanding. In 2001, landing of a STOVL (short takeoff verti- QinetiQ demonstrated a relative-GPS- Aerospace Engineering cal landing) aircraft on the Royal Navy based automatic recovery with a mov- aircraft carrier HMS Invincible. The ing vehicle (on land) and automatic August 2005 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 http://www.sae.org/aeromag/ to successfully make the fi rst automatic conditions that otherwise would make techupdate/08-2005/2-25-7-6.pdf

508TU(6-13).indd 8 7/26/05 11:28:30 AM VAAC Harrier Completes First Auto STOVL Landing V http://www.youtube.com/ DAPS watch?v=tXE4yBXjCpQ I

“This harrier is outfitted with a new control system. A variant of which will be put on the F-35B Lightning II D (Joint Strike Fighter).”

Deck E Approach Projector O Sight 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. When commanded phases the aircraft was able to http://www.beidoudb.com:88/document/uploads/ WUDFNDXVHUGH¿QDEOHSURSRUWLRQ efd72499-87a4-4f71-874f-36a5b95562a9.pdf via the Head Down Display (HDD), 3 VACC Harrier Auto Land Map of Approach - Click the Screen for an edited Video of the last few seconds of 1st landing http://www.beidoudb.com:88/document/uploads/efd72499-87a4-4f71-874f-36a5b95562a9.pdf

Performance of Integrity Monit- oring Techn- iques for Ship- board Relative GPS Landing Systems 13-16 Sep 2005

Joint Strike Fighter PERSPECTIVES - Code One Magazine July 1996 Vol. 11 No. 3 - Mike Skaff, Pilot-Vehicle Interface [PVI] “...He [Mike Skaff] is also closely reviewing PVI issues related to specific services." In hover mode," says Skaff; "the pilot does not have much time to make the decision to eject. The Russians have used auto-eject systems successfully on their STOVL aircraft for several years. That system will make for a good JSF trade study. We are also looking at an auto approach and auto landing mode. This flight mode is nothing new for the Navy, but it has never earned its way onto an Air Force fighter.” http://www.codeonemagazine.com/images/C1_V11N3_SM_1271449318_7528.pdf BAHG [Bedford Aeronautical Heritage Group] Newsletter Issue 2, Dec 2011 http://www.bahg.org.uk/documents/BAHG%20Newsletter%202.pdf

- “Harrier XW175 Research Aircraft and the VAAC Programme

- XW175, a second development batch T2 two-seat aircraft, first flew in 1969 and was delivered to RAE Bedford in February 1975. It is a unique aircraft in that it spent most of its operating life in support of VSTOL research. In the early 1970’s RAE Bedford was tasked by MoD with a work package to enable Sea Harriers to recover to a 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 and then at QinetiQ Boscombe Down. During 1977/78 two sea trials were completed with HMS Hermes. The re- search programmes included recovery using MADGE guidance, VSTOL Head Up Display symbology, ski-jump launch, auto-stabiliser and autopilot development and FLIR demonstrations. In the early 1980’s, studies into advanced VSTOL aircraft concepts suggested that control at low speed and hover could be more complex than with the Harrier. The need for research into novel control methods led to XW175 being adapted for one pilot to have fly-by-wire control, when it became the Vectored thrust Aircraft Advanced Control (VAAC) Harrier, a unique UK VSTOL research vehicle. Over the period 1986-2004, several 2-inceptor control concepts were progressively developed, first with simulation and then, from 1990, with extensive flight trials in the aircraft, including the first ever deck landing with unified control (HMS Illustrious, Sept 1998). In 2002 this Bedford ‘Unified’ control concept, having been shown to demand minimal pilot workload while maximising safety, was selected for the STOVL variant of the Joint Strike Fighter (Lockheed Martin F-35B). Several ship trials with HMS Illustrious and HMS Invincible were completed up to 2008 to further support JSF and to demonstrate the capability to UK and US pilots. These trials included automatic recovery and auto- matic vertical landing to a ship at sea, some 30 years after the original HMS Hermes trials with XW175 in 1977. Hav-ing conducted its last research sortie on 18 Nov 2008, with QinetiQ at Boscombe Down, XW175’s final resting place is now to be resolved. BAHG has expressed strong interest in bringing the aircraft back to Bedford. Major museums, such as the RAF Museum, are also making bids.” SRVL Manoeuvre Profile http://arc.aiaa.org/doi/abs/10.2514/6.2013-4267

http://arc.aiaa.org/doi/abs/10.2514/6.2013-4267

“...The additional bring-back achieved by SRVL is calculated through knowledge of ship speed, natural wind speed, allowable overtake speed, glideslope angle, air- craft trim setting requirements and any aircraft structural limitations to allow for ship motion conditions. In simple terms, for a set of given ship and environmental conditions, bring-back is enhanced by increased overtake speed and aircraft angle of attack, which are primarily limited by technical safety considerations. Follow- ing touchdown, the aircraft is stopped on the flight deck centreline using the wheel brakes alone, therefore consideration needs to be given to stopping dist- ance margins and the potential for deviations from the runway centerline, control of which limits the maximum overtake speed...... SRVL uses fall out capability from the F-35B, i.e. the manoeuvre limitations have been designed to live within the existing capabilities and characteristics of the aircraft with the minor addition of a Ship Referenced Velocity Vector and Glideslope Scale marker in the F-35’s Helmet Mounted Display System (HMDS). The primary changes needed to implement SRVL are installed in the aircraft carrier:

- 1) New runway tramline lights to provide longer range runway centerline cues to the pilot; 2) Aim point and limit lights in the tramlines for the pilot to use with the HMDS to fly an accurate approach; 3) Landing Signal Officer Situational Awareness Aids

- The LSO situational awareness aids needed significant development for SRVL. Assessments were conducted in the BAE SYSTEMS Warton flight simulator, where a F-35B piloted cockpit simulator has been linked to a second simulator projection of the LSO’s view from FLYCO and a realistic LSO workstation. This has allowed pilot and LSO in-the-loop experiments to be conducted to develop the requirements for LSO aids and to test options for solutions. This work concluded that the LSO needs a centerline camera view to assess line up with the runway, a view of the approach that allows judgement of the accuracy of the final descent path, plus WOD and ship motion parameters. Unlike the ski-jump ramp, the decision to implement SRVL occurred well after commitment to build QEC. Practicalities associated with this resulted in the need to introduce SRVL in a series of steps, with the second of class ship having a more comprehensive fit than the first of class, however, crucially, the first of class ship will be fitted with sufficient visual landing aids and LSO situational awareness aids to allow F-35B to conduct SRVL on QEC’s First of Class Flight Trials and enable an initial level of operational capability....” Aviation history made on board Pete “whizzer” Wilson, BAE Systems test pilot who flew the air craft making the first real SRVL. Working as part of the JSF pro HMS Queen Elizabeth 
0$5
 gramme for 17 years, in preparation he had already conducted https://www.savetheroyalnavy.org/aviation-history-made-aboard-hms-queen-elizabeth/ 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, SRVL F-35B Test Pilot 'Wizzer' theweightofwhichwouldbetoo much for avertical landing. Wilson 1st Approach/Landing 7KHDLUFUDIWWRXFKHGGRZQIHHWEDFNIURPWKHHQGRIWKH https://www.youtube.com/watch?v=l0KT1BxeqLk 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. Warton Simulator SRVL Approach https://www.lep.co.uk/news/politics/role-of-simulator-hailed-in-preparing-pilots-for-flying-new-fighter-1-8831020 https://www.lep.co.uk/webimage/1.8831018.1509367853!/image/image.jpg

F-35 pilot makes history with revolutionary way of landing jet on board HMS Queen Elizabeth https://www.youtube.com/ watch?v=jP0rUkDz_Fg

HMS Queen Elizabeth First F 35B SRVL 14 Oct 2018 https://www.youtube.com/ watch?v=N3BSdHh6ewY 

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‘Wizzer’ Wilson prepares for 1st SRVL Oct 2018 UK Test Pilot https://www.f35. com/assets/uploads/ Peter "Wizzer" Wilson images/MQ180049015.jpg “The first ever Shipborne Rolling Vertical Landing (SRVL) has been carried out with an F-35B Lightning II joint strike fighter jet conducting trials onboard the new British aircraft carrier, HMS Queen Elizabeth. The U.K. is the only nation currently planning to use the maneuver, which will allow jets to land onboard with heavier loads, meaning they won't need to jettison expensive fuel and weapons before landing. The landing, conducted by Peter Wilson, a BAE Systems UK test pilot with the F-35 Pax River Integrated Test Force, took place at exactly 10:30 a.m. Oct. 13, 2018, off the east coast of the U.S. Landing 755 feet back from the end of the carrier's ski jump, the jet came to a complete standstill at the 580 foot mark. Royal Navy photo” http://www.navair.navy.mil/img/uploads/181013-N-ZZ999-002.jpg )LUVW)%659/UHFRYHU\FRPSOHWHGRQ+064XHHQ(OL]DEHWK 5LFKDUG6FRWW/RQGRQ,+6-DQH V'HIHQFH:HHNO\2FWREHU https://www.janes.com/article/83792/ .H\3RLQWV first-f-35b-srvl-recovery-completed-on-hms-queen-elizabeth $Q)%PDGHWKHILUVW659/UHFRYHU\RQWR+064XHHQ(OL]DEHWKRQ2FWREHU 659/VDOORZ)%VWRPDNHFDUULHUODQGLQJVZLWKKHDYLHUORDGVDYRLGLQJWKHQHHGWRMHWWLVRQIXHODQGRUZHDSRQV

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feet [horizontal] from touchdown Shipboard Rolling Vertical Landing

"The shipboard rolling vertical landing (SRVL) be- ing evaluated by the Royal Navy involves landing at 60 knots airspeed". http://www.aviationweek.com/aw/blogs/defense/index.jsp? plckController=Blog&plckBlogPage=BlogViewPost&newspaperUserId=27ec4a53- dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog%3a27ec4a53-dcc8-42d0- bd3a-01329aef79a7Post%3aa80107ae-c317-4226- ae34-80f1a3dcbf89&plckScript=blogScript&plckElementId=blogDest

http://www.zinio.com/ reader.jsp?issue=3841673 91&o=int&prev=sub&p=28 SRVL THE FLEXIBLE SRVL MANOEUVRE: https://vtol.org/store/product/development-of-the-shipborne-rolling-vertical-landing-srvl-manoeuvre-for-the-f35b-aircraft-9024.cfm “The activities performed by TJSF using the tools described previously, coordinated with other SRVL stakeholders led to the development of the flexible manoeuvre. This describes how a SRVL recovery is flown to the QEC Carrier, starting from the point the pilot com- mands deceleration to the touchdown speed. Prior to this point the aircrafts flight-path is the same whether an SRVL or VL is intended. The manoeuvre is segmented to separate pilot tasks to eliminate peaks in workload.... These are notionally described as:

- s• Plateau: Level flight at 200ft altitude to achieve line-up and monitor deceleration

- • Pushover: Initiate descent based on glideslope

- • Short finals: Maintain descent using HMD symbology and VLA to achieve desired land- ing point

- • Landing: Un-flared touchdown on main landing gear, de-rotation and propulsion system spool-down to ground idle

- • Rollout: Application of brakes to achieve taxi speed and clear the runway

- The term ‘flexible’ refers to how bring-back performance is optimised for differing exter- nal conditions by allowing the settings for an individual recovery to be varied within the system constraints. Specifically the settings for the VLA, described below, are variable as well the aircraft related parameters of airspeed, glide-slope angle and pitch trim. ...For an SRVL, speeds in the region of 25 to 35 knots faster than the ship’s groundspeed are typically used, where this parameter is referred to as the ‘over- take’. Typical airspeeds are in the range 50 to 80 knots, depending on the magni- tude of the wind over deck (WoD)...” F-35 Pilot Makes History with Revolutionary Landing Method aboard HMS Queen Elizabeth Commander James Blackmore, the Commander Air on board HMS Queen Elizabeth – also known October 15, 2018 https://www.f35.com/news/detail/f-35-pilot-makes-history-with-revolutionary-landing-method-aboard-hms-queen as ‘Wings’ – said: “This is the first step in proving this capability, and another milestone in British test pilot Peter Wilson made history when he conducted the first ever shipborne rolling aviation for the Royal Navy. 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. http://www.aircraftcarrieralliance.co.uk/~/media/Files/A/Aircraft-Carrier-Alliance/Attachments/publication-and-speeches/cvf-carrier-waves-jan-2009.pdf

SRVL array lights

‘carrier waves’ Issue 1 - January 2009 ‘Creating a unique & diverse ship-air interface’ It is in aircraft recovery that perhaps the greatest challenge exists and here too the team has been busy. Shipborne Rolling Vertical Landings (SRVL) is a new manoeuvre, introduced to increase the bring back capability of the aircraft, which requires a radical change in the interface between the aircraft and the ship. Aviation Director John Ward said: “Modifications to the visual landing aids, a stabilised glide path array and aircraft closure rate sensors coupled with glide path cameras are all being examined through studies, simulations and trials. Next year will see the formal introduction of these changes.” The divers- ity in the ship-air interface is not limited to the challenges associated with the JCA.... F-35B CVF SRVL HMDS View https://www.baesystems.com/en-us/product/f-35# US Navy sees bene- DLUVSHHG´DVWDWHPHQWUHDGDGGLQJ WKHSLORWDFTXLUHWKH%HGIRUG$UUD\ ³7KHUHFHQWÀLJKWVLPXODWLRQWULDOVDW GHFNOLJKWLQJV\VWHPZKLFKZDVLQ- ¿WVLQ659/IRU)&:DUWRQWHVWHGWKHVHHQKDQFHGFRQ- YHQWHGE\DIRUPHU8.+DUULHUSLORW FDUULHUUHFRYHU\ WUROODZPRGHVIRU)&DUUHVWHGUH- 7KHDUUD\IHDWXUHVDVHULHVRIHYHQ- 0DUFK*DUHWK-HQQLQJV FRYHULHVWRD1LPLW]FODVVFDUULHUDQG O\VSDFHGOLJKWVWKDWUXQWKHOHQJWK /RQGRQ,+6-DQH¶V'HIHQFH:HHNO\ JDLQHGSRVLWLYHIHHGEDFNIURPWKH86 RIWKHÀLJKWGHFNFHQWHUOLQHRQO\RQH 7KH861DY\ 861 KDVVHHQEHQH¿WV 1DY\DQG)WHVWSLORWVLQYROYHGLQ RIZKLFKÀDVKHVDWDQ\JLYHQWLPH LQDVSHFWVRIWKH8.¶V6KLSERUQH5ROO- WKHWULDO´ 7KHLOOXPLQDWHGOLJKWFKDQJHVLQV\QF LQJ9HUWLFDO/DQGLQJ 659/ WHFKQLTXH $FFRUGLQJWR-DPHV'HQKDP ZLWKWKHSLWFKLQJRIWKHVKLSHQDEOLQJ IRUUHFRYHULQJWKH/RFNKHHG0DUWLQ IURPWKH$HURPHFKDQLFVGLYLVLRQDW WKHSLORWWRIRFXVRQRQHSRLQWRQWKH )&/LJKWQLQJ,,-RLQW6WULNH)LJKWHU WKH861DYDO$LU6\VWHPV&RPPDQG GHFNUHJDUGOHVVRIWKHUHODWLYHPRYH- RQWRWKHGHFNRILWVDLUFUDIWFDUULHUV 1$9$,5 VLPXODWLRQVVKRZWKDW PHQWRIWKHVKLS LWZDVGLVFORVHGRQ0DUFK DGRSWLQJDVSHFWVRIWKH659/PD- 7KH861KDVEHHQWDNHQE\WKH :RUNEHLQJXQGHUWDNHQDW%$( QRXYUHIRU)&FRQYHQWLRQDOODQG- LPSURYHGVDIHW\DQGHDVHRIXVHRI 6\VWHPV¶VLPXODWRUIDFLOLW\LQ:DUWRQ LQJVUHVXOWLQPRUHDFFXUDWHWRXFK- WKH%HGIRUG$UUD\LQSDUWLFXODUDV WRWHVWWKH659/WHFKQLTXHIRUODQG- GRZQVOHVVEROWHUVDQGUHGXFHG WKHRSWLFDOODQGLQJV\VWHP µPHDW- LQJWKH8.¶VVKRUWWDNHRϑDQGYHU- SLORWWUDLQLQJ EDOO¶ FXUUHQWO\XVHGRQLWV1LPL- WLFDOODQGLQJ 6729/ )%DERDUG 7KH659/ODQGLQJWHFKQLTXHLQ- W]FODVVFDUULHUVUHTXLUHWKHSLORWWR WKH4XHHQ(OL]DEHWK 4( FODVVDLU- YROYHVWKH)%SHUIRUPLQJDFRQ- FOLPEDQGGHVFHQGWKHDLUFUDIWLQ FUDIWFDUULHUVLVEHLQJFORVHO\VWXGLHG YHQWLRQDOODQGLQJZLWKDWRXFKGRZQ WKH¿QDOVWDJHVRIWKHDSSURDFKWR E\WKH861DQGDQXPEHURIEHQH- VSHHGRIMXVWNWUHODWLYHWRWKH DSLWFKLQJGHFNLQRUGHUWRNHHSWKH ¿WVKDYHEHHQLGHQWL¿HGWKHFRPSD- VKLS¶VIRUZDUGPRWLRQDQGKDVEHHQ ODQGLQJOLJKWVLQYLHZ>1RWTXLWHWUXH Q\VDLG GHYHORSHGWRLPSURYHWKHDLUFUDIW¶V EXWJRRGHQRXJKIRUDMRXUQDOLVW, ³-RLQWUHVHDUFKHϑRUWVRQERWK µEULQJEDFN¶FDSDELOLW\RIIXHODQG JXHVV @ VLGHVRIWKH$WODQWLFKDYHGHYHORSHG ZHDSRQV%$(6\VWHPVRϒFLDOVKDYH )XUWKHUVLPXODWRUEDVHGWULDOV HQKDQFHGDLUFUDIWÀLJKWFRQWUROVDQG SUHYLRXVO\GHFOLQHGWRTXDQWLI\WKLV DUHGXHWRWDNHSODFHVRRQWRWHVW GLVSOD\VZKLFKDUHDSSOLFDEOHWRERWK µEULQJEDFN¶H[FHSWWRVD\LWLV³VHY- )%659/UHFRYHULHVWRWKH8.¶V WKH)&«DQGWKH)%«659/UH- HUDOWKRXVDQGSRXQGVDQGZHOOZRUWK 4(FODVVDLUFUDIWFDUULHUVZLWKWKH FRYHU\WRWKHDLUFUDIWFDUULHUDOEH- KDYLQJ´ 861REVHUYLQJ 7KHWHFKQLTXHZRUNVE\KDYLQJ KWWSZZZMDQHVFRPDUWLFOHXVQDY\ LWVHSDUDWHGE\VRPHNWDSSURDFK VHHVEHQH¿WVLQVUYOIRUIFFDUULHUUHFRYHU\ Pushover Final Descent Plateau Landing Short Finals 1000 feet Decel Rollout 200 feet

Principle of an Aim-Point glideslope Stabilised for Ship Motion, Used Nearest light to in the Bedford Array Visual Landing Aid instantaneousnearest light to instantaneous stabilised stabilisedglideslope glide /slope/deck deck intersectionintersection pointpoint

kDeck heaved heaved up and up and pitcheddeck heaved down up pitched downand pitched down

Staticstatic deck deck Deck heaved down and Nominal static deck Aim-Point k heavedpitcheddeck down heaved up anddown https://vtol.org/store/product/development-of-the-shipborne-rolpitchedand pitchedup up ling-vertical-landing-srvl-manoeuvre-for-the-f35b-aircraft-9024.cfm Bedford Array Visual Landing Aid F-35B Successfully Completes Wet Runway And Crosswind Testing 31 Jul 2014 noodls http://www.noodls.com/view/DF71E8C7D883DB07332A26ED32F3479B4E3120F5

- “FORT WORTH, Texas, July 30, 2014 - In an important program milestone enabling U.S. Marines Corps Initial Operational Capability (IOC) certification, the Lockheed Martin F-35B recently completed required wet runway and crosswind testing at Edwards Air Force Base, California. "This testing is absolutely critical to 2B flight software fleet release and the Marine Corps' IOC," said J.D. McFarlan, Lockheed Martin's vice president for F-35 Test & Verification. "Collectively, the results support clearing the 20 knot cross-wind envelope for Conventional Take Off & Landings (CTOL), Short Take Offs (STO) & Short Landings (SL), with ideal handling quality ratings and meaningful improvement over legacy 4th generational fighter aircraft." The testing, completed in 37 missions during a 41-day period, achieved 114 test points, including 48 of 48 wet runway test points, four of four performance STOs, 12 of 18 unique flight test conditions for STO, 19 of 23 unique flight test conditions for SLs and all direct- ional control and anti-skid wet runway testing [for SRVLs]. All testing was per- formed with BF-4, based at Naval Air Station Patuxent River, Maryland....”

- “... [US] Joint Publication 1-02 (JP 1-02) titled Department of Defense Dictionary of Military and Associated Terms provides standard US military and associated terminology for the DoD as a whole, including the joint activity of the US Armed Forces in both joint and allied operations... it defines IOC as: "The first attainment of the capability to employ effectively a weapon, item of equipment, or system of approved specific characteristics that is man- ned or operated by an adequately trained, equipped, & supported military unit or force."...” http://www.dtic.mil/get-tr-doc/pdf?AD=ADA488114 http://arc.aiaa.org/doi/abs/10.2514/6.2013-4267

BOLTER UP SKI JUMP

Touchdown Zone SRVL array lights NIMITZ CLASS

“...At 65,000 tonnes, the ship will be three times thesizeofthe current generation of Invincible-class carriers – and one and a half times larger than Britain’s last traditional carrier, HMS Ark Royal, which paid off in the late 1970s...... "A comparison of HMS Queen Elizabeth (bottom) with the American super-carrier USS Nimitz, whose flight deck is only CVF CLASS half an acre larger https://navynews.co.uk/ than Britain's assets/upload/ future flagship.” files/20140326ax-2.jpg

Carrier countdown begins with just 100 days until HMS Queen Elizabeth is named 26 March 2014 https://navynews.co.uk/archive/news/item/10195 http://i1.wp.com/www.savetheroyalnavy.org/wp-content/uploads/2016/10/CVF-LPH.jpg Deck comparison. Apart from QE’s obviously more spacious deck, the deck- edge lifts can cope with larger aircraft includingthe Chinook and V-22 Osprey. USS America LHA-6: https://en.wikipedia.org/wiki/USS_America_(LHA-6) - Length: 844 ft (257 m) Beam: 106 ft (32 m) Displacement: 44,971 long tons (45,693 t) Speed: over 22 knots HMS Queen Elizabeth (R08): https://en.wikipedia.org/wiki/ HMS_Queen_Elizabeth_(R08) - Length: 284 m (932 ft) Beam: 73 m (240 ft) overall Displacement: 65,000 tonnes, 64,000 long tons) Speed:25knots

https://www.f35.com/assets/uploads/documents/RIAT-16-UK-Brief.pdf USS Essex

https://ukdj.imgix.net/15fd60f0d31f528441672f73d9b90e65_/f35b_essex.jpg https://ukdj.imgix.net/88a67a8183dfcb043d10b437625b2f9e_/18P00148_119.jpg HMS Queen Elizabeth UK Will Try To Boost F-35B Landing Weight 05 Jul 2013 Chris Pocock http://www.ainonline.com/aviation-news/ain-defense-perspective/2013-07-05/uk-will-try-boost-f-35b-landing-weight - “Senior British military officials confirmed that the UK will conduct shipboard rolling vertical landing (SRVL) trials on the F-35B version of the Lockheed Martin Lightning II stealth combat jet. The SRVL technique would allow the aircraft to land at higher weights than is currently possible in the VTOL mode. The F-35B has faced weight problems, leading to concerns that it could not “bring back” to its aircraft carrier a useful weapons load that has not been expended in combat. The British have done nearly all the previous research and simulation on SRVLs. [US Mil Spec Hot day was 32.1C, 1013Mb. — UK Hot Day 35.5C, 992Mb.] The officials said they are satisfied that the F-35B could bring back the internal weapons load that is initially planned, comprising–in the UK case–two AMRAAM air-air missiles and two Pave- way IV smart bombs weighing some 5,000 pounds. But, one added, when high temperature and/or low pressure conditions prevail–such as in the Gulf of Oman–it would be prudent to achieve anoth- er 2,000 to 4,000 pounds of bring-back weight, for either fuel or weapons, especially since the F-35 will be able to carry additional weapons on wing pylons, when stealth is not a requirement. The UK will formally decide later this year on a further purchase of F-35s, beyond the three already ac- quired (at a cost of $350 million) for test and evaluation (T&E). The number under consideration is believed to be 15, enough to equip an initial operational squadron. Another 30 are likely to be approved before 2015, when another British defense review will consider how many more F-35s the country can afford. Until then, the officials maintained, the UK “program of record” remains a total of 138 F-35s. Most observers believe that the UK will not acquire more than 100 F-35s, and some suggest the final total might be as low as 70. The officials revealed that the UK will work closely with the U.S. Marine Corps to bring its F-35Bs into op- erational service. After it is formed in 2016, the first British squadron will be based at MCAS Yuma and integ- rated with the co-located USMC F-35B fleet. Pilots of both services will be able to fly the others’ aircraft. The squadron will relocate to RAF Marham in the UK in early 2018 and be ready for combat from land bases by the end of that year. Meanwhile, the UK’s three T&E jets will embark on the new Queen Elizabeth II aircraft carrier for trials in the same year.” FIXEDFIXED AIMPOINTAIMPOINT ONON DECKDECK MOVINGMOVING AIMPOINTAIMPOINT ALONGALONG DECKDECK UNSTABILISEDUNSTABILISED GLIDEPATHGLIDEPATH STABILISEDSTABILISED GLIDEPATHGLIDEPATH DIFFICULTDIFFICULT TOTO FLYFLY EASYEASY TOTO FLYFLY PITCHPITCH bow-downbow-down && PITCHPITCH bow-downbow-down && HEAVEHEAVE upup HEAVEHEAVE upup

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PITCHPITCH bow-upbow-up && Principle of an Aim-Point PITCHPITCH bow-upbow-up && https://vtol.org/store/product/development- of-the-shipborne-rolling-vertical-landing- Stabilised for Ship Motion, Used in srvl-manoeuvre-for-the-f35b- aircraft-9024.cfm HEAVEHEAVE downdown the Bedford Array Visual Landing HEAVEHEAVE downdown Development of the Shipborne Rolling Vertical Landing (SRVL) Manoeuvre for the F-35B Aircraft

http://www.baesystems.com/download/ BAES_168168/the-perfect-partnership

Bedford Array superimposed

“F-35B Performing Simulated SRVL to QEC Carrier at https://vtol.org/store/product/ development-of-the-shipborne- BAE Systems Motion rolling-vertical-landing-srvl- manoeuvre-for-the-f35b- aircraft-9024.cfm Dome Facility, Warton, UK” Development of the… SRVL XWLOLVHVWKHVKLSDLUFUDIWDQGGD\W\SHDS- FDQEHLQFUHDVHGIRUDJLYHQRYHUWDNHVSHHG plies the appropriate constraints, respects the DQGDVDOUHDG\GHVFULEHGDLUFUDIWSHUIRU- Manoeuvre for the F-35B… manoeuvre design risk targets and optimis- PDQFHLVGLUHFWO\SURSRUWLRQDOWRDLUVSHHG7KH “...Hazards 1 to 4; stern ramp strike, main es each SRVL recovery to achieve maximum contour plots show that the maximum achiev- nozzle clearance to deck, Landing Gear (LG) bring-back. All calculations within the meth- DEOH659/EULQJEDFNZHLJKWLVDIXQFWLRQRI loads exceedance and deck roll over-run repre- odology are consistent with those used on the ship speed and heading.... sent constraints in the longitudinal plane with baseline F-35B Program. &21&/86,21 DGLUHFWHϑHFWRQDLUFUDIWSHUIRUPDQFHDQGDUH By linking ship motion parameters and am- 7KLVFRQFHSWWHUPHGWKHÀH[LEOHPDQRHX- WKHIRFXVRIWKHIROORZLQJVHFWLRQHazard 5; ELHQWZLQGVSHHGWRVHDVWDWHDQGE\GH¿QLQJ vre, in conjunction with a VLA providing a H[FHVVLYHDLUFUDIWGHYLDWLRQRQGHFNGXHWR VKLSPRWLRQSDUDPHWHUVDFURVVWKHIXOOUDQJH stabilised glideslope indication are the key tyre burst is a constraint in the lateral plane RIVKLSVSHHGVKLSWRZDYHKHDGLQJDQGVHD to maximising potential SRVL capability over DQGGRHVQRWGLUHFWO\IRUPSDUWRIWKHDLUFUDIW state, the methodology becomes a two-dimen- ODUJHVWUDQJHRIFRQGLWLRQVSDUWLFXODUO\IRU SHUIRUPDQFHFDOFXODWLRQV7KHRWKHUODWHUDO sional optimisation based on solving overtake achieving safe SRVL recoveries in higher axis issue considered in developing the SRVL VSHHGDQGJOLGHVORSHDQJOH7KHVSHFL¿FDWLRQ VHDVWDWHV PDQRHXYUHLVWKHHϑHFWRIFURVVZLQGDQGGH- RIDVHWRILQSXWFRQGLWLRQV DLUFUDIW&*GD\ 7KHÀH[LEOHPDQRHXYUHLVH[SODLQHGLQ WHUPLQDWLRQRISRWHQWLDOFURVVZLQGOLPLWV type, sea state, ship speed and ship-to-wave WHUPVRISLORWWHFKQLTXHDQGWKHPHWKRGRORJ\ Simulated SRVL recoveries with a cross- heading) leaves overtake speed and glideslope IRUEDODQFLQJWKHPXOWLSOHFRQVWUDLQWVOLPLWLQJ wind have shown that lateral touchdown scat- DQJOHDVWKHXQGH¿QHGSDUDPHWHUVLQWKH659/ 659/UHFRYHU\7KHPHWKRGRORJ\PD[LPLVHV ter increases which is also a contributor to ex- setup calculations. 659/EULQJEDFNIRUDJLYHQVHWRIFRQGLWLRQV cessive deviation on deck. Recovery in a cross Both overtake speed and glideslope angle through optimisation whilst addressing the ZLQGFDXVHVODQGLQJZLWKDQDLUFUDIW\DZDQJOH DUHFRQVWUDLQHGWRGH¿QHGUDQJHVWKHUHIRUH VDIHW\KD]DUGVLGHQWL¿HGGXULQJ659/HYROX- relative to the carrier deck which generates VROYLQJWKH659/VHWXSFDOFXODWLRQVIRUHYHU\ tion through design risk targets.... landing gear side loads, which is another con- SHUPLVVLEOHFRPELQDWLRQRIWKRVHWZRYDULDEOHV $JUDSKLFDOUHSUHVHQWDWLRQRI659/SHU- sideration in setting cross wind limits. allows themaximum achievable bring-back to IRUPDQFHFDSDELOLW\ZDVSUHVHQWHGWRKLJKOLJKW The following section focuses on per- EHIRXQGIRUWKHVSHFL¿HGLQSXWFRQGLWLRQV,W- key relationships and trends with ship mo- formance optimisation in the longitudinal eration on input conditions then allows a com- tion, sea state and WoD; however the subject SODQHZLWKLQWKHFRQVWUDLQWVGH¿QHGE\ SOHWHGH¿QLWLRQRISHUIRUPDQFHFDSDELOLW\HQ- RIFRQYH\LQJ659/GDWDDFFXUDWHO\VXFFLQFW- VDIHW\KD]DUGVWR YHORSHVWREHEXLOWXSIRUDJLYHQDLUFUDIW&* O\DQGLQDZD\WKDWFRXOGEHFDUULHGIRUZDUG DQGGD\W\SH7KLVPHWKRGSURYLGHVDUREXVW into an operational scenario is a subject in it’s QEC CARRIER SHIP MOTION & AMBIENT WIND optimisation approach that always achieves own right. Ship motion parameters and ambient wind maximum capability and provides sensitivity SRVL development must continue with (speed and direction relative to ship head- LQIRUPDWLRQZLWKLQWKHVROXWLRQVSDFH IXUWKHUDQDO\VLVVLPXODWLRQDQGV\VWHPV ing) are key external conditions in determin- 3(5)250$1&(&+$5$&7(5,6$7,21 integration of all stakeholders involved; LQJZKHWKHU659/LVSRVVLEOHDQGLISRVVL- 7KHPD[LPXPDFKLHYDEOHEULQJEDFNRFFXUV through to First of Class Flight Trials for EOHWKHPD[LPXPDFKLHYDEOHJURVVZHLJKWIRU at maximum ship speed in head seas (180° F-35B and the QEC carrier with a formal recovery.... ZLQGZDYHKHDGLQJ EHFDXVHRIWKLVKDVWKH VHWRIUHTXLUHPHQWVWRTXDOLI\DQGDFFHSW 659/237,0,6$7,210(7+2'2/2*< PD[LPXP:R'DYDLODEOH7KHJUHDWHUWKH DJDLQVW´ A methodology has been determined that YDOXHRIWKH:R'DYDLODEOHPHDQVWKHDLUVSHHG KWWSVYWRORUJVWRUHSURGXFWGHYHORSPHQWRIWKHVKLSERUQHUROO- LQJYHUWLFDOODQGLQJVUYOPDQRHXYUHIRUWKHIEDLUFUDIWFIP A Af

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Most Forward Aim- Point (Hence FLL) Main Landing Gear Touch- https://vtol.org/store/product/development-of- Down Position Associated the-shipborne-rolling-vertical-landing-srvl- With Forward Aim-Point manoeuvre-for-the-f35b-aircraft-9024.cfm ‘Engines’: http://ontheroger.proboards.com/thread/4981/#ixzz2r6pJCovb “The figures that were being used for the UK Hot Day [requiring an SRVL] were actually 35.5C, 992Mb. These came from a detailed survey of the temps experienced at sea [“...the 'UK Hot Day' – actually, it reflects the most severe conditions in the Persian Gulf....”] during the hot middle of the year. The US Mil Spec Hot day was 32.1C, 1013Mb.” - Preparing for take-off: UK ramps up JSF carrier integration effort 11 Dec 2008 International Defence Review: http://militarynuts.com/index.php?showtopic=1507&st=120

- “...According to the MoD, these flight trials “demonstrated that SRVL was a safe recov- ery method to the ship at Sea State 6 in day, visual conditions”, although it added that Charles de Gaulle is a “particularly stable ship” and there is “no ship motion data to enable comparison to how CVF will react in the same sea conditions”. [WhilstCVFis 60,000 tons with stabilisation and large deck equivalent.] Other forthcoming work will include further investigations on an SRVL clearance aboard CVF, optimisation of the approach profile, reaching an agreement on the optim- al post-touchdown technique, and mitigation for failure cases such as a burst tyre on touchdown. [+ BOLTER UP THE SKI JUMP!] Work is also to continue to mature the SRVL-optimised VLA arrangements, look at the possible ‘tuning’ of the JSF flight control laws, and further study the effect of SRVL on the CVF sortie generation rate, Rosa said, while acknowledging that the “exact scope of capability is only likely to be confirmed after First of Class Flying Trials” aboard CVF....” [c.2018 perhaps] Engines 1st Oct 2018 IDQ7KHVKDIWLV¿[HGWRWKH/3 ‡ Roll post doors, one in each shaft of the engine and rotates wing lower surface, open “…First, it might be of help all the time. 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. https://vtol.org/store/product/ 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 development-of-the-shipborne- Copyright © 2010 by the American Helicopter Society International, Inc. All rights reserved. rolling-vertical-landing-srvl- developing the SRVL manoeuvre and assessing the piloted simulations using an AV-8B model and a manoeuvre-for-the-f35b- capability of the Air Vehicle and the Autonomic safety workshop bringing together industry and ABSTRACT Logistics System in the context of this manoeuvre on aircraft-9024.cfm 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 UK ‘East of Suez’ HOT DAY 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 https://vtol.org/store/product/development-of-the-shipborne-rolling-vertical-landing-srvl-manoeuvre-for-the-f35b-aircraft-9024.cfm SRVL Bring https://vtol.org/store/product/development-of-the-shipborne-rolling-vertical-landing-srvl-manoeuvre-for-the-f35b-aircraft-9024.cfm Back Above 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

Page 11 Page 12 US & UK join forces in recent -RLQWUHVHDUFKHϑRUWVRQERWK EHHQH[WUDRUGLQDU\´ F35 ship integration trials sides of the Atlantic have de- 2XUIDFLOLW\DW:DUWRQLVFXU- YHORSHGHQKDQFHGDLUFUDIWÀLJKW 24 March 2014 UHQWO\HQJDJHGLQVXSSRUWLQJ8. controls and displays which are FDUULHULQWHJUDWLRQDQGULVNUHGXF- /DQGLQJ¿[HGZLQJDLUFUDIWRQDLU- DSSOLFDEOHWRERWKWKH)&&DU- WLRQVWXGLHVUHDOLVWLFDOO\VLPXODW- FUDIWFDUULHUVFRXOGEHUHYROXWLRQ- rier Variant arrested recovery LQJWKHODQGLQJDQGWDNHRϑFKDU- LVHGWKDQNVWRDUHFHQWSLORWHG and the F35B STOVL variant SRVL DFWHULVWLFVRID)%6729/YDULDQW ÀLJKWVLPXODWLRQWULDO7KHWULDOVDZ recovery to the aircraft carri- WRDQGIURPWKH4XHHQ(OL]DEHWK 8.DQG86SDUWQHUVRQWKH) HUDOEHLWVHSDUDWHGE\VRPH FODVVFDUULHUDOORZLQJHQJLQHHUV SURJUDPPHXVHRXUZRUOGFODVV knots approach airspeed. DQGSLORWVWRKHOSGH¿QHDQGUH- )6LPXODWLRQIDFLOLW\DW:DUWRQWR 7KHUHFHQWÀLJKWVLPXODWLRQWUL- ¿QHWKHGHVLJQOD\RXWDQGRSHUD- WHVWQHZFRQFHSWVIRUODQGLQJ DOVDW:DUWRQWHVWHGWKHVHHQ- WLRQVIRUERWKSODWIRUPV7KHZRUN :H¶YHEHHQDFWLYHO\LQYROYHGLQ KDQFHGFRQWUROODZPRGHVIRU)& EHLQJXQGHUWDNHQLQWKHVLPXODWRU WKHGHVLJQRIWKH6KLSERUQH5ROOLQJ DUUHVWHGUHFRYHULHVWRD1LPLW] LVJHQHUDWLQJODUJHVDYLQJVDVUH- 9HUWLFDO/DQGLQJ 659/ PDQRHX- FODVVFDUULHUDQGJDLQHGSRVLWLYH ¿QHPHQWVFDQEHIHGLQWRWKHGH- YUHEHLQJGHYHORSHGIRUWKH8. IHHGEDFNIURPWKH861DY\DQG VLJQSKDVHRIERWKSURJUDPPHV 02'ZKHQWKH)%/LJKWQLQJ,, )WHVWSLORWVLQYROYHGLQWKHWULDO 7KHVLPXODWRUFDQDOVREH 6KRUW7DNHRϑDQG9HUWLFDO/DQG- -DPHV'HQKDP $HURPHFKDQ- VZLWFKHGWRUHSUHVHQWWKH)& LQJ 6729/ DLUFUDIWDQGWKHQHZ LFVGLYLVLRQDWWKH861DYDO$LU &DUULHU9DULDQW 861LPLW] 4XHHQ(OL]DEHWK&ODVV 4(& $LU- 6\VWHPV&RPPDQG VDLG³'XU- FDUULHUGHFNDVZDVGHPRQ- FUDIW&DUULHUVFRPHLQWRRSHUDWLRQ- LQJWKLVWULDOZH¶YHLGHQWL¿HGLP- VWUDWHGLQWKLVWULDO)XUWKHUWUL- DOVHUYLFH SURYHPHQWVWRGHOLYHUPRUHDFFX- DOVDUHGXHWRWDNHSODFHVRRQ 7KH659/PDQRHXYUHSURYLGHV UDWHWRXFKGRZQVOHVVEROWHUVDQG WRWHVWWKHVDPHFRQWUROODZ HQKDQFHGµEULQJEDFN¶PHDQLQJ UHGXFHGSLORWWUDLQLQJ8OWLPDWH- PRGHIRU)%659/UHFRYHULHV WKHDLUFUDIWLVFDSDEOHRIEULQJLQJ O\ZKDWZH¶YHEHHQDEOHWRWHVWLQ WRWKH8.¶V4(&DLUFUDIWFDUUL- EDFNPRUHSD\ORDGLHZHDS- WKLVVLPXODWHGHQYLURQPHQWDOORZV HUVZLWKWKH861DY\REVHUYLQJ RQVDQGIXHORYHUYHUWLFDOODQG- XVWRLQIRUPIXWXUH&RQFHSWVRI LQJVRZLQJWRWKHZLQJOLIWFUHDWHG 2SHUDWLRQ7KHFRRUGLQDWLRQDQG KWWSZZZEDHV\VWHPVFRPDUWLFOH E\IRUZDUGDLUVSHHGDWWRXFKGRZQ FRRSHUDWLRQEHWZHHQXVDOOKDV %$(6BXVDQGXNMRLQIRUFHV in-recent-f35-ship-integration-trial ANALYSIS: UK aircraft carrier nears programme milestone 02 May 2014 Craig Hoyle: http://www.flightglobal.com/news/articles/analysis-uk-aircraft-carrier-nears-programme-milestone-398781/ - “...The scale of the new-generation vessel is underlined first by taking the 110 steps from dock-side to its flightdeck, and then by surveying the latter. Roughly 300m (984ft) long and 73m across at its widest point, this “four acres of sovereign real estate” includes the vessel’s signature “ski-jump” ramp, installed from late last year. Approximately 61m long and over 13m wide, this will assist with launching the carrier’s future strike capability: the short take-off and vertical landing F-35B. ...Once in use, the Queen Elizabeth will be capable of mounting sustained operations with an embarked air wing of up to 40 aircraft,... Up to 24 F-35s can be accommodated on the flightdeck, which has room for 12 fully-equipped aircraft servicing points. Below, the ship’s 163m long and 26m wide hangar has room for 20 fighters, and its two aircraft lifts are each capable of transferring a pair of F-35s within 1min. They will also be able to move a Royal Air Force Boeing CH-47 Chinook transport helicopter with its rotor blades still attached, unlike on the navy’s legacy carriers. The entire flightdeck will eventually be coated with a thermal metal spray, similar to that used in the offshore oil and gas sector. This will feature a unique rough finish, which will last significantly longer than traditional deck paint, which proved inadequate during previous at-sea testing conducted with the US Marine Corps. It will also provide the incre- ased grip essential for aircraft landing using the UK-developed shipborne rolling vertical landing (SRVL) technique, says Eddie Trott, aviation & platform lead (STOVL reversion) for the Aircraft Carrier Alliance. Flight activities will be managed from the “flyco” flight operations centre, which is contained within the ves- sel’s aft of two islands. Simulation-based work has already demon-strated that the Queen Elizabeth-class ships will be able to “equal or better” the Ministry of Defence’s required sortie generation rate, says David Atkinson, who is responsible for aircraft to ship integration work on the F-35 for alliance member BAE Systems. Trials are scheduled to take place off the eastern seaboard of the USA in the fourth quarter of 2018, involving at least two of the UK’s initial operational test and evaluation examples of the F-35B. Only at that point will the UK be able to test its SRVL technique under embarked conditions: an advance that will also be of great interest to the USMC. For now, large-deck carrier experience is being gained by RN personnel via a special skills programme agreement with the US Navy, which currently includes having deck handlers and pilots on the USS Harry S Truman. The UK has so far received three test-phase examples of the F-35B, with a fourth now on order to support its training activities in the USA. A recently anticipated contract signing for its first 14 operational jets has yet to be made, with the delay attributable to ongoing cost uncertainty, driven by the US Department of Defense’s fiscal year 2015 budget approv- al process....” JSF To Develop Landing Technique For U.K. Carriers – Oct 15, 2010 – Graham Warwick http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=defense&id=news/asd/2010/10/15/03.xml “While the future of the U.K. Royal Navy’s two new aircraft carriers is uncertain, Lockheed Martin has been awarded a $13 million contract to incorporate shipborne rolling vertical landing (SRVL) capability into the F-35B for the U.K. SRVL will increase the payload that the F-35B can bring back to the carrier by 2,000-4,000 lb. above what is possible with a Harrier-style vertical landing, reducing the need to dump unused weapons or fuel before recovery. The maneuver involves landing at a slow forward speed so that some wing lift is available to supplement lift provided by the short-takeoff-and-vertical-landing (Stovl) propulsion system. The 2 Q. E. Class carriers are designed around the STOVL F-35B. The ships are already under construction & planned for service entry in 2016 & 2018, but threatened by the new U.K. government’s strategic defense review. Development of the recovery technique by the Joint Strike Fighter team, Qinetiq and the U.K. Defense Science & Technology Laboratory required several potential safety hazards to be overcome, says Richard Cook, BAE Systems SRVL project lead. He spoke at last week’s International Powered Lift Conference in Philadelphia. These included risks of the aircraft hitting the stern of the carrier on approach; the deflected main engine nozzle striking the deck on touchdown; exceedingthe gear strength; and insufficient stopping distance after touchdown. The result was development of a flexible SRVL maneuver in which the pilot flies a constant Earth-referenced glideslope to touchdown on the moving deck, at which point the aircraft de-rotates and brakes. The maneuver uses a shipboard visual landing aid called the Bedford Array. This is an array of lights on the deck centerline that provides a glideslope indication stabilized for ship heave and pitch. The lights illuminate based on ship motion to provide a stabilized aimpoint for the pilot. This array is used in conjunction with a special velocity-vector symbol and glideslope scale on the pilot’s helmet-mounted display. Aligning the helmet symbology with the aimpoint provided by the lights on the deck allows the pilot to clear the ship’s aft ramp and touch down at the planned point with the specified descent rate, Cook says. Flight tests of the SRVL were conducted on the French Navy carrier Charles de Gaulle using the Vectored-thrust Aircraft Advanced Control testbed Harrier, which was programmed with F-35B’s control laws. Cook says the U.K.’s threshold & objective bring-back payload goals are “conditionally achievable” with SRVL, with further development required through flight trials of the F-35B and tests with the first Queen Elizabeth carrier.” Pratt Advances On F135 Stovl Boost Plan–Apr 6, 2011 By Guy Norris http://www.aviationweek.com/aw/generic/story_generic.jsp? channel=defense&id=news/asd/2011/04/06/02.xml&headline=Pratt Advances On F135 Stovl Boost Plan - “Pratt & Whitney has updated progress on a four-point plan to help Lockheed Martin correct issues with the F-35B short take-off and vertical landing (Stovl) variant, development of which has been placed "on probation" by Pentagon leadership...... Describing additional details of the company's four-point plan for the F135-600 Stovl engine variant, Boley says first "we have to understand what role we have in any additional vertical lift bring back (VLBB). We can provide more thrust if that's desired." The overall VLBB requirement, which refers to returning for a vertical landing with an unused weapons load corresponding to 2 x 1,000-lb. JDAMs & 2 x Amraams, is around 3,000 lb. Lockheed Martin "is not asking for more thrust, but if we did provide it, it will be 100 lb., which is easily accommodated," Boley says. The thrust delta, achieved through a scheduling change in the full authority digital engine control, is so small compared to the engine's overall max hover thrust capability that it could "almost be a production variability." Thrust increase would necessarily have to be spread evenly throughout the system, which, in hover mode, diverts around 16,000 lb. through the engine's main nozzle, 20,000 lb. via the lift fan and an estimated 4,000 lb. through the roll posts. Pratt formerly indicated the main nozzle delivers 15,700 lb., the lift fan 20,000 lb. & roll posts some 3,700 lb., combining for a total of 39,400 lb. thrust. However, the company confirms total max hover thrust is now "greater" than 40,000 lb. In conventional up-and-away mode, the F135 is rated at 43,000 lb. thrust. Lockheed's "stack up" of items that will increase VLBB is mainly being tackled through fur- ther trimming of un-specified empty weight and other non-engine-related changes, Boley says. Secondly, Boley says work is underway to complete a redesigned lift fan driveshaft, which he adds will also cost less than the cur- rent unit. The shaft is being redesigned with a new bellows coupling to accommodate variations in length resulting from build toleran- ces, thermal and pressure growth and maneuver deflection. "That's coming along well," Boley says. Shim-spacers are being fitted to shafts in the interim, and the production shaft with redesigned coupling will be available early in 2012. Third, Pratt and lift-system partner Rolls-Royce are working to put extra insulation around the roll post actuators for improved ther- mal management. During flight tests it was discovered that hot engine air was leaking through nozzle roll-post seals and heating the actuator. Until retrofit of the insulation is complete the amount of time the aircraft spends in jetborne (Stovl) flight is being limited. "Fourth, we need to address the issue of clutch drag and heating that occurs outside the Stovl envelope. We have solutions that should be in place in the third quarter," Boley says, referring to a passive cooling circuit that will provide cooling air to the clutch in up- and-away flight when the forced-cooling fan used in Stovl mode is turned off....”            08 Oct 2010 Illustrious below  DATE:08/10/10 SOURCE:Flight International “The figures that were being used for the UK Hot Day were actually 35.5C, 992Mb. These came from a detailed survey of the temps experienced at sea during the hot middle of

'  the year. The US Mil Spec Hot US Mil Spec Hot day 32.1C (90F), 1013Mb and ‘UK Hot Day’ is 35.5C (95.9F), 992Mb day was 32.1C, 1013Mb.”   “Approaches would typically be flown at 60–70kt (111–129km/h) and with a flight path angle of 6–7°. An algorithm is used to calculate the optimum approach profile for given sea conditions, while the best landing point will be highlighted by using deck lighting.” http://www.flightglobal.com/articles/2010/10/08/348294/lockheed-gets-funds-for-uk-f-35-landing-modification.html RAMP UP Deck-mounted ski-jump assembly marks key step toward U.K. carrier-based JSF operations Guy Norris, Aviation Week & Space Technology / 19 Aug 2013 pp. 33-35 “...Design work is also close to completion on the ship-borne rolling-vertical-landing (SRVL) system, which is being developed for the U.K. by Lockheed Martin, BAE Systems and Northrop Grumman. The SRVL technique, which will also be used by the U.S. Marine Corps while operating F-35B short-takeoff-and-vertical-landing vari- ants from U.S. Navy carriers, enables the aircraft to land at heavier weights than possible when making a vertic- al landing. Initial flight trials of the F-35B, including SRVLs, are expected in 2018. Under this technique, the aircraft will follow a conventional 2.5-3-deg. glideslope from 1,000-ft. toward the carrier until leveling off at 200 ft., where it will stabilize for a final approach at 7 deg. Flying at around 60 kt., compared to 120 kt. for a conventional carrier approach, up to 5-10 % of the overall lift will be generated by forward flight. "This increases the recovery weight above ver- tical landing and enhances the bring-back load by an extra 2,000-4,000 lb.," says Atkinson. "The intention is always to stop with brakes and engine at idle, compared to the carrier landing where the intent is always to bolter (aka touch-and-go). The SRVL touchdown point is variable with ship motion, while the carrier landing point is always on the arresting wires. Pilots will fly the approach using a stabilized and illuminated aim point on the ship's deck & a ship-referenced velocity vector on their helmet-mounted displays. The technique is being developed using a modified flight sim- ulator at BAE's Warton, England, facility. The company has also been running tests at its hot-gas test rig at the same site to replicate the aero-thermal environment caused by the F-35's exhaust. "The F-35 has a much more powerful propulsion system so we have to take account of the high-energy, hot-cold flow. We looked in the sim- ulator at the repeatability of approaches and at how much of the catwalks we would have to sterilize (heat treat). We also looked at hover transition corridors for aircraft to land. We used computational fluid dynamics and sub- scale model tests to protect areas from heat transfer; along with full-scale testing," says Atkinson. BAE built a 15.7%-scale model of a QEC catwalk with containers, fuel systems, life rafts and sections of the ship's deck. It then used the hot-gas test rig at Warton to expose the model to the full-scale pressure of a F-35 gas stream. "We've been testing things like life rafts without and with all sorts of covers. We want to protect for a single pass in areas that would not normally be overflown," he adds.” http://www.codeonemagazine.com/ gallery_slideshow.html?gallery_id=14 ROLL ‘Going Nozzle Vertical’

LiftFan

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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 http://www.ainonline.com/aviation-news/ain-defense- continued promotion of expeditionary capability, which finds its greatest expression in perspective/2014-07-18/british-carrier-remains-controversial 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 Six Degrees of Freedom 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. The UK had representatives in the program office metal decks that have been specially coated. from the outset; sent a test pilot and 10 engineers to NAS Patuxent River in 2004, and Harriers only carry out RVLs Rolling Vertical Landings on long runways as required - never on carrier decks - they are not suitable nor safe there. Lockheed: Many F-35B landings won’t be vertical By Philip Ewing Tuesday, June 7th, 2011 http://www.dodbuzz.com/2011/06/07/lockheed-many-f-35b-landings-wont-be-vertical/ “A Marine Corps photo set this week shows a squadron of veteran AV-8B Harriers at work in Afghanistan supporting troops on the ground, and it brought to mind one of the capabil- ities the Marines’ F-35B Lightning II will have that the Harrier doesn’t. Everybody knows that the B can “transform,” like a Decepticon, for short takeoffs and vertical landings on Navy amphibious ships at sea. But unlike a Harrier, the B also can land like a conventional airplane, said Lockheed Martin vice president Steve O’Bryan at the company’s big media day last month. So what, you might say. Well, the Harrier doesn’t land conventionally: Every time it comes back, even to a ground base, it needs to do a vertical landing or a rolling vertical landing, O’Bryan said, burning fuel & working its jet nozzles more or less the same way. But if a Lightning II pilot wants to, she’ll be able to land down a runway like a normal fight- er jet, without engaging the lift fan or all those other ports & hatches & bells & whistles. If many — or most — of the flights that a fighter makes over its life are not under operat- ional circumstances, because pilots are training or ferrying their jets, that could mean that a typical B won’t need its vertical landing capability most of the time. “I don’t want to speak for the Marine Corps, but as we do analysis for the STOVL variant, [we think] most of the landings will be conventional landings — you can come back and land on a normal 8,000-foot airstrip without stressing all those components,” O’Bryan said. “Of course it’s up to the operational units, but why would I stress those if I don’t have to? …That is an option [a completely conventional landing on a suitable runway – NO STOVL] that’s not available on the current generation of STOVL airplanes.” Lightning II – new agility for the 21st century http://www.mod.uk/NR/rdonlyres/9DEBC990-61EE-4363-A5F4-CA4A63DFF6B3/0/desider_51_August2012v1_2U.pdf - “...Onboard the Queen Elizabeth aircraft carriers, the jet would take off at its maximum weight of nearly 27 tonnes using a UK-developed ski- jump & land either vertically or using the novel UK-developed Short Roll- ing Vertical Landing (SRVL) technique. This would enable the jet to land at a much higher weight than is possible in a purely vertical landing. Wg Cdr Hackett said: "SRVL is under development for the carriers but it means the aircraft would fly in at around 60 to 70 mph (around 52-61 KIAS) & then brake to a stop on the deck, without the need for any costly arrester gear. It will be able to land up to 1.8 tonnes heavier than otherwise be poss- ible, meaning unexpended weapons can be brought back to the ship....” - F-35 Lightning II Program Status and Fast Facts December 11, 2012 http://f-35.ca/wp-content/uploads/2012/12/F-35-Fast-Facts-December-11-2012.pdf “On November 30, BF-1 accomplished the longest duration F-35 hoverat10mins. On December 3, BF-1 accomplished its 200th vertical landing at PAX & complet- ed maximum weight hover, vertical landing & 90 degree translation on Dec 6. On December 6, BF-4 flew the 1st STOVL mode night ops, including night hover.” The tires on the Marine Corps’ jets had a so-called initial wear rate of 10 to 11 5th-Generation Fighter, 1st-Generation landings per tire during testing, DellaVedova said. That rate worsened during more Tires? Brendan McGarry 19 Sep 2013 recent testing, which includes a higher mix of conventional take-offs and landings, he said. However, the results have improved slightly since last month’s fielding of a http://defensetech.org/2013/09/19/5th- temporary replacement tire with a thicker tread, he said.

generation-fighter-1st-generation-tires/ The tires, which cost about $1,500 apiece, are made by Dunlop Aircraft Tyres Ltd., based in the United Kingdom, DellaVedova said. The company also made tires for Lockheed Martin Corp. bills the F-35 as the pinnacle of more than five decades of the AV-8B Harrier jump jet, whose performance requirements are similar to those of fighter-jet development, with the latest in stealth technology, supersonic speed, the F-35B, he said. extreme agility and the most powerful sensor package available.

Lockheed and Dunlop plan to begin delivering a redesigned product to the military by But someone apparently forgot to kick the tires. the end of the year, DellaVedova said. Bogdan, the general, said the companies will have to cover the cost of the redesign. “I’m not paying a penny,” he said at the Air Force Lt. Gen. Christopher Bogdan, who oversees the Defense Department’s conference. Joint Strike Fighter program, this week said some parts of the plane break down too frequently. When a reporter asked for examples, Bogdan cited a seemingly mundane A Dunlop spokesman said the company has no record of tires “falling off” the aircraft component: the tires. but acknowledged there have been “some performance issues” with the initial tires.

“Those tires today are coming off the airplane way, way, way too frequently,” Bogdan “The F-35B faces a unique and challenging operational environment that is quite said Sept. 17 at the Air Force Association’s annual Air & Space Conference and different to other variants of the aircraft,” the spokesman, John Butters, said in an Technology Exposition at National Harbor, Md. e-mailed statement.

The problem only affects the tires on the Marine Corps’ version of the plane, known “Dunlop has a long and successful history of supporting STOVL aircraft, having pro- as the F-35B, according to Joe DellaVedova, a spokesman for the Pentagon’s F-35 vided tyres for every British Harrier jet and to the US for the AV-8B and, currently, the program office. Unlike the Air Force’s F-35A or the Navy’s F-35C variants, the F-35B Harriers operated by the Indian Navy,” he added, referring to the acronym for short takes off from both conventional and short runways, which puts greater stress on the take-off and vertical landing. “We look forward to building on this with the F-35B.” tires, he said. (It can also hover and land like a helicopter onto a ship.) The Air Force and Navy versions of the plane use a different type of tire made by “Tire wear must be improved for the F-35B variant and we have taken concrete Goodyear Tire & Rubber Co., DellaVedova said. That firm’s products “meet actions to fix this problem,” DellaVedova said in an e-mailed statement. specification requirements and have adequate wear characteristics,” he said.... Assembly of New Royal Navy Air- craft Carriers Gets Underway In Fife (Source: U.K Ministry of Defence; issued September 21, 2011) - http://www.defense-aerospace.com/article-view/release/128912/assembly-of-new-uk-aircraft-carriers-gets-underway.html - “...Chief of Defence Materiel, Bernard Gray, said: ...The Queen Elizabeth Class carriers will be the centre- piece of Britain's military capability and will routinely operate 12 of the carrier-variant Joint Strike Fighter jets, allowing for unparalleled interoperability with allied forces. Each carrier will have nine decks, plus a flight deck the size of three football pitches, & two propellers weighing 33 tonnes — nearly two-and-a-half times as heavy as a double-decker bus — driving the ship at a maximum speed of over 25 knots (46km/h)....” UK to extend rolling carrier landing research for JSF 21 Aug 2008 http://www.flightglobal.com/news/articles/uk-to-extend-rolling-carrier-landing-research-for-jsf-314976/

- “The UK Ministry of Defence is continuing research to refine a hybrid shipboard rolling vertical landing (SRVL) technique, potentially to be employed as the primary recovery mode for Lockheed Martin F-35B Joint Strike Fighters operating from the Royal Navy's two Future Aircraft Carriers (CVF). A programme of MoD-sponsored research work, including technical advice from the Defence Science and Technology Laboratory (Dstl), has already concluded that SRVL would offer a significant increase to the F-35B's payload "bring back", without any fundamental platform or safety issues. However, further investig- ations are planned to address a range of optimisation and integration issues, says Martin Rosa, JSF technical co-ordinator in the Dstl's air and weapon systems department. An SRVL involves a short take-off and vertical landing aircraft per- forming a "running landing" on to the carrier flightdeck, using air speed to provide wingborne lift to comple- ment engine thrust. The touchdown position on an axial flightdeck is similar to that of a conventional carrier - about 45m (150ft) from the stern, but no arrestor gear is required, as the aircraft uses its brakes to come to a stop within a distance of 90-150m. The technique could allow an F-35B to recover with an extra 907kg (2,000lb) of weapons and fuel, or reduce propulsion system stress and increase engine life. The Dstl began work to examine the feasibility of employing the SRVL manoeuvre in the late 1990s. Following a series of simulation-based studies, the MoD's investment approvals board in July 2006 endorsed the requirement as part of its F-35B- based Joint Combat Aircraft programme. Speaking at the Royal Aeronautical Society's International Powered Lift conference in London in July, Rosa said SRVL studies have shown that "a way forward exists to achieving operationally useful in- creases in bring-back, compared to a vertical landing, on board CVF with an appropriate level of safety". But "uncertainties remain in terms of the scope of an operational clearance and the potential impact on the sortie generation rate for CVF". Qinetiq used its VAAC Harrier testbed to perform representative land-based flight trials and a ship-based SRVL demonstrati- on aboard the French navy's aircraft carrier Charles de Gaulle last year. Rosa said past work has also identified a promising visual landing aids (VLA) concept optimised for SRVL & stabilised against deck motion. "We will continue to mature the SRVL-optimised VLA arrangements, look at the possible 'tuning' of the JSF flight-control laws, and further study the effect of SRVL on the CVF sortie generat- ion rate," he said. The capability's full scope will be confirmed after flight trials from the 65,000t vessels, which are due to enter service in 2014 and 2016, respectively. Other forthcoming work includes optimisation of the approach profile, agreement on the optimal post-touchdown technique, and mitigation for failure cases, such as a burst tyre on touchdown.” CVF: http://navy-matters.beedall.com/cvf1-02.htm Hull Dimensions (length x beam): STOVL CVF 284 metres (931 feet) length overall; 73 metres (239 feet) max width at flightdeck; Preparing for take-off: UK ramps 263.5 metres (865 feet) pp; up F-35 carrier integration effort 39 metres beam (water line) (128 feet) “...In the final analysis, the decision has been taken Draft: 11 metres (36 feet) JBD to delete the JBD from the STOVL CVF design. Cdr http://navy-matters.beedall. Scrubbed/ Lison explains: "We determined from the CFD mod- DELETED elling that the legacy JBD did not offer adequate com/cvf1-01.htm protection. Alternative designs were considered which offered some benefit, but two considerations persuaded us to delete the requirement. "First, the nozzle scheduling of the F-35B on take-off has yet to be fully established, and there was a risk that the jet blast would simply 'bounce' over the JBD. Second, the JBD was in a single fixed position on the flight deck, so there was no flexibil- ity with regard to the length of the take-off run."...” 11-Dec-2008 International Defence Review http://militarynuts.com/index.php?showtopic=1507&st=120 “...BF-1 accomplished the first F-35 five Creeping Vertical Landings (CVLs) on August 23....” F-35 Lightning II Program Status and Fast Facts September 5, 2012 http://f-35.ca/wp-content/uploads/2012/09/F-35-Fast-Facts-September-5-2012.pdf

http://navy-matters.beedall.com/cvfimages/cvf-model-oct04-1.jpg Nimitz class: Displacement: 100,000 to 104,600 long tons Length: Overall 1,092 feet (332.8 m); Waterline 1,040 feet (317.0 m) Beam: Overall 252 ft (76.8 m); Waterline 134 ft (40.8 m) Hanger deck: 684 ft (208.4m) x 108 ft (32.9m) x 26.5 ft (8m) Flight deck area: 196,020 ft² (18,210 m²) USS Midway: Displacement: 69,873 long tons Length: Overall 979 feet (298.4 m); Waterline 900 feet (274.3 m) Beam: Overall 263 ft (80.2 m); Waterline 113 ft (34.4 m) [136' (41.45) over bulges] Hanger deck: 692 ft (210.9m) x 85 ft (25.9m) x 17.5 ft (5.3m) Flight deck area: 175,111.2 ft² (16,268.4 m²) HMS Queen Elizabeth: Displacement: 69,500 long tons Length: Overall 284 m (931 ft); Waterline ? Beam: Overall 73 m (239.5 ft); Waterline 39 m (128 ft) Hanger deck: 155m (508.5 ft) x 33.5m (110 ft) x 6.7m (22 ft) to 10m (32.8 ft) high Flight deck area: 16,000 m² (172,220 ft²) including islands and lifts, nearly 13,000 m² (~138,930 ft²) otherwise http://www.queenelizabethcruises.net/wp-content /uploads/2013/10/UK-aircraft-carriers-size-comparison.jpg Salty Dogs & Funky Jets Oct 2015 Mark Ayton Air International OCTOBER 2015 Vol.89 No.4 Wet Runway Testing “It’s strange that wet runway testing must be conducted at Edwards Air Force Base in the Mojave Desert. Annual rainfall on America’s east coast requires runways to drain away quickly and does not provide sufficient time to con- duct wet runway tests. The main Edwards runway is ideal for wet runway tests. It has a flat section that allows a sheet of water an eighth of an inch thick and a layer of AFFF (aqueous film forming foam, which is used for fire fighting) to be laid down. This gives a window of about five minutes when the runway is wet enough to meet the runway condition rating (RCR) criteria. The pilot runs the aircraft up to the wet section at which point he applies moderate braking. Cdr Ted Dyckman explained: “That represents 60% peddle deflections while tracking down the runway to see how it stops to deter- mine anti-skid performance. We have directional control points that indicate where the pilot enters the wet section and corrects back to centre line from an off set of 20 feet. “We conduct two verification flying points. First we fly and land in the wet section to make sure there are no directional control issues. The F-35A and the F-35C each use similar types of main tyres but the F-35C’s double nosewheel configuration gives slightly better tracking performance than its single-wheel stablemates. The team conducted wet runway tests with normal field service tyres and carrier surface tyres. The latter simulates catapult launches and arrested landings back on the ship. To prevent carrier surface tyres from rolling on the deck because of the side forces applied they are inflated to a higher pressure which makes them track well but hydroplane. They also take further to stop because the tyre’s surface area in contact with the deck is reduced by the higher pressure. The field service tyres also tracked well and stopped in the same distance. Test points were conducted at 60, 90, 110 and 130 knots using wet sections measuring 2,500, 3,000, 4,000 and about 6,000 feet respectively. As soon as the RCR meets the test point (measured by an instrumented truck track- ing down the side of the section to avoid the painted centre line which would give a very inaccurate value) criteria, the pilot runs down the wet section replicating a landing run, conducts the braking test and clears the area. The truck remeasures the RCR value and records the time between the two for an average figure. During the directional test, when the main tyres run over the centre line, the aircraft skids slightly because of the effect of reduced friction on the paint. The test team completed the trials in mid-April.” http:// www.f-16.n et/forum/ download/ file.php? id=18075

BEDFORD ARRAY VIEW F-35B SRVL APPROACH “...One objective of the trials has been to come up with a set of requirementsthatde- fine which tools and techniques are required by the Landing Signals Officers in the Flyco, helping in the safe recovery of the approaching aircraft.” ‘Desider’ Jan 2013 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/43678/desider_56_2013_Jan-U.pdf “...QinetiQ has also been tasked to examine the function, location and support of the landing safety officer (LSO) on board CVF. Fred Scorer, lead engineer for QinetiQ’s VAAC JSF risk reduction programme, said; “We explored how the LSO, located inthe Flyco [Flying Control] station in CVF’s aft island, could use a video systemto‘talk down’ a pilot making an SRVL recovery. “The concept we developed uses an electronically stabilised camera, bolted to the ship’s superstructure, which takes a feed from the same inertial reference sensors as the Bedford Array and so depicts the same stabilised approach to the LSO.” Having been proven in a simulator, this so-called ‘Scorer camera’ [funny haha] system – using off-the-shelf camera and display technology – was also trialled onboard Illustrious. “All the assessor pilots in the VAAC Harrier flew ‘talk down’ approaches on the LSO glideslope,” said Scorer. “We had very positive results, confirming that the system was straightforward and accurate.”...”

“...The touchdown position on the axial flight deck is about 150 ft from the stern, similar to that of a conventional carrier....” BRIEFING, SHIPBORNE ROLLING VERTICAL LANDING by SRVL? Richard Scott, Jane’s Naval Consultant http://www.zinio. com/reader.jsp?issue=384167391&o=int&prev=sub&p=28 F-35B begins 'ski-jump' trials for carrier operations 23 Jun 2015 Gareth Jennings http://www.janes.com/article/52509/f-35b-begins-ski-jump-trials-for-carrier-operations

- “...Although the JSF programme is being chiefly driven by the United States, the UK is leading the way in developing technologies and techniques for employing the F-35B at sea. As well as the 'ski-jump', BAE Systems has developed a Bedford Array deck-lighting system (invented by a former UK Harrier pilot) to allow the recovery of the jet using the short rolling vertical landing (SRVL) method. The SRVL landing technique involves the F-35B performing a conventional landing with a touchdown speed of just 30 kt relative to the ship's forward motion. This enables the aircraft to bring back significantly more fuel or munitions than possible with a standard vertical landing. The system works using a series of evenly spaced lights that run the length of the flight deck centreline. Only one light flashes at any given time, the specific light changing in sync with the pitching of the ship. This allows the pilot to focus on one point on the deck regardless of the relative movement of the ship for a relatively simple approach and recovery. As part of this work Wilson himself has developed new helmet- mounted symbology, known as the Ship Reference Velocity Vector (SRVV), to help the pilot better judge his approach to the ship. BAE Systems has also built a networked 180° panoramic cockpit position and a 180° panoramic landing safety officer (LSO) position to simulate and help train for carrier deck movements. While all of these technologies and techniques are being developed chiefly with the UK in mind, both the US Navy and US Marine Corps have shown strong interest and may well adopt some or all of the concepts for their own use.” VIDEO www.satellite-evolution.com | July/August 2008 SRVL F-35B Demo CVF Sim + extras https://www.youtube.com/ watch?v=8uPWjq23vL0

http:// www.satellite- evolution.com/ Satellite%202007/ Issues/GMC-Aug- web/bae.pdf http:// desider Dec 2013 Issue 67 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/263837/desider_67_DecVers2.pdf farm8.staticflickr.com /7315/9929628335_e0 Carrier strike takes on a more realistic look | page 10 “...As well 48eb47c9_o.png as operating from the carriers, Lightning II will be jointly operated by the RAF and the Royal Navy from RAF Marham in Norfolk.”

ETS winter 2012_13 LIGHTNING STRIKES http://content.yudu.com/A219ee/ETSWin12/resources/20.htm “...Onboard the Queen Elizabeth aircraft carriers, the aircraft would take off at its maximum weight of nearly 27 tonnes using a UK-developed ski-jump, and land either vertically or using the novel UK-developed Short Rolling Vertical Landing [SRVL) technique. This would enable the jet to land at a much higher weight than is possible in a purely vertical Landing. [2204.62lbs = 1 tonne | 59,535lbs = 27 tonnes] (F-35B is in the 60K weight class) Wing Commander Hackett explained: "SRVL is under development for the carriers. but it means the aircraft would fly in at around 60 to 70 mph and then brake to a stop on the deck,.... It will be able to land up to 1.8 tonnes (4,000lbs [3968.32072 pounds]) heavier than would otherwise be possible, meaning unexpended weapons can be brought back to the ship.” VIDEO CVF LSO Panel

CVF SRVL Simulator VIDEO Explanation, stop distance at 40 knots ground speed is 200 feet https://www.youtube. com/watch? v=8uPWjq23vL0 VIDEO Combat Aircraft SPECIAL: vertical landing (STOVL) char- LVEHFDXVH\RXVWRSVLQNLQJ´ F-35 LIGHTNING II F-35: acteristics of the aircraft with- :KHQWDNLQJDQHZDLUFUDIW A Test Pilot’s Perspective in a half hour - that is how RXWIRUWKH¿UVWWLPHWKHUHLV easy the control laws have DVWDQGDUGSDWWHUQWKDWWKH June 2016 Andrew Drwiega PDGHLWWRÀ\´ WHVWSLORWVIROORZ³)RUWKH “Andrew Drwiega talked to “An aircraft like the AV-8B )$&PRGHVWKHUHDUHWZR Lockheed Martin Test Pilot HARRIER II was all manual ÀLJKWVIRUWKH)%VWKHUH Lt.Col. (Ret.) Paul Hattendorf, OLNHWKHROGDQDORJXHKHOLFRS DUHWKUHHÀLJKWV7KH¿UVW who has been testing aircraft WHUV´VDLG+DWWHQGRUI³

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Jump Richard Scott is Jane’s Naval HMS Hermes. However, this time the context is Back 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$$&+DUULHUÀHZD SORUHGKRZWKH/62ORFDWHGLQWKH and land (using vectored thrust to ef- total of 39 sorties in the southwest )O\&R>)O\LQJ&RQWURO@VWDWLRQLQ&9)¶V fect a vertical recovery). approaches between 12 and 19 No- aft island, could use a video system A manoeuvre that involves land- vember 2008 to prove the Bedford WRµWDONGRZQ¶DSLORWPDNLQJDQ659/ ing on the carrier deck with forward Array concept. In all, 67 vertical land- recovery. air speed but no arrestor quite nat- LQJVDQGDURXQG659/DSSURDFKHV “The concept we developed uses urally raises concerns as to risk fac- ZHUHÀRZQ an electronically stabilised camera, tors and safety margins. Yet the signs A second lighting array was EROWHGWRWKHVKLS¶VVXSHUVWUXFWXUH DUHWKDWWKH0R'DQGWKH51EHOLHYH ULJJHGRQWKHFDUULHUÀLJKWGHFNLWVHOI which takes a feed from the same in- 659/FDQKHPDGHWRZRUNWKURXJKD This was used for a parallel evaluation ertial reference sensors as the Bed- novel combination of manoeuvre and of the visual acuity of the lighting sys- ford Array and so depicts the same technology. WHPLQGLϑHUHQWDPELHQWFRQGLWLRQV VWDELOLVHGDSSURDFKWRWKH/62´ Since the end of the Second World on deck. Having been proven in a simulator, War, the UK can lay claim to pioneer- “This series of trials was designed WKLVVRFDOOHGµ6FRUHUFDPHUD¶>IXQQ\ ing a number of innovations that have WRUH¿QHWKHRSHUDWLRQDOFRQFHSWPLW- KDKD@V\VWHP±XVLQJRϑWKHVKHOI improved the safety and operability of igate failure cases and optimise the camera and display technology – was high performance jet aircraft from air- Bedford Array visual landing aids ar- also trialled onboard Illustrious. “All craft carriers. That record includes the UDQJHPHQW´VDLG/LHXWHQDQW&RP- WKHDVVHVVRUSLORWVLQWKH9$$&+DUUL- angled deck, the steam catapult, the PDQGHU&KULV*|WNH9$$&SURMHFW HUÀHZµWDONGRZQ¶DSSURDFKHVRQWKH mirror landing sight and the ski-jump pilot and one of the six assessor pilots /62JOLGHVORSH´VDLG6FRUHU³:HKDG – the odds appear to be shortening on participating in the trial. “The solution YHU\SRVLWLYHUHVXOWVFRQ¿UPLQJWKDW 659/EHFRPLQJWKHQH[W ZDV¿UVWWHVWHGLQ4LQHWL4ODEVDQG the system was straightforward and http://www.zinio.com/reader.jsp?issue has now been proved by successful accurate.” =384167391&o=int&prev=sub&p=28 6 Cleared to land! Testing on simulator gets to grips with helping UK F-35 pilots return ‘home’ https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/43678/desider_56_2013_Jan-U.pdf - “A room with a view – the Flight Control Office on the deck of HMS Queen Elizabeth has been at the centre of trials with RAF and Royal Navy personnel. When the short take-off and vertical landing (STOVL) variant of the F-35 comes in to land on the deck of the UK’s next carriers it will be vital that pilots are well-versed in the skills of landing on a moving deck. Pilots have been visiting the BAE Systems simulator at Warton in Lancashire to familiarise themselves with the deck they will land on and the office – Flyco as it is known – from where personnel will guide them in. “We are very supportive here in trying to help the customer come to terms with what the change to the STOVL version means in terms of bringing that aeroplane back into land on the Queen Elizabeth carriers,” said Pete Wilson, BAE Systems’ lead test pilot for the F-35 STOVL aircraft. “We are reverting back to a manoeuvre called Shipborne Rolling Vertical Landing which means we are going to bring the F-35B into land on the deck at about 60 knots [IAS Indicated Air Speed - ground / wheel speed will be minus the WOD [Wind Over the Deck]. “It’s a complex engineer- ing problem to try to solve because we don’t want to come down too steeply – that could break the aeroplane. “We don’t want to come down too fast because we would not be able to stop and would run off the front of the carrier which is clearly a disastrous situation. We don’t have a hook on the aeroplane so we have to stop using our wheelbrakes alone. “And we can’t afford to come down too shallow because if the stern of the ship comes up high towards the flight path we could hit the back of the ship and that’s also disastrous.” Mr Wilson added: “The work we are doing is extremely important as a risk reduction measure; what we are get- ting is an insight into the future so we are able to simulate the air around the ship, the lights which are embedded in the deck and the procedures and radio calls we are going to use. “We are solving problems and putting design in place now when it is cheaper and easier than it would be later. I would say we are saving millions of dollars of pot- ential design change in the future. It is immensely important work and that’s why we are here in this world class sim- ulator facility." In a busy year the team has met its milestones. “Every month we have a certain number of test points we have to execute which means flying the aeroplane a lot and we have managed to surpass the testing point re- quirement for the year, which is a significant achievement,” said Mr Wilson. One objective of the trials has been to come up with a set of requirements that define which tools and techniques are required by the Landing Signals Officers in the Flyco, help- ing in the safe recovery of the approaching aircraft.” ‘Desider’ Jan 2013 GHFN 7KHDLUFUDIW¶VFRPSXWHUFRQWUROOHG Add to this the downward pitch of the ship F-35B STOVL — ZKHHOEUDNHVZLOOWKHQEHUHTXLUHGWREULQJ DQGGRZQZDUGKHDYHZKLFKZLOOPDUNHG- WKHWRQ>OEV@DLUFUDIWWRUHVWEH- O\UHGXFHWKHHIIHFWRIDQ\EUDNLQJDFWLRQ The Mistake IRUHLWGLVDSSHDUVRYHUWKHERZRIWKHVKLS being applied through the wheels. 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. Ship Rolling Vertical that they produce deteriorates RISK FACTOR 1 with age and in the medium-term Landing – F-35B ‘STOSRVL’ – 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”. untested on CVFs MHWHQJLQHVWKHHIIHFWLYHSRZHU posits from tyres and grease can Approach 60 KIAS minus WOD 20 Knots equals Approach 40 knot ground/wheelspeed 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- 50 mph groundspeed 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 Computer Simulations have improved since the ’90s one hopes http://www.freepatentsonline.com/20110121997.pdf

PILOT VIEW ‘BEDFORD ARRAY’

QINETIQ ‘BEDFORD ARRAY’ 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.

wings feature Marine squadrons, was cleared to land on the Wasp http://www.aviationweek.com/Article.aspx?id=/ and the Marines are examining if after conducting 18 vertical article-xml/AW_04_29_2013_p35-572845.xml US Marines eye UK JSF shipborne technique DATE:15/06/07 Flight International http://www.flightglobal.com/articles/2007/06/15/214672/us-marines-eye-uk-jsf-shipborne-technique.html “A shipborne rolling vertical landing (SRVL) technique being developed by the UK for the Lockheed Martin F-35B is being eyed by the US Marine Corps as a way to facilitate operation of short take-off and vertical landing (STOVL) Joint Strike Fighters from US Navy aircraft carriers. The F-35B is scheduled to replace USMC Boeing F/A-18s and concerns have arisen that integration of the STOVL JSF with conventional US Navy fighters will disrupt carrier landing operations. The F-35B lacks a hook and will have to approach the ship, hover and land vertically, potentially slowing deck operations. The rolling vertical landing technique is being developed to increase the F-35B’s bringback payload when operating from the UK’s planned CVF large-deck carriers. An SRVL approach exploits the ability of the STOVL JSF to use vectored thrust to slow the aircraft while retaining the benefit of wingborne lift. For the USMC, the technique would allow a conventional approach to a short land- ing on the carrier and could ease integration of the F-35B with US Navy F/A-18E/Fs. “We strongly support what the UK is doing on rolling landings,” says Lt Gen John Castellaw, USMC deputy commandant for aviation. Studies on how the F-35B will be operated continue, but SRVL “appears to be a viable option”, he says. The F-35B will also replace the USMC’s Boeing AV-8Bs, but these normally operate along- side helicopters from assault carriers too small for conventional fighters. “We continue to work with the navy on this,” Castellaw says, pointing out theSTOVL Harrier has been operated successfully alongside US Navy fighters as part of an air wing the carrier USS Roosevelt.” QinetiQ solution for F-35B ‘rolling landings’ (published 27/01/2009) http://www.defensefile.com/Customisation/News/Military_Aviation/Fixed_and_Swing_Wing_Aircraft/QinetiQ_solution_for_F-35B_rolling_landings.asp - “Trials prove novel QinetiQ solution for F-35B ‘rolling landings’ on Royal Navy’s future aircraft carriers in high sea state conditions. QinetiQ has successfully completed a series of trials using its T4 Vectored-thrust Aircraft Advanced Control (VAAC) Harrier aircraft on HMS Illustrious. These proved QinetiQ’s innovative new Bedford Array visual landing aid system – which stabilises 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 state conditions. The UK Ministry of Defence has been funding ongoing research to refine & de-risk the use of SRVL approaches for its new jump jet – the F-35B Lightning II Short Takeoff and Vertical Landing (STOVL) Joint Strike Fighter (JSF), the UK MOD’s preferred choice to meet its Joint Combat Aircraft requirement. The MOD plans to operate up to 36 JSFs from each of its two new future aircraft carriers:- HMS Queen Elizabeth, currently expected to enter service in 2014 and HMS Prince of Wales in 2016. An SRVL landing involves a 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 & safely landed onboard ship. It also has the potential to reduce propulsion system stress and therefore extend engine life. Early studies showed that the F-35B has a critical vulnerability to deck motion for the SRVL manoeuvre and that this type of landing is not viable in all desired conditions. As a result, the MOD placed a contract with QinetiQ in 2007 to analyse the root cause of the problem and design a solution. QinetiQ’s new Bedford Array visual landing aid system was conceived, developed and fully tested in around a year in direct response to MOD requirements. 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 com- bined with information in the pilot’s Helmet Mounted Display, allows for a low workload, stabilised pilot approach in even the worst conditions. “The UK has an incredible heritage of innovation in naval aviation and pioneered many of the things now taken for granted in the conventional carrier world,” explained QinetiQ test pilot Justin Paines, who flew the X-35B Joint Strike Fighter Concept Demonstration 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.” QinetiQ’s VAAC Harrier flew a total of 39 sorties in the southwest approaches between 12-19 November to prove the Bedford Array landing system – in all 67 vertical landings and around 230 SRVL approaches were flown. “This series of trials was designed to refine the operational concept, mitigate failure cases and optimise QinetiQ’s innovative Bedford Array visual landing aids arrangement,” explained Lt Cdr Chris Götke, one of the test pilots who also marked his 400th vertical landing during the trials. “The MOD turned to QinetiQ to solve this significant problem of landing laden aircraft in rough seas. This ingenious solution was first tested in QinetiQ labs and has now been proved by these hugely successful trials and will be implemented on the new carriers.” In mid-2007, a series of VAAC trials were conducted onboard the French aircraft carrier Charles de Gaulle to establish the fundamental safety, operability and operational benefit of the SRVL technique. The recent trials on HMS Illustrious could prove to be the last research tasking for QinetiQ’s VAAC testbed as the aircraft is now 39 years old, and is expected to be retired from service in early 2009. For this series of trials the Bedford Array was installed in the port catwalk adjacent to HMS Illustrious’ flight deck, but due to the limited dimensions of the deck, SRVL recoveries were not preformed – instead a low go-around was flown. A second lighting array was also installed on the carrier flight deck and used for a parallel evaluation of the visibility of the lighting system in differing ambient conditions.” ‘Engines’: 28 April 2012 No cats and flaps ...... back to F35B? http://www.pprune.org/military-aircrew/478767-no-cats-flaps-back-f35b-31.html “...The F-35B is required to be able to recover to the deck using a VL with a full internal weapons load of 2 x 1000 pound JDAMS and 2 AIM-120s. This drives the KPP (Key Performance Parameter) for VL Bring Back (VLBB). The F-35B meets this KPP under the climatic conditions specified in the JORD. The UK initiated the RVL studies because they want the aircraft to be able to do this at even more demand- ing conditions in the Persian Gulf in summer. I'm tempted to write this in capitals, as many don't seem to get the simple fact that the F-35 can bring back its weapons to a VL on a hot day. Not, I freely admit, on a super hot day. RVLs - I certainly don't claim that 'they are not a problem', mainly because they have not yet been tried. However, citing Harrier GR1 problems as a reason not to attempt them in a 35B is not relevant. The Harrier's 'bicycle' landing gear layout caused immense problems in its early days (P1127 onwards) & the GR1 still had some major issues that were only partially fixed on the GR3. The AV-8B's revised outriggers were, in part, an attempt to improve deck handling. On top of these, the braking perform- ance of the Harrier was marginal at best. Finally, Harrier flying qualities at RVL speeds were really not very good. F-35B has a good stable gear layout with very powerful main gear carbon brakes controlled by a sophisticated computer driven system. It's flight control systems are 50 years on from the Harrier, and precision RVL approaches should not be a high workload event. That's what the guys doing the test flying say. CVF is a big deck with a longer run out area, and will be a lot more stable in roll and pitch than leg- acy Harrier ships like CVS or LPDs. I'm not for one minute claiming that these will solve all the problems of RVLs, should the RN go for them. But they make the issue a wholly different proposition from the days of GR1s on small decks. That said, the whole issue of operating aircraft from carriers calls for dedicated aircrew and RN owner- ship. The UK tried a 'joint' unit and it failed. Best to learn from one's mistakes, in my view....” Wet And Windy Milestone http://www.codeonemagazine.com/ Posted 30 July 2014 news_item.html?item_id=1320 The F-35B Lightning II test team completed wet runway and crosswind testing at the Air Force Test Center at Edwards AFB, California, in July 2014. The tests cleared the aircraft’s twenty-knot crosswind envelope for conventional takeoffs and landings, short takeoffs, and short landings. The testing, which was completed in thirty-seven missions over a forty-one day period, achieved 114 test points and all directional control and anti- skid wet runway testing. All testing was performed with F-35 B test aircraft BF-4, deployed to “... [US] Joint Publication 1-02 (JP 1-02) titled Department of Defense Edwards from NAS Patuxent River, Maryland. Dictionary of Military and Associated Terms provides standard US military and associated terminology for the DoD as a whole, including This testing marks an important milestone to the joint activity of the US Armed Forces in both joint and allied enable the US Marine Corps to declare Initial operations... it defines IOC as: "The first attainment of the capability Operational Capability, or IOC, with the F-35B. to employ effectively a weapon, item of equipment, or system of approved specific characteristics that is manned or operated by an That certification is expected to come in mid-year adequately trained, equipped, and supported military unit or force."...” 2015. Photo by Tom Reynolds http://www.dtic.mil/get-tr-doc/pdf?AD=ADA488114 &RUSVKDVH[SUHVVHGLQWHUHVWLQWKH from the Queen Elizabeth’s ski jump, Stepping-Stones SRVL capability, which would enable op- which gives the aircraft valuable verti- Tony Osborne AVIATION WEEK & eration of F-35Bs from a U.S. Navy car- cal impetus, allowing for greater take- SPACE TECHNOLOGY 08 SEP 2014 rier without an arrestor hook. “One of RϑZHLJKWVDVZHOODVDSRVLWLYHUDWHRI the reasons Harriers have never been FOLPE7KH)%¶VÀLJKWFRQWUROORJLF “…Test pilots have completed much of on board is because of that need to has been written for the Queen Eliza- the trials work required for the ship- do a vertical landing, which slows the beth’s new 12-deg. jump, which at 200 board rolling vertical landing (SRVL), a pace of carrier operations,” says Wilson. ft. long, is some 50 ft. longer than that technique developed for the U.K. to “SRVL could be one way of cross-deck- used on the Invincible-class carriers. allow the F-35 to land on the ship with- ing with the F-35B.” :LWKWKHDLUFUDIWOLQHGXSIRUWDNHRϑ RXWKDYLQJWRRϓRDGIXHORUH[SHQ- The Royal Navy and Royal Air Force WKHSLORWSUHVVHVWKHVKRUWWDNHRϑDQG sive ordnance beforehand, particularly H[SHFWWRGRDPL[RI659/DQG vertical- landing (STOVL) switch, acti- in warmer regions of the world such as standard vertical landings, but manag- vating the lift fan and rear nozzle. 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 "...“you can’t afford to burst a tire too often," says Wilson. The Harrier ski jump takeoff technique required pilots to move the nozzle control Wilson. "I’m concerned about the possibility of a lever to vector thrust down as the aircraft exited the deck. However, pilots would tire burst and whether you can keep it straight on sometimes accidentally move back the throttle lever instead. “A few people didn’t fly away touchdown. The simulations suggest we’ll be OK from that. With the F-35B that cognitive action has been designed out,” says Wilson. as long as we limit our speed, so we will have a 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, maximum overtake speed. We don’t know what particularly at high alpha [angle-of-attack],” Wilson adds. “Nor have we gone to the that will be yet but it is on the order of 40 kt.”" 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- http://aviationweek.com/defense/f-35b-tests-aim-cut-fighter-jets-rolling-landing-risk 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 RULING THE WAVES AGAIN Dec 2015 Tim Ripley Air Forces Monthly Magazine

- “...In mid-2018, HMS Queen Elizabeth is to set sail across the Atlantic to conduct F-35B integ- ration trials off the US east coast. The joint US/UK F-35B Integrated Task Force has already carried out the initial stage of these tests at Naval Air Station Patuxent River, Maryland, includ- ing live take-offs from a ski jump built at the edge of the airfield’s runway. US Navy carriers do not have ski jumps and the UK is funding and conducting this part of the programme itself. There has been considerable controversy over whether the first F-35B to land on HMS Queen Elizabeth will be a British aircraft flown by a British pilot. The MOD has recognised the symbolic significance of the moment and a UK aircraft will undoubtedly line up to fly this symbolic mission, with a ‘Brit’ at the controls. The later phases of F-35B integration trials, however, will be fully multinational, with US Marine Corps aircraft and pilots playing a full role since the UK’s first operational F-35B unit, the RAF’s 617 Squadron, will not be fully up and running. Once the famous ‘Dambusters’ have fully converted to the F-35B during 2018 and achieved Initial Operating Capability (Land) at RAF Marham, Norfolk, the unit will prepare for full operational trials in HMS Queen Elizabeth. This phase of the carrier’s entry to service will take place in UK waters during 2019; it will involve mass take-offs and landings, live ordnance drops and onboard maintenance. This is considered the critical test of the carrier programme and will pave the way for the declaration of Initial Operating Capability (Sea) in 2020, when at least nine F-35Bs will be available to embark on HMS Queen Elizabeth. Full operating capability is targeted for 2022, when the Crowsnest system will be in use and the second UK F-35B unit, 809 Naval Air Squadron, will be fully established.” [SRVL Sim Tests CVF] F-35 Asymmetric Tests Pave Way for DT-3 Sea-Trials

13 Jul 2016 Lara Seligman, Tony Osborne & Angus Batey http://aviationweek.com/shownews/f-35-asymmetric-tests-pave-way-dt-3-sea-trials - “...With Britain wanting to rebuild its carrier strike capability, the UK plans to begin maritime flight trials of the F-35B from the new HMS Queen Elizabeth in late 2018. “This will not be a DT phase,” said Wilson. “Testing on the Queen Elizabeth will be like DTs 1, 2 and 3 combined.” “We don’t need to use fully instrumented aircraft; we already understand most of the loads on the aircraft systems, as we have tested that during earlier tests,” added Wilson. The trials, off the East Coast of the U.S., are expected to take several months. The ship rolling vertical landing process, developed for the UK to increase bring-back cap- ability, will also be tested during the 2018 trials. In the first quarter of 2017, a major project will be conducted to “produce a body of work to prove whether or not SRVL is fundamentally safe procedurally,” Wilson says. The program will fully occupy BAE Systems’ simulator in Warton for between two and three months. Up to 10 STOVL-qualified pilots will be flying simulated SRVLs in combinations of “every load you can fly, day and night, every ambient temperature, pressure, all the wind con- ditions and ship speeds,” Wilson says. Simulated failures – to brakes, nose gear, computers and helmet-mounted display – will also be included. The developing SRVL conops involves the jet maintaining a speed of 35 kt. relative to the carrier, which permits bringing the aircraft to a halt with the toe brakes inside 200 m (657 ft.). Wilson expects the difficult parts of the envelope to be aircraft approaching at lower airspeeds in asymmetric configurations. “If we come out of that [simulator trial] looking good, then we know that we’re ready,” he says. “And if we don’t, then we may have more work to do.”” Flying the F-35B: inside BAE's secret war machine simulator tucked away in a quiet UK village 03 Mar 2017 Liat Clark http://www.wired.co.uk/article/f35-simulator-bae-systems-warton

- “...The simulator is designed to let pilots practice, over and over, the hardest parts of their takeoff and landing on the HMS Queen Elizabeth, to mitigate those risks. It also helps with the more mundane aspects of navigating around a 280-metre-long carrier and its many moving parts, and the details of how all the communications networks onboard will eventually work to- gether. “We focus on the areas where we think the risk is greatest or there is most to be learnt,” says Wilson. “Most of the time we’re testing the final stages of that SRVL landing with a lot of ship motion, that’s really the majority of the time. Different configurations of weapons, friction on the flight deck where it’s slippery, oil that can still contaminates this new surface.”...... There are inherent risks with the SRVL landing, which is only possible because of the size of the flight deck on HMS Queen Elizabeth. Risks like, the jet falling off the deck when it comes in to land. “You might have a slippery deck, or you’re too close to the front, or the engine doesn’t go idle at the right time - there are several things that can happen and you’re just going to drop off the front and lose the airplane. So this is why it’s super im- portant to do this level of engineering to make sure we are safe in every respect that we can possibly understand before we go out and execute it.” All of these aspects of the landing, are trialled in the simulator. Everything from the weather condit- ions, traction on the deck and the weight of the aircraft can be manipulated...... “If you have a carrier that’s moving up and down on the water, and you’re trying to land on it; if you’re coming down a fixed glide path and not trying to go up and down with it which is awkward, it’s unpredictable where you’re going to touch down,” explains Wilson. “If the carrier is low you might land very long, remember we talked about the possibility of running off the end?” The new lighting system flashes on and off, up and down the deck in such a way that the pilot always has a fixed point to aim for, no matter the movement of the ship or the weather. “It’s the reason why we bothered with this,” Wilson says, indicating to the simulator. “If it’s done properly, you learn so much.”...... The F-35 simulator, and future iterations, are designed to help the Royal Navy and others get to that position of precis- ion. It’s about mitigating the risks to the pilot and everyone on board a carrier. But also hopefully limiting the likelihood of the chaos usually associated with warfare. “Until you’ve done it, you don’t know quite how it’s going to go,” Wilson admits when discussing a specific manoeuvre (returning with an uneven load on the F-35). “So we have very good modelling, we go to the simulator, we train and we practice and we talk about it a lot in our meetings. We plan the test in intricate detail; we reduce the risk as much as we can but ultimately, when you go and do it for the first time, you've just got to suck it and see. There is some inherent risk in that, but we have become very good over the years at reducing that risk down to the minimum.”” 7KH861EHQH¿WVIURP IOC their aircraft before the The USN and the being co-located on Eglin, USN does. JOINT Strike AFB with our JOINT Strike There is simply the fact Fighter (Update) Fighter sister services. that Grim Reapers are literally Flying the last across the hall from VMFAT-501 07 Jan 2014 By Robbin Laird JSF variant to be introduced, and Ed Timperlake “Warlords” and also in close the Navy has been harvest- proximity with USAF 33rd Wing We visited the 33rd Fight- ing the work the USAF and “Nomads”. er Wing during early Septem- USMC have done on the Both AF and Marine pilots ber 2013 in the presence of plane as we stand up our ZLOOKDYHORJJHGVLJQL¿FDQWÀ\- Mike Wynne the 21ST Secre- squadron. ing experience with the F-35 tary of USAF. We collectively We have worked and the pilots can freely dis- closely with our sister ser- were given a professional brief- cuss their experiences with vices as they received de- ing on the roll out of the F-35 the USN. Flying safety lessons OLYHU\DQGEHJDQLQLWLDOÀLJKW to the three services, including learned will be invaluable. operations over the past visiting the Navy and Marine year and we are leveraging The ready rooms are where Squadrons. their experience to shape the air power revolution occurs. A key aspect, which is not the way ahead for the JSF )RUDGLVFXVVLRQRIWKHUROHRI widely appreciated, is the im- aircraft carrier variant. the ready room as a driver of pact of the design focus on a innovation see the following: -2,17VWULNH¿JKWHU -6) RQ The USN is going last among http://www.sldinfo.com/the-ready-room- the USN F-35C variant of the the three US services to oper- as-the-learning-center-for-air-combat/  aircraft. As Commander “Rags” ate the F-35. By sharing experience Dorn XO of F-35-C squadron Consequently they bene- across three ready rooms, the the “Grim Reapers” put it dur- ¿WIURPDQXPEHURIHϑRUWVE\ pilots can shape a combat ing the visit: the USMC and the USAF as they learning revolution. 1 As Lt. Col. Berke put it, visit, the maintainers provide Yuma working with legacy sys- ³WKHSLORWVIRU¿IWKJHQHUD- examples of how bringing past tems especially F/A-18. tion aircraft have to unlearn experience forward to the pro- This integration of F-35 with several of their instincts gram allowed them to shape legacy systems can be a driver and to shape new ones.” what they believe will be a in innovation. By shaping a much larger more realistic and common ap- The USMC will lead the de- critical mass than simply Navy proach to maintenance. ployment of F-35s working with pilots, the broader F-35 pilot Both for Allies and US the their legacy Hornets. The USAF FRPPXQLW\SURYLGHVDVLJQL¿- weapons are common through- will do the same with their Ea- cant pool of evolving knowledge out the program. Notably, the gles and Vipers. Both servic- and can provide an important )$DQG)&¿WWKHZHDS- es will work through how to impact on innovation. ons exactly the same. As best leverage their legacy sys- The maintainers at Eglin are the USAF deploys earlier with tems with the deployment of shaping the approaches, proce- the aircraft, their experience the F-35s can provide valuable dures and manuals for a com- in weapons loading, use and experience for the Navy to har- mon approach. It is clear that maintenance can be provided vest as well. the maintainers among the ser- directly to the USN as well. In other words, the F-35C vices talk regularly and the (PHUJLQJÀHHWFRPEDWFRQ is part of a joint experience commonality of the systems ops, which will be an open DQGDVWKH861GHSOR\VLWV¿UVW SURYLGHVDVLJQL¿FDQWFURVV ended generational iterative F-35s it can build on the earli- learning advantage. process for the F-35 will lead to HU860&DQG86$)HϑRUWVDQG The experience of the USMC DVLJQL¿FDQWLQFUHDVHLQFRP- then move forward in interac- and USAF maintainers in other bat capabilities as it is deployed. tive learning with those servic- programs is leading to acceler- As a matter of combat neces- es and the F-35 partners. ation in shaping the F-35 main- sity the impact of the F-35, is http://www.sldinfo.com/the- tenance approach. During the being looked at by MAWTS at XVQDQGWKHMRLQWVWULNH¿JKWHU 2

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: http://www.hrana.org/ documents/Paddles MonthlyJuly2011.pdf - See Next Page for full page view of this graphic on right 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. http://www.hrana.org/documents/PaddlesMonthlyJuly2011.pdf “The F-35C will also not include a HUD and, like the F-16, will feature a side- mounted control stick. Most notably is the fully-customizable 8” by 20” touch screen that will replace the separate displays that Hornet and Rhino pilots have become accustomed. Test pilots indicate that the F-35 is a very stable platform and overall flies “slightly better than a Hornet,” and initial Sea Trials are scheduled for the First Quarter of 2013.”

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      ! " #$" %   ' )'#    &' ( % '  '# http://www.navy.mil/search/display.asp?story_id=63365  FOREIGN NAVY VISITS http://www.hrana.org/documents/ ONCE AGAIN, THE LSO SCHOOL LCDR Robert “Timmay!!” Bibeau RECENTLY HOSTED ANOTHER FOEIGN PaddlesMonthlyAugust2011.pdf 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. “...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 figure out how to fly a rails pass almost hands off....”

5 Trials Ahead for Navy Carrier Landing Software-by Armed Forces International's Defence Correspondent 21/10/2011 http://www.armedforces-int.com/news/trials-ahead-for-navy-carrier-landing-software.html

- New software designed to assist US Navy pilots landing combat jets on aircraft carriers will be tested in 2012, the Office of Naval Research said in a 20 October press release. The flying skills demonstrated by naval aviators are often applaud- ed - given that theirs is a role that demands extreme accuracy and concentration. Bringing high performance combat air- craft like the Boeing F/A-18E/F Super Hornet into a comparatively small space, on a moving platform, is a tricky busi- ness. It requires constant speed and flight control surface adjustments to ensure the correct trajectory's being followed. Navy Carrier Landing Software The new naval carrier landing software aims to simplify this process, bringing an unprecedented degree of precision to the maritime arena. "The precision that we can bring to carrier landings in the future will be substantial", the deputy chief of naval research for naval air warfare and weapons, Michael Deitchman, explained in the release, adding: "The flight control algorithm has the potential to alter the next 50 years of how pilots land on carrier decks." The algorithm is designed to work in tandem with a so-called Bedford Array lighting system positioned on the aircraft carrier and a series of symbols presented in the pilot's HUD (Heads-Up Display). It connects the control stick straight to the aircraft's trajectory with the result that, rather than have to make minute shifts, the pilot directs the aircraft so it beams a fragmented green line in the HUD. "You're tracking a shipboard stabilized visual target with a flight path reference, and the airplane knows what it needs to do to stay there", Naval Air Systems Command representative James Denham stated, in explanation. Naval Landing Software Trials Live tests involving the navy carrier landing software haven't yet been performed, but the algorithm's been trialled in a Super Hornet simulator. Next year, though, the naval landing software trials will get underway and both US Navy and Royal Navy pilots will be involved. The Royal Navy no longer has a fixed-wing naval strike capability but will receive F-35C Joint Strike Fighters in around 2018. [Since then changed back to F-35Bs again for RN/RAF on CVFs.] The advent of the new carrier landing software will present several advantages. Pilot workloads will be re- duced but, alongside this, carrier landing training programmes won't need to be as rigorous as they are now. Additionally, while naval aircraft like the Super Hornet typically have strengthened undercarriages, to with- stand the impact of heavy deck landings, they're not necessarily indestructible. Consequently, the potential's there for related repair and maintenance costs to reduce, too." http://www.apogeeconsulting.biz/index.php?option=com_content&view=article&id= “On October 8, 2010, Flight Global 447:update-the-ups-and-downs-of-the-f-35-program&catid=1:latest-news&Itemid=55 reported that Lockheed Martin had received $13 million to incorporate a “shipboard rolling vertical landing” (SRVL) capability into the STOVL F-35B. The funding came from the U.S. Navy, but the work will be performed on be- half of the United Kingdom.” UPDATE: The Ups and Downs of the F-35 Program

Carrier Queen Elizabeth, night F-35B rolling landing VIDEO http://www. youtube. com/watch? v=NyBF http://www.hrana.org/documents/PaddlesMonthlyAugust2011.pdf v11tFsU 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 Justin David Billot Paines 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. Claims 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´

FHUWDLQPDQRHXYUHVDQGZRUNLQJRXW process…. KWWSZZZEDHV\VWHPVFRPGRZQORDG%$(6BWKHSHUIHFWSDUWQHUVKLS U.S. Navy LSOs Pay a Visit to the UK http://www.hrana.org/documents/PaddlesMonthlyDecember2011.pdf “In previous editions of Paddles Monthly you have probably read about the growing in- volvement of U.S. Navy LSOs in the United Kingdom. The LSO School Staff continues to remain highly active in the development of the United Kingdom’s fixed wing carrier aviation program. This past month, former CAG Paddles LCDR ‘HUDA’ Stickney & LCDR ‘Trigger’ Condon both traveled to the UK’s F-35C facility, to include the simulator facility in Warton, England. During the evolution, LSOs from the United States used the simulator to fly Case I & Case III approaches around a simulated HMS Queen Elizabeth (QEC). During this process, they were able to offer advice during the final evaluation of the QEC’s visual landing aids & flight deck layout. The QEC will be equipped with IFLOLS, MOVLAS, & landing area lights very similar to U.S. Navy aircraft carriers. Some differences include a “solid white line” drop light system, six unique lights to high- light the LA at range, & additional wave-off lights on the round-down & the tower. Another portion of the project involved testing the Bedford Array (highlighted in a previous month’s Paddles Monthly) & Ship Referenced Velocity Vector (SRVV) landing aids. These systems, currently being developed at NAS Patuxent River, are able to operate in all wind conditions & sea states. At the end of the trip, just before Trigger and HUDA’s last golf tee time, [teatimeinUK has a completely different meaning] the Paddles evaluated BAE’s LSO simulator linked with the F-35C simulator. With Paddles help, two Royal Navy Harrier pilots successfully trapped on multiple approaches, proving again that paddles are invaluable." FARNBOROUGH: BAE to ramp up work on JSF production - By Craig Hoyle - 13/07/10 - Flight International http://www.flightglobal.com/articles/2010/07/13/344057/farnborough-bae-to-ramp-up-work-on-jsf-production.html “...Considerable work has already been conducted to prepare for the UK’s future operation of the F-35B. Qinetiq’s VAAC Harrier test aircraft supported the development of its flight control laws, & also tested a shipborne rolling vertical landing (SRVL) technique. This will enable the STOVL type to return to the carrier’s deck at a greater landing weight, allowing unused stores to be kept on the wing, rather than jettisoned before landing. Developed for the UK as an alternative to making a vertical landing, the concept also has the backing of the USMC, which plans to adopt the procedure when operating its F-35Bs from the US Navy’s Nimitz-class aircraft carriers. Now installed at Boscombe Down in Wiltshire, Qinetiq’s simulator for the VAAC Harrier – being adapted for additional use by the Empire Test Pilots’ School – perfectly demonstrates the generational advance brought by the F-35B. Flying an approach to the RN’s new aircraft carrier in sea state six should be a daunting prospect for a novice pilot. But a single button press slows the aircraft to 60kt (110km/h) and automatically configures its flaps and nozzle deflection, making it a matter of merely flying an approach angle of 6-7° towards a series of white lights on the deck. Such design traits go to showcase the F-35B’s attraction for military user and industry alike. Each of the Royal Navy’s ski jump-equipped Queen Elizabeth-class aircraft carriers will be able to carry up to 36 F-35Bs. UK’s STOVL HERITAGE LIFTS F-35B TEST PROGRAMME The UK became the originator of short take-off and vertical landing design when in 1960 Hawker Siddeley made the first flight of its P.1127 prototype, the aircraft that would go on to become known as the Harrier. Decades of experience in STOVL design and operation led to the UK becoming heavily involved in the design of Lockheed Martin’s F-35B Joint Strike Fighter. This differs markedly from its predecessor through the addition of supersonic performance, but crucially, also brings a generational leap in how it is flown. The man who knows perhaps the most about new-generation STOVL operations is a BAE Systems test pilot of more than 25 years experience, and who flew the Harrier oper- ationally for the Royal Air Force. This year, F-35 lead STOVL pilot Graham Tomlinson grabbed a place in the history books by making the first vertical landing involving the type. Tomlinson describes the flying characteristics of the Harrier and JSF as being like “chalk and cheese”. “The Harrier has been, and remains, a miracle for the era when it was developed, but the aeroplane can bite you,” he says. “JSF is absolutely transformational. All the pilots say it’s [F-35B STOVL] ridiculously easy to fly, but it shouldbe.” BAE has around 25 personnel based at NAS Patuxent River, Maryland, where flight testing of the STOVL aircraft is under way, also involv- ing Lockheed and US Marine Corps pilots. Five F-35Bs will make around 1,900 flights during the programme’s ongoing system development and demonstration phase. Achieved by making a single button press, the F-35B’s transition from forward flight to the hover is a world away from the multitude of control demands placed on a Harrier pilot today. “All the conversions done have been faultless,” says Tomlinson, who on 18 March made the first vertical landing using test aircraft BF-1. “There’s a lot of drag when you open that lift fan door, and you as the pilot notice that. But we’ve got plenty of power. When you spin up that [Rolls-Royce] lift fan you’ve got 40,000lb of thrust available: that more than compensates.” Flight testing of the F-35B – the first of three JSF variants to enter service – is at a “careful, cautious & considered” pace. “We’re matching the predicted line,” he says. One key aspect of UK-specific testing will start at Patuxent River next year, & involves the use of a “ski jump” to assist with take off from the Royal Navy’s Queen Elizabeth-class aircraft carriers. F-35Bs have already demonstrated short take-off performance for operations from the USMC’s Wasp-class amphibious assault ships, and Tomlinson comments: “The ski jump worries me less. The aircraft even knows when it’s on a ski jump, so all the pilot needs to do is to put the power on at the start of the run.” How does the F-35 JSF fly and fight? by David Cenciotti – December 21, 2010 “...Today (May 9, 2006) I had the opportunity to travel in the future (even if it was a short-range trip, let’s say fifteen years ahead) as I attended an orientation session with the JSF cockpit demonstator. Under the supervision of a Lockheed Martin F-16 pilot, I virtually flew the F-35, a 5th generation highly advanced fighter which makes the so-called “sensor fusion” a reality and provides the pilot a stunning situational awareness, while still allowing for simple handling. The first feeling that I had when I was aboard the simulator, hosted by the Comando Squadra Aerea of the Aeronautica Militare (Italian Air Force, ItAF) at Centocelle, Rome, was that of being in front of a popular flight simulator from Digital Image Design: “Super EF-2000?. SEF2000 is a PC game that came out in 1997 and that I enjoyed a lot in 1998-99. The graphics for that time was excellent, the scenario’s complexity was good, the only flaw was the being too “easy”. It was basically a game and not a real flight simulator like Microsoft Flight Simulator or Falcon 4.0. The flight model was realistic but the plane was too easy to fly evenfora newbie and the information provided by the avionics was too “user friendly”, rather different from those actually provided by aircraft of the 3rd generation. Well, I found the same easiness, the same “at a glance” symbology right in the JSF. The aircraft does not have a HUD (Head Up Display), but has one big touch screen that can be configured at will by tapping the screen with your fingers (like a PDA). The information normally presented to the pilot in the HUD are “projected” directly into the pilot’s helmet that is capable, through the sensors of the aircraft, to see in all directions through any surface. The pilot then has the impression of flying into the air (without an aircraft surrounding him) and can visually track the enemy aircraft with is sight not hampered by the tail or wing of his plane. Then, during a hypothetical dogfight the pilot is able to follow the enemy aircraft through the cockpit mounts, as if suspended in space. For the rest, as mentioned above, the symbolism is clear enough: the red triangles represent the enemies, the white are “unknown” and the greens are friendly aircraft. The JSF is able to share all its information via a network with the other elements of the flight or with AWACS and Rivet Joints. The menu can be browsed with a cursor moved by a small joystick located on the throttle. In short, everything pretty straightforward for someone like me, used to work at the computer; an experience somewhat “shocking” for those pilots who are accustomed to the analogue Starfighter- style cockpits. Obviously, with the JSF the pilot should focus on mission and information management, rather than worrying about “flying the aircraft”. By means of the DAS, the pilot can see all the electronic emissions on the 360 degress around the aircraft. He may even know the search and tracking frequency of the ground radar. Of particular interest was the opportunity to test the hovering capabilities of the aircraft, that is in fact also available in the STOVL version that interests both the Marina Militare (Italian Navy) and the Aeronautica Militare (Italian Air Force, ItAF). The pilot, by means of a switch manages the transition from conventional flight to the Harrier-style, so to speak. The aircraft autonomously directs the nozzle and reduces the speed to the IAS (Indicated Air Speed) previously set through a dedicated button on the throttle (which is also operated in automatic mode). Once in “vertical” mode, the air- craft is extremely simple to fly, even thanks to the camera underneath the fuselage that allows the pilot to see down- wards, and to decide where to place the wheels. Moving the stick forward or backward the aircraft climbs or descends: with a couple of attempts, you can also manage to maintain the desired vertical speed. With the rudder, you can point the aircraft nose wherever you want and even a novice can land with some precision and without major problems. The only difficulty I encountered during the flight was distinguishing between all the switches on the throttle, that pushed up with the little finger, allowed me to select the autothrottle. As for the rest, airplane is a real dream, extremely easy to be piloted and able to provide the pilot with all the information he might need, in the preferred layout." http://cencio4.wordpress.com/2010/12/21/how-does-the-f-35-jsf-fly-and-fight/ Just Push ‘Auto-Land’: April 2011 “A Lockheed Martin F-35B short takeoff & vertical landing test aircraft last week achieved an impressive milestone, according to Warren Boley, Pratt & Whitney military engines president. “For the first time,” Boley said in an in- terview, “a pilot pushed a button & the [air]plane landed autonomously.” Boley joked that the pilot could fold his hands behind his head or ‘read the paper’ while the air-plane safely settled down to a vertical landing from hover. The flight was the 74th vertical landing of the F-35 test program, & the fact that the Marine Corps was willing to allow the test indicated high confidence in the airplane & its Pratt-supplied F135 engine, Boley told the Daily Report April 8.” — John A. Tirpak http://www.airforce-magazine.com/DRArchive/Pages/2011/April%202011/April%2011%202011/JustPushAuto-Land.aspx

Peter Wilson is an ex-RN Sea Harrier pilot and presently the STOVL lead test pilot at Pax River: “Commenting on the hover Peter Wilson told Air Internat- ional, "It is absolutely astonishing, the aeroplane is rock solid in the hover and holds its position extremely accurately without pilot input". The aircraft can be accurately moved left to right, fore & aft, & up & down by 3ft. [1m] at the preferred position of 100ft (33m) above the ground before descent.” Air

International May 2011 http://www.f-16.net/f-16_forum_viewtopic-t-15671-start-90-sid-94a12b2a378b92e749b67739c1240d79.html http://www.codeone Test Pilot Tuesday Episode 28 F-35B Completes 100th magazine.com/ images/ 07 May 2013 “Dan Levin, a test Vertical Landing Photo by news/2011_100th_VL pilot whose flight experience is Michael D. Jackson _11P00204_43sm2_1 “The F-35B fleet at NAS 269967624_9867.jpg primarily with the F-16, talks about his first time flying the Patuxent River, Maryland, completed its 100th vertical F-35B in short takeoff/vertical landing on 12 May 2011. The landing mode.” https:// milestone occured as BAE www.youtube.com/watch? test pilot Peter Wilson v=wFUAFJGH0t0 touched down in F-35B BF-1 on the aircraft's 123rd flight.” http://www.codeonemagazine.com/ news_item.html?item_id=335

“...Meanwhile, programme officials also appear to have resolved a 90.7kg performance shortfall in the vertical lift bring-back weight of the F-35B in hover while returning to a ship. Engine manufacturer Pratt & Whitney has confirmed the solution includes raising the output of the propulsion system by about 100lb-thrust (0.4kN). Programme officials still hope for more orders, & Spain is considered a potential buyer of the F-35B. Meanwhile, Singapore – a security co-operation participant in the F-35 joint programme office – has launched studies aimed at considering the STOVL variant, said Gregg Pyers, lift fan programme director for UK-based Rolls-Royce....” F-35B starts critical tests in comeback attempt Stephen Trimble 05 Oct 2011 http://www.flightglobal.com/news/articles/pictures--video-f-35b-starts-critical-tests-in-comeback-attempt-362941/ Naval Aviation: the FRQVWDQWURWDWLRQVRKDGSOHQW\ $SLORWRID860&VTXDGURQ RISUDFWLFHVLQFHWKH\ZHUHEDVL- QHHGVDPLQLPXPRIYHUWLFDO training aspect of FDOO\DOZD\VWKHVDPHRQHVURWDW- ODQGLQJVRQDODQGEDVHGGXPP\ F-35B & F-35C LQJLQDQGRXWRIGHSOR\PHQW$QG GHFNEHIRUHEHLQJGHSOR\HGWR WKH\ZHUHFRPPLWWHGIXOOWLPHWR WKHVKLS)LHOG&DUULHU/DQGLQJ Saturday, May 19, 2012 FDUULHUVNLOOV 3UDFWLFHLVGRQHRQDVFKHGXOH ³:KHQWKH6HD+DUULHUÀHHWZDV ,WZRXOGEHIDUPRUHLQWHUHVW- DQGUHTXDOL¿FDWLRQWUDLQLQJFDQ around, pre-embarkation require- LQJWRVHHODWHUUHTXLUHPHQWVIRU EHUHTXLUHGDIWHUMXVWGD\V PHQWVZHUHGHVFULEHGDVIROORZV FDUULHUFXUUHQF\ZKHQWKH-RLQW )RUWUDLQLQJZLWKWKH)%DQG - First experience pilot, day- )RUFH+DUULHUFKDQJHGWKHZD\ IRU)LHOG&DUULHU/DQGLQJ3UDFWLFH time embarkation WKLQJVDUHGRQHDQGLQWURGXFHGD WZRODQGEDVHGGXPP\/+$ EHIRUHJRLQJRQWKHFDUULHUKH PXFKJUHDWHU³RQODQG´WLPH GHFNVDUHEHLQJEXLOWDW

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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

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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 1-7 May 2018 Two fully instrumented Lockheed Martin aircraft carriers” airspace around the ship itself,” says Flight International 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. UK can project power.”

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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 JOINTLY OWNED Pstrike capability have taken a

TEST F-35Bs 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. ■

Crown Copyright Crown aircraft are in use with 617 Sqn Additional reporting by First day of deployment saw take-off from vessel’s ski-jump ramp at RAF Marham in Norfolk, with Garrett Reim in Los Angeles &%  ! " &  '( )*+*  Shipborne Rolling Vertical Landing = SRVL Oct 15, 2010 By Graham Warwick @% % $&& $ % <A    )R ! !  $    &  *%' ,  %  ( ! '' C D "      %( # )   '#     (  % 3D/4 $ % <A

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0*   % <AR %%' ' (1) (#( *   ' #   O'  %) (P !%   !% $&% ')" =&' %&#% $#%   $ % 3D/4 '  !% % $ F& :7 (%   http://web02.aviationweek.com/aw/mstory.do? id=news/asd/2010/10/15/03.xml&channel=null&headline=JSF%20To%20Develop%20Landing%20Technique%20For%20U.K.%20Carriers Jump to ‘ONLY Harrier SRVL’

Bedford Array

http://www.zinio.comreader.jspissue= 384167391&o=int&prev=sub&p=29 Rolling Recovery JDW 04 March 2009 by Richard Scott http://www.zinio.com/reader.jsp?issue=384167391&o=int&prev=sub&p=28

- “...The science behind the Bedford Array – so called because it was brainstormed at QinetiQ's Bedford lab – is deceptively simple. A linear array of software-cont- rolled lights is installed along the centreline of the axial flight deck, using a sim- ple mathematical algorithm to switch on the appropriate lights according to the ship motion reference input to the system. These provide a stabilised glideslope indication for the pilot's helmet display SRVV symbology. "The system ensures that the pilot flying the 'rolling landings' makes an accurate approach to the deck, even in rough sea conditions," said Paines. "It takes inputs from external passive references and when combined with information in the pilot's Helmet Mounted Display, allows for a low-workload, stabilised pilot approach in even the worst conditions."...”

- “...HMS Queen Elizabeth will eventually be fitted with a unique light- ing system called the ‘Bedford Array’ (a UK invention) that will allow Lightning II jets to fly in at low speed to land on the ship – rather than landing vertically – which permits jets to carry extra weight....” ‘Vanguard of power projection’ July 2014 'desider' DE&S Director Ships Tony Graham https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/325528/desider_74_July2014.pdf Paddles Monthly August 2011 ‘What the Future Beholds...’ Dan "Butters" Radocaj Test Pilot/LSO VX-23 Ship Suitability

-http://www.hrana.org/documents/PaddlesMonthlyAugust2011.pdf

-“...We may also need to add another lens- type glideslope indicator. 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 IFLOLS 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 CVN of the touchdown point is illuminated. Just Figure 1 as the dynamic touchdown point moves across the deck on the LSODS screen, the Figure 2 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. A Bedford Array & a ship stabilized velocity are indicators of glide- slope that will show you if you are off glide- slope more precisely but they still don’t make the airplane respond differently....” CVF Flight control software to help pilots stick landings aboard carrier decks 20 Oct 2011 Office of Naval Research http://www.physorg.com/news/2011-10-flight-software-aboard-carrier-decks.html

- “Select pilots in early 2012 will commence testing new flight control software, funded in part by the Office of Naval Research (ONR), intended to facilitate aircraft landings on Navy carrier decks with unprecedented accuracy. "The precision that we can bring to carrier landings in the future will be substantial," said Michael Deitchman, deputy chief of naval research for naval air warfare & weapons. "The flight control algorithm has the potential to alter the next 50 years of how pilots land on carrier decks." Navy and Marine Corps aviators conducting carrier landings today line up with a moving flight deck in a complicated process. They must constantly adjust their speed & manip- ulate the aircraft's flight control surfaces — ailerons, rudders & elevators — to maintain the proper glide path and alignment to the flight deck for an arrested landing. Throughout their approach, pilots eye a set of lights — known as the fresnel lens — located on the left side of the ship. It signals whether they are coming in too high or too low. The new algorithm embedded in the flight control software augments the landing approach. Coupled with an experimental shipboard light system called a Bedford Array and accompanying cockpit heads-up display symbols, the software ties the movement of the pilot's control stick directly to the aircraft's flight path. Instead of constantly adjusting the plane's trajectory indirectly through attitude changes, the pilot maneuvers the aircraft to project a dotted green line in the heads-up display over a target light shining in the landing area. "It is almost like a video game," said James "Buddy" Denham, the senior engineer who has been leading the research and development efforts at Naval Air Systems Command. "You're tracking a shipboard stabilized visual target with a flight path reference, and the airplane knows what it needs to do to stay there." ONR funded the project as part of its focus on sea-based aviation, one of five Navy and Marine Corps research areas designated as a National Naval Responsibility. The software has been incorporated into an F/A-18 E/F Super Hornet flight simulator. Researchers plan to conduct a study with U.S. Navy pilots and U.K. Royal Navy pilots who will fly the simulator to obtain data on workload reduction and touchdown performance. Once the results are tabulated, the engineers plan to integrate the refined algorithm onto an actual aircraft for flight tests and demonstrations. If the tests are successful, the software could be integrated aboard current and future aircraft to change the way carrier-based aviators have landed aboard ships for more than half a century — controlled crash landings. Increasing the precision of landings will boost pilot safety and reduce training requirements necessary to per- fect carrier-landing skills. It could lower aircraft life cycle costs by reducing maintenance and avoiding repairs caused by hard landings.” United States Patent Application Publication | Pub. No.: US 2011/ alternative to a normal vertical landing, in which the aircraft 0121997 A1 | Pub. Date: May 26, 2011 | Visual Landing Aids | Inventor: approaches at an angle to the ground and at relatively Justin David Billot Paines, Austy (GB) | Assignee: QINETIQ LIMITED VORZVSHHG LQFRPSDULVRQWRFRQYHQWLRQDO¿[HGZLQJODQG- ings) under a combination of jet-borne and wing-borne lift. ABSTRACT [BEDFORD ARRAY] JUMP BACK to Diagram Aircraft of this class include the well known V/STOL Harrier [none of the text has been proofread from automatic OCR and Sea Harrier “jump jet” variants, and the STOVL F-35B — please read original PDF with diagrams for accuracy] variant of the Lightning II yet to enter service. The RVL A visual aid for the pilot of an aircraft approaching was developed originally as a manoeuvre for landing on to land on an aircraft carrier comprises a series of unprepared areas in land-based operations so that debris lights (9) embedded along the landing deck and con- GLVWXUEHGE\WKHMHWHIÀX[ZRXOGWHQGWREHEORZQEHKLQG trolled in response to pitch and heave ofthe vessel the aircraft and not into the engine intakes. It is also con- so that the light(s) illuminated at any time indicate a sidered to be a useful technique for shipboard operations, visual aim point which is stabilised with respect to a however, due to the ability to land with a higher aircraft VSHFL¿HGJOLGHVORSH  RQWRWKHYHVVHOLUUHVSHFWLYH weight than would be possible in the same meteorological of such vertical excursions of the vessel. It is used conditions if a vertical landing was to be used, or to land at in conjunction with a marker on a head up display or the same weight but with a reduced power setting as com- helmet mounted display for example so that registry pared to the vertical landing thereby potentially increasing of the marker with the illuminated light at any time HQJLQHOLIH2WKHUEHQH¿WVFDQLQFOXGHDUHGXFWLRQLQWKH indicates that the aircraft is on the correct glideslope. erosion of deck coverings by engine exhaust as compared http://www.freepatentson to vertical landings. While conceived with shipboard RVLs VISUAL LANDING AIDS line.com/20110121997.pdf by V/STOL and STOVL aircraft in mind, however, the [0001] The present invention relates to visual landing SUHVHQWLQYHQWLRQPD\DOVR¿QGDSSOLFDWLRQDVDQDLGIRU aids (VLAs) and more particularly to a visual aid for the FRQYHQWLRQDO ZLUHDUUHVWHG ¿[HGZLQJFDUULHUERUQHODQG pilots of aircraft approaching to land on moving platforms, ings which are typically conducted with shallower approach notably vessels at sea such as aircraft carriers or other angles and at substantially higher speeds than RVLs, and ships which can accommodate aircraft landings of the type also for helicopter landings if not performed vertically. more particularly described herein. [0003]1RWHDOOUHIHUHQFHVLQWKLVVSHFL¿FDWLRQWR [0002] The invention has been conceived particularly, landing directions, approach angles, glideslopes etc. in the though not exclusively, as an aid for use in executing ship- context of landings on vessels which may be underway are board rolling vertical landings. The so-called rolling vertical to those directions, angles, glideslopes etc. relative to the landing (RVL) is a type of landing executed by vectored overall moving platform and not to the actual movement of thrust vertical/short takeoff and landing (V/STOL) and the aircraft through the air. short takeoff and vertical landing (STOVL) aircraft as an [0004] A VLA currently in service with some navies IRUFRQYHQWLRQDO¿[HGZLQJFDUULHUERUQHODQGLQJVLVWKH reference will be made to the accompanying schematic so-called Improved Fresnel Lens Optical Landing System FIGS. 1 and 2 (not to scale and wherein for ease of illustra- (IFLOLS). This comprises a set of lights located on the tion the depicted glideslopes are much steeper than those deck offset laterally from the runway and directed towards which can be expected in practice). approaching aircraft. There is a horizontal row of datum [0007] FIG. 1 indicates in full line the deck 1 ofan lights to either side of a central vertical column of indicator aircraft carrier in a nominal level (equilibrium) condition lights which are selectively lit so that at any time the posi- and the line 2 indicates the glideslope down which an tion of the illuminated indicator light (known as the “ball”) DLUFUDIWKDVWRÀ\ZLWKWKHGHFNLQWKLVFRQGLWLRQWRDUULYH relative to the datum lights indicates to the pilot whether DWDVSHFL¿HGPDLQZKHHOWRXFKGRZQSRLQWDWDVSHFL- KHLVDERYHEHORZRUXSRQDVSHFL¿HGJOLGHVORSH7KLVFDQ ¿HGDSSURDFKDQJOH6XSSRVHWKHYHVVHOSLWFKHVZLWKWKH be stabilised for pitch, roll and heave of the deck with the bow down and the stern up so that the deck is now in the apparatus being tilted on gimbals as required to maintain attitude indicated in chain line, A. The touchdown point its indication of the correct glideslope. It requires the pilot LVDFFRUGLQJO\QRZDERYHLWVSRVLWLRQLQVSDFHZLWKWKH to scan laterally away from the runway centreline to use level deck and the glideslope down which the aircraft would WKHDLGKRZHYHUDQGVLJQL¿FDQWWUDLQLQJLVUHTXLUHGLQ KDYHWRÀ\LQWKLVFRQGLWLRQWRDUULYHDWWKHVDPHSRLQW order to prevent pilots from inadvertently reacting instead DWWKHVSHFL¿HGDSSURDFKDQJOHLVLQGLFDWHGE\WKHOLQH$ to deck motion, known as ”deck spotting”. It is also expen- Conversely suppose the vessel pitches with the bow up and sive to maintain due to the number of moving parts, and the stern down so that the deck is now in the attitude indi- occupies useful deck space. FDWHGLQFKDLQOLQH%7KHWRXFKGRZQSRLQWLVDFFRUGLQJO\ >@ The present invention, on the other hand, seeks now below its position in space with the level deck and to provide a VLA which imposes a lower mental workload WKHJOLGHVORSHGRZQZKLFKWKHDLUFUDIWZRXOGKDYHWRÀ\LQ on the pilot and consequently involves less of a training WKLVFRQGLWLRQWRDUULYHDWWKHVDPHSRLQWDWWKHVSHFL¿HG burden than the IFLOLS, does not require him to scan later- approach angle is indicated by the line 2B. In other words ally away from the runway, and in a preferred embodiment it will be appreciated that if the pilot is to attempt to touch involves no moving parts and does not occupy otherwise GRZQDWWKHVSHFL¿HGSRLQWZKLOHWKHYHVVHOLVSLWFKLQJKH useful desk space. will have to constantly adjust the position of his glideslope [0006] The invention is predicated on the provision of throughout the approach. This could be achieved by follow- a visual aim point on the platform which when in registry LQJD¿[HGYLVLEOHDLPSRLQWRQWKHGHFN LQSUDFWLFHORFDWHG with a visual marker on or in the aircraft indicates that the VRPHZKDWIRUZDUGRIWKHSRLQWLQWKHXVXDOFDVHZKHUH DLUFUDIWLVRQDVSHFL¿HGJOLGHVORSHWRWRXFKGRZQDWDSRLQW the pilot is accommodated forward of the main landing related to the aim point. With any such arrangement it is JHDU EXWZRXOGSODFHDVLJQL¿FDQWEXUGHQRQWKHSLORWDWD however necessary to consider the effect of excursions critical phase of his mission. Similar considerations apply of the platform in the vertical sense for which purpose to excursions of the deck 1 in the vertical sense due to http:// www. BEDFORD free patents ARRAY online. com/ 2011012 1997.pdf

Fig.4.

STRIKE TEST NEWS Air Test and Evaluation Squadron 23 Newsletter 2012 Issue http://www.navair.navy.mil/nawcad/index.cfm?fuseaction=home.download&id=670 “...F-35B (STOVL) FLIGHT SCIENCES AIRCRAFT For each variant, Flight Sciences aircraft specifically go after flight test data requirements that would not be available in a production configur- ation. Each aircraft has a unique set of instrumentation that has been incorporated throughout the airframe, making them truly one-of-a kind. They were the first to roll off the production line in Fort Worth, and each one is critical to the completion of the flight test program. The Flight Science jets do not have full sensor suites installed and do not run the block software that provides warfighting capabilities for the jet. Recent lines of testing are defined below for each aircraft. The BF-1 team completed loads testing of the new Auxiliary Air Inlet (AAI) door configuration in January 2012 with positive results. [b]BF-1 has continued loads testing with unflared slow landings in STOVL mode....” Fig.7. 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 http://www.freepatentsonline.com/20110121997.pdf http://www.zinio.com/reader.jsp?issue=284146988&o=int&prev=sub&SRVLp=10 Aviation Week 28 Jul 2008

http://www.publications.parliament.uk/pa/ld201011/ldhansrd/text/101117w0001.htm “Question | Asked by Lord Moonie: To ask Her Majesty's Government whether they have signed a contract with Lockheed Martin to incorporate a shipborne rolling vertical landing capability for F-35B aircraft on United Kingdom aircraft carriers; if so, what is the value of the contract; and what are the penalty clauses in the light of the decision to move to the F-35C variant. [HL3637] 17 Nov 2010 : Column WA204 SRVL Contract The Parliamentary Under-Secretary of State, Ministry of Defence (Lord Astor of Hever): The development of a shipborne rolling vertical landing capability (SRVL) for the short take-off vertical landing (STOVL) variant of Joint Strike Fighter (JSF) is a minor element of work that is part of a broader contract which will ensure that JSF capability is fully integrated with the Queen Elizabeth Class aircraft carriers to form the UK carrier strike capability. We are in the process of negotiation with the US Government to amend this contract in light of the Strategic Defence and Security Review decision to switch to the carrier variant of JSF but there are no anticipated penalty clauses or charges for making theAviation required changes. Week While & Space the UK will Technology no longer require the small amount ofSRVLcompletedtodate, the data produced will continue to be of benefit to the JSF programme as a whole in which the UK is the only28 level Jul one partner.”y 2008 3UHSDULQJIRUWDNHRII the aircraft to roll out on a reciprocal over the landing spot, using the lon- Management of the CVF/JCA ship/ heading (approximately 1.5 n miles gitudinal and lateral deck markings air interface is a joint endeavour 8.UDPSVXS-6)FDU abeam the ship) to perform the visual for line-up (the correct hover height between the Defence Equipment ULHULQWHJUDWLRQHIIRUW circuit. is indicated by the Height Indicator and Support organisation’s JCA Towards the end of the turn, hav- and Hover Aid Thermometer [HIHAT] Integrated Project Team (IPT) and 'DWH3RVWHG'HF ing throttled back to bring the aircraft fixed to the forward island). the CVF programme (delivered ,QWHUQDWLRQDO'HIHQFH5HYLHZ to a speed below 250 kt, Tomlinson The aircraft descends vertically through the Aircraft Carrier Alliance KWWSPLOLWDU\QXWVFRPLQGH[ presses a single switch on the right- onto the flight deck and once safely [ACA]), with roles and responsibilities SKS"VKRZWRSLF  VW  hand sidestick controller to transition on board Tomlinson is directed to apportioned according to an internal the F-35B to STOVL flight mode. taxi clear of the landing runway to a business agreement. While the main A range of simulation, modelling, During conversion, the doors cover- specified parking spot. human resource supporting this risk-reduction and technology-dem- ing the lift fan and surrounding the Of course, it will be some years activity actually resides in the ACA, onstration activities are under way to three-bearing swivel duct automatically before the F-35B — the UK’s preferred the JCA IPT holds the funding and is optimise the safety and operability open and both propulsion effectors choice to meet its Joint Combat Aircraft responsible for an integration con- of the ship/air interface between the vector to an appropriate angle. (JCA) requirement — commences tract flowed through to the Lockheed UK’s new aircraft carriers and the At the end of the conversion, first-of-class flying trials from Queen Martin-led Team JSF via the US JSF F-35B Joint Strike Fighters that will the aircraft is configured for semi- Elizabeth. Only a single F-35B develop- Program Office (JPO). The main operate from them. Richard Scott jetborne flight. Tomlinson selects ment test aircraft (BF-1) has flown, and rationale for this arrangement is that reports: landing gear down in readiness for the first steel for Queen Elizabeth will the JCA IPT already has a formal BAE Systems’ lead test pilot recovery. not be cut until early 2009. relationship with the JPO, whereas Graham Tomlinson is at the controls He now initiates a final descending Even so, intensive work is already the ACA does not. of the F-35B Lightning II, the short turn shortly after passing the stern of under way to de-risk the ship/air Commander Andy Lison, CVF take-off, vertical-landing (STOVL) Queen Elizabeth, rolling out onto the interface between CVF and JCA — no- Aviation Manager within the Ministry variant of the Joint Strike Fighter same heading as the ship at a range tably the recovery manoeuvre and of Defence’s (MoD’s) Capital Ships (JSF). Up ahead he sees the wake, of approximately 1.5 n miles. Using associated landing aids — through Directorate, and today firmly and then the large grey bulk, of HMS the glide slope and line-up cues modelling, simulation, technology embedded within the Aircraft Carrier Queen Elizabeth, the first of the UK provided by the ship’s visual landing demonstration and risk reduction tri- Alliance (ACA), is conscious that the Royal Navy’s (RN’s) two new 65,000- aids, together with helmet-mounted als. In addition, wide-ranging studies transition of the carrier programme tonne displacement Future Carrier display symbology, the aircraft comes have been performed to characterise, from design to manufacture means (CVF) vessels. onto a three-degree decelerating evaluate and define detailed aspects that the time has come to take some Flying to Visual Flight Rules (VFR), approach before being brought to a of the flight deck and aviation sup- critical decisions. “CVF will be the Tomlinson is in a ‘slot’ designated by stabilised hover, at the same forward port infrastructure so as to optimise world’s first big deck STOVL carrier, the ship’s Flyco (Flying Control) as speed as the carrier, alongside the the safety and capability of the ship, and the first ship to be designed he prepares to recover to the carrier designated deck landing spot. aircraft and deck parties in what around JSF,” he points out, adding: deck. Overflying the starboard side of Tomlinson now translates laterally, is a highly dynamic and potentially “That presents us with both an oppor- Queen Elizabeth at an altitude of 600 from abeam, to reposition his aircraft hazardous operating environment. tunity and a challenge.” ft in wingborne flight, he then banks  7RXFKSRLQWPDWUL[ a weekly basis, been ‘nailing down’ The cockpit has been modified A three-dimensional visual model The opportunity comes from the the detailed design of the ships. to provide a field-of-view, from pilot of CVF was developed from general ability to optimise the ship for the This means we will go with the data eye-position, which is representa- arrangement data supplied by the aircraft, while the challenge arises we have at each ‘touchpoint’ today, tive of the F-35B. Active side-stick ACA. The level of detail incorporated from the need to manage CVF and move forward with the ship, under- and throttle units have also been in the ship model, which includes JCA vis-à-vis their development stand the interface, and quantify the installed; to the same design as will the location and characteristics programmes and design maturity. residual risk according to how mature be used in the F-35 pilot training of the deck markings and visual Cdr Lison says: “While the aircraft the data is.” simulators. In most other respects landing aids, is an important factor and its accompanying operations The vertical recovery vignette the cockpit is generic (for example, in creating a realistic and immersive and support architecture continue to previously described has already the head-down multifunction displays cueing environment for the pilot. A iterate, we are at a point in the ship been ‘flown’ many times by JSF are presented on three small LCD number of static F-35Bs and Merlin programme where we have to stop test pilots in a high-fidelity simula- panels, rather than on a single large- helicopters have been positioned on designing and start building. That tion environment at BAE Systems’ format display as in the F-35). the flight deck in a typical ‘deck-park’ demands that we closely manage Motion Dome Simulator at Warton, Four Canon SXGA+ (1,400x1,050) arrangement. the ship/air interface and attendant Lancashire. Here, through the use of liquid crystal on silicon projectors As part of the baseline System programme risks.” piloted simulation, a huge amount of are used to project the ‘outside Development and Demonstration The primary mechanism to qualitative and quantitative data has world’ onto the dome surface, with (SDD) programme, a comprehensive achieve this is through the integra- been gathered, in a safe and repeat- the image from each projector non-linear simulation of the F-35B tion contract. “We have developed able environment, to inform the blended to produce a continuous has been developed using the ATLAS a ‘touchpoint’ grid matrix to show CVF/JCA integration process well in field-of-view (220 degrees in azimuth (Analysis, Trim, Linearize and Simu- where the ship needs data on the advance of first-of-class testing and by 50 degrees in elevation). Each late) tool developed by Lockheed aircraft to inform its design,” explains without the need to resort to costly graphics channel is rendered on a Martin Aeronautics. To develop the Cdr Lison. “What the integration physical mock-ups or flight trials. separate dual-processor PC using real-time simulation, the various contract enables us to do is to reach Housed in a large-diameter dome, Nvidia GeForce 8800 GTX graphics ATLAS subsystems have been reused forward in the aircraft development the simulator itself features a cockpit hardware. via an interface wrapper. programme and get visibility of mounted on a six-axis motion plat- The outside world visuals are those data elements that we need to form, with a high resolution outside generated using a software applica- 6LPXODWLRQVXFFHVV understand the architecture of JSF world image projected onto the tion developed by the Simulation The only modification to the original and its requirements relative to the dome’s interior surface. This differs Group, interfacing with the Vega SDD simulation has been the addition ship. These considerations include from conventional practice (where Prime Toolset. Vega Prime offers the of a CVF specific ship model. This cooling, power, bandwidth, acoustics, the cockpit is encapsulated inside capability to extend the tool through mathematical model consists of a thermal effects, jetwash, logistics a smaller dome mounted on top of a series of application-specific ‘plug- defined geometry (including deck footprint, weapons and electromag- a motion platform) so as to offer in’ modules (such as a marine module layout and ski-jump ramp profile), netic compatibility. benefits in terms of a reduction in used to generate a realistic seascape, a ship motion model to represent “We are now at a point in the car- platform payload and corresponding including dynamic sea surface and the sea-keeping characteristics of rier programme where we have, on increase in dynamic performance. water wakes). the vessel, and an air-wake model to capture the effects of the ship’s  structure on the flow field around doubt. The UK requirement calls CV approach, offering increased payoff of the manoeuvre in terms and downwind of the vessel. for a recovery in hot day conditions clearance over the stern and less of increased bring back, but also Speaking at the Royal Aeronautical with a 4,080 lb payload (essentially touchdown scatter. The touchdown threw up four key areas demanding Society’s International Powered two precision- guided bombs, two position on the axial flight deck is further examination: performance (as Lift Conference (IPLC 2008) in July AIM-120 missiles and a fuel reserve). about 150 ft from the stern, similar affected by variables such as deck 2008, BAE Systems’ F-35B project Current projections predict a to that of a conventional carrier. run, wind over deck, aerodynamic lift test pilot Pete Wilson praised the performance shortfall of about 175 lb, No arrestor gear is required. and thrust margin); carrier design; simulation environment. “Legacy although this could increase to 360 Instead, the aircraft brakes are used operational issues (such as sortie simulations were nowhere near good lb if only the US Marine Corps’ less to bring the aircraft to a stop. generation rate); and safety. enough,” he told delegates. “But the stressing Key Performance Parameter Low-key studies to investigate Further feasibility investigations reality of the very high resolution is delivered. the SRVL technique were initiated were conducted in 2000-01 using environment created in the Motion As a result, the MoD has been by the MoD in the late 1990s, but generic aircraft and ship models. Dstl Dome Simulator has surpassed both exploring the adoption of the SRVL the work has latterly taken on a also ran a two-day safety workshop industry and customer expectations. manoeuvre — essentially a running much higher profile after the MoD’s in late 2001. This showed that there That said, there is still some room for landing onto the carrier deck — to Investments Approvals Board (IAB) in were no “showstoppers, and no improvement, notably in the areas of improve bring-back performance. July 2006 directed that SRVL should SRVL-specific safety critical systems air wake and weather.” SRVL exploits the ability of the F-35B be included in future development were identified”, said Rosa. “Also, the A number of simulator trials have to use vectored thrust to slow the of the JCA design to mitigate the ability to ditch weapons and carry out been ‘flown’ to date. In December speed of the aircraft approach to risk to KUR 4. Accordingly, the JCA a vertical landing instead of an SRVL 2007, work was undertaken to assess about 35 kt of closure relative to the IPT amended the CVF integration in the event of a failure was seen as vertical landings and shipborne carrier (assuming a forward airspeed contract in mid-2008 to include this a powerful safety mitigation.” rolling vertical landings (SRVLs) so of 60 kt and 25 kt wind over deck) requirement. During 2002, more representative as to inform landing aid develop- while still gaining the benefit of Addressing IPLC 2008, Martin F-35B information became available ment. Investigations into the field of wingborne lift. This in turn offers the Rosa, JSF technical coordinator which altered assumptions with regard offered by the F-35’s distrib- possibility of a significant increase in Dstl’s air and weapon systems respect to aircraft ‘bring back’ uted aperture electro-optical sensor (estimated at over 2,000 lb) in bring department, said the SRVL studies angle of attack (from 16 degrees to system were also carried out. back compared to a vertical recovery. to date had shown “a way forward about 12 degrees, so reducing the Further trials were performed in SRVL could also reduce propulsion exists to achieving operationally use- lift co-efficient); wing area (revised July 2008. These were predominantly system stress to increase operational ful increases in bring-back, compared downwards from 500 ft2 to 460 ft2, SRVLs to further inform the VLA flexibility and propulsion system life. to a vertical landing, on board CVF reducing lift available on approach design process. with an appropriate level of safety”. at a given speed by 8 per cent); and The MoD is acutely aware that 659/PDQRHXYUH Dstl began early work to examine jet effects in the SRVL speed range the ability of the F-35B to meet As currently conceptualised, an the feasibility of employing the SRVL (which were significantly greater than JCA Key User Requirement (KUR) 4, aircraft executing an SRVL approach manoeuvre in 1999. According to those in the hover). which sets out a vertical recovery will follow a constant glidepath (five Rosa, an initial pre-feasibility inves- Aggregated, these revised bring back threshold, remains in to six degrees) to the deck. This tigation demonstrated the potential assumptions significantly reduced angle is about twice that of a normal  predicted bring back performance. representative air and ground model. Other forthcoming work will (VLAs) for both fixed- and rotary- Even so, the improvement offered by The results indicated that, at night or include further investigations on wing aircraft. an SRVL recovery was still substantial in higher sea states (above Sea State an SRVL clearance aboard CVF, The GLIS system, based on two and MoD interest continued. 3), an SRVL-specific approach aid optimisation of the approach profile, night-vision goggle-compliant stabi- In the 2003-04 timeframe, Lock- was desirable, and Ship Referenced reaching an agreement on the opti- lised Glide Path Indicator (GPI) units, heed Martin became formally engaged Velocity Vector (SRVV) symbology in mal post-touchdown technique, and is the primary source of information in the investigation of SRVL recovery, the pilot’s helmet-mounted display mitigation for failure cases such as a available to the pilot for establishing with the JPO contracting with Team was an enhancing feature. burst tyre on touchdown. and maintaining the correct glide JSF for a study into methods for One significant outcome of the Work is also to continue to mature slope during the approach. These Enhanced Vertical Landing Bring Back. JCA Review Note promulgated by the the SRVL-optimised VLA arrange- GPI units are positioned at either end Once again, safety and performance IAB in July 2006 was the decision ments, look at the possible ‘tuning’ of the ship, in the port catwalk level characteristics were considered to add an SRVL capability into the of the JSF flight control laws, and with the flight deck. High intensity broadly encouraging. “However,” overall SDD programme. Significant further study the effect of SRVL on drop-line lights, mounted on the stern pointed out Rosa, “at this stage work work has been performed since then, the CVF sortie generation rate, Rosa of the ship, provide line-up cues. on the adaptable CVF design was including land-based flight trials and said, while acknowledging that the Each GPI is essentially a high inten- progressing rapidly.... Consequently extensive simulator-based develop- “exact scope of capability is only likely sity sectored light projector. The glide the obvious next step was to consider ment and evaluation. to be confirmed after First of Class slope of the aircraft, relative to the the detailed impacts that SRVL might As part of this work, QinetiQ was Flying Trials” aboard CVF. GLIS, determines which coloured light have on the CVF design.” in 2007 contracted to use its Harrier sector is visible to the pilot. If the pilot T.4 Vectored-thrust Advanced Aircraft 5$<2)/,*+7&203/(0(17$ is flying down the optimum glide slope %DFNWRUHDOLW\ Control (VAAC) testbed to perform 5<9/$62/87,216)25$/7(5 (nominally three degrees) a steady Accordingly, the CVF IPT (now representative land-based flight trials 1$7,9(5(&29(5<02'(6 green light is visible. If the approach subsumed into the wider ACA) in and a ship-based SRVL demonstra- The purpose of a landing aid system is too high a flashing green light is 2005 put in place a package of work tion. The latter saw the VAAC aircraft is to assist the pilot during approach visible. Alternatively, if the approach to investigate SRVL impact on the perform a series of SRVL recoveries and recovery to the ship by day is too low a red light will be visible. A carrier design. aboard the French carrier Charles de or night. As baselined for STOVL G steady red light indicates a slightly This comprised three workstrands: Gaulle in June 2007. operations (with emphasis on a L low approach and a flashing red light analysis to establish the optimal SRVL According to the MoD, these flight vertical recovery manoeuvre), the indicates a very low approach. recovery deck; sortie generation rate trials “demonstrated that SRVL was a CVF design includes a Glide-slope I HIHAT consists of 11 lights fitted modelling; and MITL simulator trials safe recovery method to the ship at and Long-range Line-up Indicator in a vertical stack with two standard to establish the most appropriate Sea State 6 in day, visual conditions”, System (GLIS), a HIHAT and light S deck lights mounted horizontally, recovery profile, analyse VLAs and although it added that Charles de emitting diode flight deck lighting. one either side of the stack, at the measure landing scatter. Gaulle is a “particularly stable ship” AGI has been contracted by the ACA optimum aircraft hover height (which Two separate simulation trials and there is “no ship motion data to to supply these as part of a GBP7.5 aligns to the fourth vertical light, thus were conducted at BAE Systems’ enable comparison to how CVF will million (USD11.5 million) contract resulting in three lights above this Warton facility using a repre- react in the same sea conditions”. for the supply of visual landing aids position and seven below). sentative CVF ship model and a JSF JUMP BACK to GLIS!  Light output from each of the To this end QinetiQ has undertaken operations at sea is widely credited cases (in terms of aircraft configura- vertical lights is designed such that research into a new VLA concept, to Lieutenant Commander Doug tions and environmental condition it can only be seen when level with known as the Bedford Array, which Taylor RN. His thesis, written while thresholds). Other ground rules such or above the centre line of the light; takes inputs from inertial references studying for a PhD at the University as take-off distances, maximum ramp it cannot be seen from below this to stabilise against deck motions of Southampton in the early 1970s, length and height constraints, wind level. Thus if the unit is viewed at (pitch and heave). identified the substantial gains in over deck speeds and ship motion the optimum hover height then a T A trial of the concept was under- payload radius achieved if an aircraft factors were also generated prior to shape, consisting of the vertical stack taken aboard the aircraft carrier HMS performing a short takeoff — such the main analysis which was based of lights horizontal deck lights, will be Illustrious in November 2008, with as the Harrier with thrust vector- on legacy experience with Harrier seen. Moving above this position will QinetiQ using its Harrier T.4 VAAC ing — was launched upwards on a analysis, Team JSF ‘best practice’, result in more vertical lights being testbed to fly approaches to a dem- semi-ballistic trajectory. sensitivity studies of performance observed and a decrease in height onstration Bedford Array mounted on The ski-jump ramp works by and loads to identify sensible values will have the opposite effect, though the ship. For the purposes of the trial, imparting an upward vertical velocity and ranges. the horizontal reference will still be the lighting array was installed in the and ballistic profile to the aircraft, Based on predicted F-35B visible. The spacing of the lights will port catwalk adjacent to Illustrious’s providing additional time to acceler- performance and landing gear loads also give a clear indication as to the flight deck. The VAAC Harrier did not ate to flying speed whilst ensuring data, the CVF ski-jump was defined rate of ascent or descent as more actually perform SRVL recoveries it is on a safe trajectory. This as a 12.5 degrees angled ramp, with lights are illuminated or extinguished, to the ship owing to the limited additional time is manifested either in the profile achieved by combining a and the rate at which this occurs. dimensions of the flight deck, but a reduced take-off length for a given nominal profile based on a quartic fit Whilst the HIHAT is primarily flew representative SRVL approach weight, or increased launch weight to an optimum cubic transition plus intended to be used once the aircraft profiles to the catwalk array (down (fuel and/or ordnance) for a fixed circular arc, a rounded step lead in is over the deck and in the hover to a safety height of about 40 ft take-off distance. and an elliptic let down. Analyses phase of the flight, it is anticipated above deck) to evaluate its ability This additional performance does have also confirmed that fatigue that pilots will acquire the HIHAT to accurately indicate an SRVL glide not come for free, however, with a impact as a result of cyclical loading at anything up to 0.5 n miles from scope aimpoint to the SRVV. significant increase in landing gear was significantly less than that for the ship. The system is intended to A second lighting array was rigged loads above those of a standard take the legacy Invincible-class ramp; complement the information obtained on the carrier flight deck itself. This off, which are very low compared to a and that minimum weapons physical from GLIS and between them will was used for a parallel evaluation landing. The increase represents the clearance limits were met even in provide a complete visual approach of the visual acuity of the lighting energy transferred to the aircraft as worst cases (combinations of flat aid for a vertical recovery. system on deck. it translates up the ramp; and if the tyres and compressed struts). With SRVL now likely to be used angle and curvature of the ramp are as a recovery technique on board increased to obtain greater perform- $1(:$1*/(237,0,6,1*7+( 237,0,6,1*+($/7+6$)(7< CVF, there is an additional require- ance benefit, so are the loads. 6.,-803352),/()25&9) $1'3(5)250$1&(,17+( ment to augment the baseline VLA The origin of the ski-jump ramp An essential first step for optimis- )/,*+7'(&.(19,5210(17 suite with a landing aid appropriate now widely fitted to aircraft carriers ing the ski-ramp profile for CVF was Extensive modelling and simula- to the SRVL approach manoeuvre. undertaking fixed-wing STOVL air to define key performance and load tion work has been performed to  characterise the CVF flight deck were represented as surfaces of the deck operations. [Small Business Innovation Research] environment, bearing in mind that correct exit area with a pressure In the final analysis, the decision effort being sponsored by the Naval interleaved launch and recovery and and temperature boundary condition has been taken to delete the JBD Air Systems Command. Under these simultaneous turnaround (taxiing, applied. This was calculated from an from the STOVL CVF design. Cdr efforts, ATI/Aegisound is developing parking, servicing, fuelling and arm- extensive dataset supplied by Team Lison explains: “We determined from deep ear insert active noise reduc- ing) activities must co-exist within JSF through the JCA integration the CFD modelling that the legacy tion sets to equip deck crews on US a constrained four-acre estate. The contract and checked by comparing JBD did not offer adequate protection. carriers in the near field. Our current need to ensure a safe working envi- the exhaust mass flow and thrust Alternative designs were considered intention is to buy into this as appro- ronment for personnel on deck has predicted by the CFD. which offered some benefit, but priate for UK requirements.” come in for particular scrutiny given Results showed that the large two considerations persuaded us to Another area of continuing the jet wash and near-field acoustic efflux mass flow associated with the delete the requirement. research is flight deck coatings. “We impacts associated with the F-35B. F-35B lift fan hits the flight deck at “First, the nozzle scheduling of the have already conducted trials of Under contract to the ACA, an angle and spreads out sideways F-35B on take-off has yet to be fully some candidate coatings using a Frazer Nash Consultancy (FNC) used and backwards, pushed behind the established, and there was a risk that sub-scale jet engine in BAE Systems’ transient computational fluid dynamic aircraft and then curling up into the jet blast would simply ‘bounce’ over hot gas lab at Warton,” says Cdr (CFD) modelling to map the jet blast vortices either side of the strong the JBD. Second, the JBD was in a Lison. “We are also liaising with the impact of a JCA on launch, and central jet from the core nozzle. single fixed position on the flight deck, US Office of Naval Research to gain evaluate measures to improve flight CFD analysis showed that the JBD so there was no flexibility with regard maximum value from combined deck operational performance with provided some protection to the aft to the length of the take-off run.” US-UK efforts.” minimal impact to the ship design. flight deck at the start of the launch Work has also been carried out He adds: “Existing formulations This involved evaluating the protec- but was less effective as the aircraft to map the acoustic footprint on will not withstand the intense heat tion offered by the legacy flat plate moved down the launch runway. deck: noise is a major health and of the F-35B jet blast, so the ACA, Mk 7 Jet Blast Deflector (JBD) and a Protection is particularly poor on the safety consideration, given that deck working with paint consultants number of variations to this layout. port aft quarter of the deck. personnel in close proximity to the Safinah, has developed a high level CFD modelling was used to FNC subsequently investigated six JCA on take-off will be subject to specification for a coating that simulate the engine power and accel- alternative JBD layouts in an effort increased sound levels above the addresses requirements for corrosion eration of the JCA along the launch to identify a solution offering better legacy Harrier. Acoustic shelters are protection, heat and blast resistance, runway, with the exclusion zones protection to personnel on the aft deck. incorporated in the CVF design, while co-efficient of friction, ease of appli- generated by the hot high-velocity Its optimised configuration afforded a deck personnel in the near field will cability, impact tolerance, and cost at exhausts visualised, and peak values better level of protection for personnel be equipped with advanced hearing application and through life. at key personnel locations were on the port aft flight deck, although an protection devices. “This specification will be promul- monitored throughout the launch. exclusion zone would still be required “It’s an issue we take very seri- gated to paint/coatings suppliers to A CVF model suitable for transient on the flight deck where the jet wash ously because of the potential for see what they can deliver. We believe CFD analysis was developed from is deflected outboard and where it permanent damage to hearing,” there is a product out there that an existing air wake model. The propagates around the starboard side says Cdr Lison, adding: “We’ve meets our needs, but not necessarily F-35B was not modelled explicitly; of the JBD. Nevertheless, the size of looked across the Atlantic to the JSF one that is currently marketed as instead the core nozzle and lift fan the exclusion zone would not limit flight programme and beyond to a SBIR flight deck paint.”  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. Above: Two overlapping photos of the flight deck of a model of Delta CVF at Euronaval in October 2004. The single take-off run and new deck park area to starboard of the ski-jump are obvious.

Below: This diagram shows the current flight deck and hanger layout of the CVF Delta design. A maximum effort 'alpha strike' is arranged on deck – the http://navy-matters.beedall.com/cvf1-24.htm parking arrangement required intense modelling to avoid problems due to jet efflux. The middle diagram shows the CVF hanger layout. The blue outline is the superimposed cramped hanger layout of the CVS Invincible-Class (the It was revealed in April 2007 that Qinetiq's VAAC Harrier testbed will be used to demonstrate flight-control limits shaded areas are the two lifts), the red outline of the CVF hanger (which ex- for a SRVL mode potentially applicable to the Lockheed Martin F-35B Joint Strike Fighter. The VAAC testbed cludes the deck edge lifts) has about 2.5 times as much useable deck space. 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 personnel hazard zones derived to satisfy International Powered Lift Conference in 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 Integration of the F-35 Joint Strike Fighter with the UK Figure 1. UK QEC Aircraft Carriers operating F-35B QUEEN ELIZABETH Class Aircraft Carrier http:// arc.aiaa. David Atkinson, Rob Brown, Richard Potts and David Bennett QEC Integration Team, BAE SYSTEMS, Samlesbury Aerodrome, BB2 7LF, UK org/doi/ Ian Swanney abs/10.2 Aircraft Carrier Alliance, B550 Bristol Business Park, BS16 1EJ, UK 514/6.20

This paper presents a summary of the ongoing work to integrate the F-35B Joint Strike 13-4267 Fighter with the UK’s new QUEEN ELIZABETH Class Aircraft Carriers. This includes the development of a Ski-Jump Ramp to optimise launch performance, a Shipborne Rolling Vertical Landing (SRVL) manoeuvre to enhance bring-back and a summary of the environmental protection measures needed in the ship. The paper includes an overview of the key aspects of the QEC and F-35 programmes and their combined roles in providing the UK’s future carrier-strike capability. The design principles adopted for the ski-jump ramp are explained, along with practical considerations in its production. The SRVL manoeuvre is presented in terms of the criteria adopted and the new systems implemented for the Pilot and the Landing Signals Officer. Key areas where the F-35B environment has influenced the ship design are identified and the methods of demonstrating suitability are explained. Integration of the F-35B STOVL Joint Strike Fighter to the UK QEC Aircraft Carrier has posed unique Nomenclature opportunities and challenges for both programmes. In comparison to integrating a legacy aircraft to a new ship or a new aircraft to an existing ship there have been advantages in the freedom to integrate the new F-35B aircraft to a ACA = Aircraft Carrier Alliance new QEC class of ship, largely because it has been possible to influence the design for compatibility in both CFD = Computational Fluid Dynamics programmes. However, it is also the case that uncertainties have resulted from design and test processes running in FOCFT = First of Class Flight Trials parallel in both programmes, necessitating early design decisions on the basis of limited data, or causing key FLYCO = Flying Control in the Aircraft Carrier aft island decisions to be left until later than would have been preferred. This paper highlights three key areas of interface HMDS = Helmet Mounted Display System between the aircraft and the ship and how suitable designs have been achieved: IOC = Initial Operating Capability JSF = F-35 Joint Strike Fighter 1) Ski-Jump Ramp. LHD = Landing Helicopter Dock warship LSO = Landing Signal Officer QEC launches F-35B using a ski-jump ramp. Section II of this paper outlines the development of the QEC SRVL = Shipborne Rolling Vertical Landing ski jump ramp and considerations in its integration into the ship. SRVV = Ship-Referenced Velocity Vector STO = Short Take Off 2) Shipborne Rolling Vertical Landing (SRVL). STOVL = Short Take Off, Vertical Landing Increasing a STOVL aircraft’s bring-back weight above the Vertical Landing Bring Back weight enhances QEC = UK Queen Elizabeth Class aircraft carrier operational flexibility by enabling the aircraft to safely recover to an aircraft carrier with weapons and fuel Vcapture = Velocity at capture of positive rate of climb at inflexion point after ski-jump launch states that would otherwise have to be jettisoned. The UK has lead initiatives to create a SRVL manoeuvre Ventry = Velocity at entry to the ski-jump ramp for the F-35B operating with QEC, the key features of which are highlighted in Section III of this paper. Vexit = Velocity at exit from the ski-jump ramp VLA = Visual Landing Aids 3) Aerothermal environmental integration. VLBB = Vertical Landing Bring Back (weight) WOD = Wind Over Deck The F-35B STOVL aircraft creates a demanding aerothermal environmental challenge for the ship, operating at higher temperatures and mass flows than the legacy Harrier aircraft. Section IV of this paper I. Introduction explains the approach used to provide aerothermal compatibility and some of the ideas and technologies employed. HE Short Take Off and Vertical Landing STOVL variant of the F-35B Joint Strike Fighter JSF LIGHTNING II Taircraft is being procured by the UK to deliver wide ranging military capabilities from land and sea. Maritime II. Ski Jump Ramp capability will be delivered via the new Queen Elizabeth Class of aircraft carriers (Fig. 1) being produced by the The ski jump ramp was conceived by a Royal Navy officer in the 1970s and subsequently developed by the UK Aircraft Carrier Alliance (ACA), each capable of operating up to 36 F-35B aircraft, reaching Initial Operating services, industry and Government as a way of increasing the STO launch payload for the Harrier1,2,3. It has since Capability (IOC) by the end of the decade. become an integral part of embarked operations for UK and most maritime STOVL operators. The QEC was American Institute of Aeronautics and Astronautics designed with a ski-jump ramp from the outset and the shape of the ramp was designed to be optimal for the F-35B STOVL JSF. 1 2 The ski jump ramp works by imparting an upward vertical velocity and ballistic profile to the aircraft, providing shipbuild techniques, however there are practicalities associated with ship-build that results in deviations from the additional time to accelerate to flying speed whilst ensuring it is on a safe trajectory after launch, reducing risk from pure mathematical profile and it is important to check how they compare to the design assumptions; for example, the mis-timed launches with regard to ship motion, reducing pilot workload and giving the pilot more time to diagnose detail of how the entry to the ski-jump ramp interfaces with the slightly cambered flight deck. The CAD model of any issues compared to a flat deck STO. The upwards trajectory at ramp exit also allows either a reduction in take- the ski jump ramp has been used to define the shape of features such as ramp entry, light fittings in the QEC ski- off length for a given weight, or increased weight (i.e. launch performance) for a fixed take-off distance. The jump ramp and to allow actual weld positions to be used to place bumps, plate sags and/or steps in the dynamic additional performance does, however, increase landing gear loads above those of a flat deck STO. The loads model (Fig. 6). The dynamic model will be further updated with data from laser mapping of the ramp after the ship increase represents the energy transferred to the aircraft as it translates up the ramp; and if the angle and curvature of has been floated up and the analyses will be re-run to confirm that the loads metrics continue to be met for the the ramp are increased to obtain greater performance benefit, so are the landing gear loads. This is tolerable up to a defined launch conditions and therefore enable the launch parameters for QEC ski-jump launch to be fully defined to point because the gear strength is defined by landing events, the landing loads from which far exceed flat deck STO high confidence, ready to be verified by flight tests during Lightning/QEC First of Class Flight Trials (FOCFT). loads, therefore the landing gear has the ability to accept increased loads at take-off, but these must be carefully controlled because they act as an upper boundary on permissible ramp size and the ramp’s shape needs to be optimized to control the loads across the range of launch weights, speeds and conditions. The minimum safe launch speed is defined where the ramp exit speed does not result in any rate of descent during the trajectory until the aircraft has transitioned to fully wing-borne flight. This results in the launch profile shown in Fig. 2, with an inflection point at which criteria for a successful launch are defined and assessed.

Figure 2. Ski Jump Ramp Launch

Figure 5. Potential Load Oscillations at a Step Figure 6. Dynamic Analysis of Launch Loads A ski-jump ramp, being a curved surface, consumes deck area that could otherwise be used to park aircraft or operate helicopters. A further major consideration for integration of a ramp has therefore been its width, because it needs to be as wide as possible for launch safety purposes while avoiding excess width to preclude aircraft parking on the starboard side of the ship. The QEC ski-jump ramp has been designed to ensure that the aircraft will safely Two safe launch criteria derived from legacy STOVL experience have been used for JSF ski-jump launch, of launch, with margins, when the aircraft stays within the STO launch safety lines, the criteria for which have been which the more stressing is adopted: (a) achievement of zero sink rate having taken a margin from the WOD (known carried forward from previous UK fixed wing aircraft carriers. as Operational WOD); and (b) achieve a defined positive rate of climb using the full value of WOD. Both criteria also require a threshold forward acceleration. Optimisation of the QEC ski-jump ramp design (Fig.3) is described in III. Shipborne Rolling Vertical Landing (SRVL) Ref 4. The optimal QEC ramp was assessed to be a 200 foot long 12·5 degree angled ramp with the profile achieved Ship-borne Rolling Vertical Landing (SRVL) is a STOVL mode landing flown onto an aircraft carrier during by combining a nominal profile based on a quartic fit to an optimum cubic transition plus circular arc, a rounded which limited forward speed is maintained until after touchdown, see Fig. 7. The forward speed maintains airflow step lead in and an elliptic let down (Fig. 4). Performance and landing gear loads data has been generated to over the aircraft’s surfaces, providing aerodynamic lift to supplement the thrust from the engine. The extra lift demonstrate the resulting capability and compliance with the loads metric, which is defined by consideration of the allows the aircraft to land onboard the ship at weights significantly above the aircraft’s maximum hover weight. maximum load and stroke at the limit load and bottoming of the landing gear after allowing for an engineering SRVL can therefore enable a STOVL aircraft to land onboard the aircraft carrier with stores/weapons that would margin. otherwise have to be jettisoned. When compared to Vertical Landing (VL), use of SRVL also has the potential to create benefits to propulsion system life and flight deck wear and tear.

Figure 7. F-35B conduct ing SRVL to QEC

Figure 4. Key Ski Jump Ramp Features

Figure 3. QEC Ski Jump Ramp Bumps and plate sags result in increases of loads beyond those achieved on an idealized ramp profile, see Fig. 5. The initial loads analysis, performed using commercially available dynamic software, assumed values for the maximum bumps and plate sags, placing them at the worst credible positions on the ramp, i.e. where peak loads occur in the idealized profile. The QEC ski-jump ramp has been built as accurately as possible using conventional 3 4 The additional bring-back achieved by SRVL is calculated through knowledge of ship speed, natural wind speed, IV. Aerothermal Environmental Integration allowable overtake speed, glideslope angle, aircraft trim setting requirements and any aircraft structural limitations When compared to legacy operational STOVL aircraft the F-35B presents a more energetic aerothermal and to allow for ship motion conditions. In simple terms, for a set of given ship and environmental conditions, bring- acoustic environment to a ship, both from the F-35B STOVL Propulsion System and its Integrated Power Package back is enhanced by increased overtake speed and aircraft angle of attack, which are primarily limited by technical (IPP) auxiliary system. safety considerations. Following touchdown, the aircraft is stopped on the flight deck centreline using the wheel brakes alone, therefore consideration needs to be given to stopping distance margins and the potential for deviations The aerothermal mechanisms of interest to ship design are: from the runway centerline, control of which limits the maximum overtake speed. 1. Velocity and temperature of the exhaust flowing normal to the plane of the deck The history of the development of SRVL for QEC has been provided in Ref 5. F-35B SRVL to QEC adopts a 2. Velocity and temperature of the outwash flow parallel to the plane of the deck visual approach, requiring the ship to be fitted with visual landing aids that enable the F-35B pilot to fly an accurate 3. Acoustic energy transmitted across and into the deck relative final descent path glideslope to the ship, see Fig. 8. Understanding of the temperatures and pressures of the F-35B’s aerothermal environment and its acoustic characteristics have developed throughout the aircraft’s development and test programme, with initial analyses leading to sub-scale model tests and followed by full-scale testing with real aircraft on land and at sea. Three Figure 8. SRVL Manoeuvre Profile dimensional (3D) external environment maps have been generated for the F-35B during flight deck operations, consisting of thermal, velocity and acoustic data, with aircraft interoperability and personnel hazard zones derived to satisfy defined stay-out criteria.

Initial assessments were used to define a baseline design for QEC based on extrapoloated legacy STOVL experience, with substantial acoustic insulation installed in deck-heads and careful layout of catwalks. Some decisions were considered best left until full-scale F-35B tests had been completed, principally for coatings and any need for aerothermal shelters for catwalk equipment. The reason for this was that it was judged to be unwise to make provision against initial predictions in case they proved to be either an underestimate or an overestimate of the environmental conditions presented by the aircraft, particularly because applying anything other than conventional flight deck and warship coatings would be a major undertaking. Trials in 2012 on USS WASP indicated that QEC, like the USA’s Landing Helicopter Dock (LHD) ships, should adopt a high temperature surface treatment on the flight deck in way of F-35B landing spots. QEC’s flight deck and associated fittings will be coated with a high temperature thermal-metal spray that is being specifically developed for application to an aircraft carrier flight deck.

Aerothermally-protected corridors are being provided across the QEC catwalks which, by necessity, contain substantial quantities of operational and safety equipment, such as aircraft fuel supplies, ground electrical supplies, fire fighting equipment and liferafts. A combination of Flight Simulation, Computational Fluid Dynamics (CFD) and sub-scale testing of the QEC catwalk design has been used to define the extent of the protection needed and to SRVL uses fall out capability from the F-35B, i.e. the manoeuvre limitations have been designed to live within assess options for how it can be provided: the existing capabilities and characteristics of the aircraft with the minor addition of a Ship Referenced Velocity Vector and Glideslope Scale marker in the F-35’s Helmet Mounted Display System (HMDS). The primary changes 1) Piloted Flight Simulation has been used to define the longitudinal accuracy margins needed for piloting the needed to implement SRVL are installed in the aircraft carrier: aircraft to each landing spot and for the time taken to cross the catwalk. 2) CFD has been used to assess the relative merits of schemes for protecting equipment such as liferafts and 1) New runway tramline lights to provide longer range runway centerline cues to the pilot; aircraft servicing points. 2) Aim point and limit lights in the tramlines for the pilot to use with the HMDS to fly an accurate approach; 3) Sub-scale model testing, using a full-scale temperature jet model, has been used to generate quantitative 3) Landing Signal Officer Situational Awareness Aids thermal and flow data around the QEC catwalks and equipment during F-35B landings, for example Fig. 9 shows the catwalk model with unprotected liferafts and Fig. 10 shows an option for aerothermal protection. The LSO situational awareness aids needed significant development for SRVL. Assessments were conducted in the BAE SYSTEMS Warton flight simulator, where a F-35B piloted cockpit simulator has been linked to a second simulator projection of the LSO’s view from FLYCO and a realistic LSO workstation. This has allowed pilot and LSO in-the-loop experiments to be conducted to develop the requirements for LSO aids and to test options for solutions. This work concluded that the LSO needs a centerline camera view to assess line up with the runway, a view of the approach that allows judgement of the accuracy of the final descent path, plus WOD and ship motion parameters.

Unlike the ski-jump ramp, the decision to implement SRVL occurred well after commitment to build QEC. Practicalities associated with this resulted in the need to introduce SRVL in a series of steps, with the second of class ship having a more comprehensive fit than the first of class, however, crucially, the first of class ship will be fitted with sufficient visual landing aids and LSO situational awareness aids to allow F-35B to conduct SRVL on QEC’s First of Class Flight Trials and enable an initial level of operational capability. Figure 9. Sub-scale QEC Catwalk Model Figure 10. Catwalk Model with Protected Liferafts 5 6 V. Conclusions UK Parliament - 790 – Joint Strike Fighter Air- The integration of the new F-35B LIGHTNING II JSF with the UK’s new QEC class aircraft carrier has created the opportunity to optimize the interface between the ship and the aircraft in many areas, however in some areas this craft (Answered) Think Defence, 10 June 2015 resulted in design decisions being made on the basis of limited data, awaiting definitive data later in the programmes. This paper has given an insight into three areas which illustrate engineering challenges at the ship and http://www.thinkdefence.co.uk/2015/06/790-joint-strike-fighter-aircraft-answered/ - aircraft interface. “Douglas Chapman The ship was designed with a STOVL ski-jump ramp from the outset, the design of which has been optimized for F-35B operations and it has proved to be relatively easy to integrate into the ship, albeit with great care to ramp To ask the Secretary of State for Defence, build tolerances and the effect of realized build deviations on the aircraft’s launch performance.

SRVL enables enhanced bring-back for a STOVL aircraft. The decision to adopt this capability for the UK has how many successful shipborne rolling resulted in a number of changes to the aircraft carriers’ visual landing aids and LSO situational awareness aids, which have had to be introduced into the programme in a phased manner to enable the capability to be tested at sea vertical landings have taken place using on the first of class ship. the F-35B with (a) an empty weapons load The aerothermal environment produced by the F-35B necessitates protection measures beyond those needed for legacy STOVL aircraft. Flight simulation, CFD modelling and sub-scale rig testing methods have been used and (b) the maximum weight weapons alongside full-scale aircraft measurements to identify the extent of protection needed and inform the choice between options. configuration to date. The paper has highlighted the importance of paying attention to detail at the interface between an aircraft and a ship and in the timing of decisions and development activities to result in a successfully integrated overall Mr Philip Dunne capability.

Acknowledgments No shipborne rolling vertical landings The authors acknowledge the contribution of Lockheed Martin Aeronautics, the JSF Program Office, UK MOD and ACA in the development and clearance of this conference paper. have taken place with an F-35B. The plan

References is to commence this activity in 2018 as

1 Fozard, J.W. “Ski-Jump – A great leap for tactical airpower”, British Aerospace Paper, 1979. part of First of Class Flying Trials. Ahead 2 Spavins, C.S. “Harrier – ski jump”, RAE Bedford Paper, ~1981. 3 Thorby, D.C., Johnson, J., Auld, A.B.K., Newman, H.T. and Brooker, M.J. “The special requirements of a VSTOL aircraft”, British Aerospace, AGARD Paper, Oct. 1990. of these trials there is a range of de-risk- 4 A. Fry, R. Cook and N. Revill, “CVF ski-jump ramp profile optimisation for F-35B” The Aeronautical Journal, Feb. 2009 Vol 113 No 1140, pp., 79, 84. ing work being undertaken which includ- 5 Cook, R., Milla, R., Atkinson, D.C., Revill, N., Wilson, P. “Development of the Shipborne Rolling Vertical Landing (SRVL) Manoeuvre for the F-35B Aircraft”, International Powered Lift Conference, 2010. es aircraft trials and synthetic modelling. “...BF-1 accomplished the first F-35 The concept has already been demonstr- five Creeping Vertical Landings ated on the French carrier Charles de (CVLs) on 23 August 2012....” Gaulle using a modified Harrier aircraft. The primary approach aid was tested on F-35 Lightning II Program Status and Fast Facts September 5, 2012 http://f-35.ca/wp-content/uploads/2012/09/F-35-Fast-Facts-Septe7 mber-5-2012.pdf HMS Illustrious.” SRVL F-35B

“Maximum SRVL Bring- back Weight Predictions Based on Current SRVL Development Maturity” Oct 2010

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https://www.researchgate.net/profile/Michael_ Kelly65/publication/311582264_The_Queen_Elizabeth_ Class_Aircraft_Carriers_Airwake_Modelling_and_ Validation_for_ASTOVL_Flight_Simulation/links/ 584ec1b008aecb6bd8d00466/The-Queen-Elizabeth- Class-Aircraft-Carriers-Airwake-Modelling-and- Validation-for-ASTOVL-Flight-Simulation.pdf https://www.researchgate.net/profile/Mark_White27/publication/296810929_Using_airwake_simulation_to_inform_flight_trials_for_the_Queen_ Elizabeth_Class_Carrier/links/5731d2ec08aed286ca0ecea8/Using-airwake-simulation-to-inform-flight-trials-for-the-Queen-Elizabeth-Class-Carrier.pdf

)LJ 4(&DSSURDFKHVIRU659/DQG9/ +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 http://www.savetheroyalnavy.org/hms-queen- 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 elizabeth-preparing-to-operate-fast-jets/ 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(& Scorecard - A Case study of the Joint Strike Fighter Program 04/2008 by Geoffrey P. Bowman, LCDR, USN http://2011.uploaded.fresh.co.il/2011/05/18/36290792.pdf

- “...The capability to operate from a carrier is not as easy as it sounds. Additional weight comes in the form of stronger landing gear, fuselage center barrel strength, arresting hook structure, and additional electrical power requirements. The Navy has added approach speed as a service specific key performance parameter. The threshold for approach speed is 145 knots with 15 knots of wind over the deck. This must be possible at Required Carrier Landing Weight (RCLW). The RCLW is the sum of the aircraft operating weight, the mini- mum required bringback, and enough fuel for two instrument approaches & a 100nm BINGO profile to arrive at a divert airfield with 1,000 pounds of fuel. The minimum required bringback is two 2000 pound air-to-ground weapons and two AIM-120s. The Navy further requires that the CV JSF be capable of carrier recovery with internal and external stores; the external stations must have 1,000 pound capability on the outboard stations and maximum station carriage weight on the inboard. The USMC has added STOVL performance as a service specific key performance parameter. The requirement is listed as follows:KPPs With two 1,000# JDAMs and two internal AIM-120s, full expendables, executea550 [NOW 600] foot (450 UK STOVL) STO from LHA, LHD, and aircraft carriers (sea level, tropical day, 10 kts operational WOD) and with a combat radius of 450 nm (STOVL profile). Also must perform STOVL vertical landing with two 1,000# JDAMs & two internal AIM-120s, full expendables, and fuel to fly the STOVL Recovery profile. The Marine Corps has used the more limiting deck launch, rather than a simple expedit- ionary airfield, to frame its requirement....” See next page for note above right hand side “...STOVL JSF DESIGN REQUIREMENTS [pages 5-6] The design requirements for the STOVL JSF mandated a Vertical Lift Bring Back (VLBB) capability of 5000lbs of fuel and ordnance on a tropical day. The STOVL JSF’s empty gross weight is 29,735 lbs, and it is equipped with a lift fan design capable of producing 39,800 lbs of vertical lift at sea level on a tropical day. An ability to produce 39,800lbs of thrust minus 29,735 lbs gross weight and 3000 lbs of thrust to safely maneuver the aircraft equals 7,065 lbs of VLBB. As a result the STOVL JSF thirty percent more VLBB then the requirements document mandated (Killea). This means in a worst case, sea-based scenario the STOVL JSF is more than capa- ble of conducting a vertical landing with 4000 lbs, vise 2000 lbs, ordnance, plus two 325-lb radar missiles, and 2200 lbs of fuel for an approach, vertical landing, and reserve (Killea)....” The STOVL Variant of Joint Strike Fighter: Are its’ Tactical Com- promises Warranted? Captain G.M. Beisbier, 01 March 2002

- http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA496827&Location=U2&doc=GetTRDoc.pdf