F-35 Joint Strike Fighter News, Videos and pics Thread

[Tako]

re: F-35 Joint Strike Fighter Thread

Australia taking delivery of first F-35, plans to buy 72

Australia will take delivery of its first F-35 Lightning II on Thursday from Lockheed Martin in Texas, according to an Australian Defence Force spokesman.
On Monday, the Australian Defence Force released a draft statement on the likely environmental impact of F-35 flight operations and invited members of the community to comment.
The draft statement compares expected impact of the F-35s to that of the F-18 Hornets already in service with the Royal Australian Air Force, according to a defense force statement.
The Australian F-35s will fly out of RAAF bases Williamtown in New South Wales state and Tindal in the Northern Territory. The aircraft will visit other RAAF bases in Darwin, Pearce, Amberley, Townsville and Edinburgh for training.
The first F-35 will arrive in Australia in late 2018, the statement said, adding that new facilities and infrastructure worth $1.5 billion will be built to support the jets at Williamtown and Tindal.
The defense force's website says Australia will form three operational F-35A squadrons, one at Tindal and two at Williamtown, which will also host a training squadron. The first F-35 squadron will be operational in 2021, and all 72 aircraft are expected to be fully operational by 2023.
In the future, a fourth operational squadron will be considered for Amberley, for a total of about 100 F-35A's, the website states.
"The F-35A's combination of stealth, advanced sensors, networking and data fusion capabilities, when integrated with other defence systems, will enable the RAAF to maintain an air combat edge," the website states.

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[FORBIN]

re: F-35 Joint Strike Fighter Thread

First F-35A for the 2 sqn OCU, RAAF training unit for F-18 actually based to Williamtown with 2 others F-18 sqns whose 3 sqn will be the first front line unit operationnal normaly for 2021.

 

[Jura The idiot]

re: F-35 Joint Strike Fighter Thread

...

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(I liked most the
In-Flight Reconfiguration
part)

I'm sorry but I'll react to my own post I was curious about the RISC processors mentioned and why as many as
"Seven PowerPC processors are plugged into the CNI ..." (CNI: communication, navigation and identification)
and I think I found a reasonable explanation in

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saying about F-35:
"... an architecture inherited in 1995 from the F-22, because, at the time, a shared-processor approach appeared to be the only way to provide enough horsepower for sensor fusion in a fighter aircraft."

But the same source says now "TR-2" processors are being installed instead ... couldn't find any details (or "details" like the architecture, number of cores, ...) about them ... likely because I don't Need To Know

 

[Tako]

re: F-35 Joint Strike Fighter Thread

With the exception of serial numbers and other surface markings, one F-35A tends to look like the next F-35A. Soon, however, a small, aerodynamically clean bump on the upper surface between the two vertical tails will distinguish Norwegian F-35As from other F-35s.
The bump, more accurately called a pod, will contain a drag chute system for rapidly decelerating Royal Norwegian Air Force F-35s after landing on the country's short, icy runways. While Norway will be the first country to receive the pod, Canada and the Netherlands are also considering adding the capability to their Lightning IIs.
"All three countries currently use supplemental systems to slow their fighter aircraft during landings in icy conditions," explained Suku Kurien, the Lockheed Martin program manager for the Norway drag chute system. "Norwegian and Dutch F-16s use drag chutes. Canadian CF-18s use arresting hooks." In general, drag chutes are used for fighters that operate from shorter runways or from short, wet or icy runways in extremely cold climates.
Since none of the baseline F-35 configurations required a drag chute, the system represents the first modification to the F-35 design to come after the System Development and Demonstration Phase. "The drag chute system is the first new capability to be contracted for the F-35 by one of the original eight international partners," added Kurien.

The drag chute program was born from a Lockheed Martin study funded by Norway, Canada, and the Netherlands in 2010. "We reviewed many alternatives with Lockheed Martin, including thrust reversers and larger wings," explained Lt. Col. Christoffer Eriksen, former F-35 Norwegian Assistant National Deputy who led the study for Norway. "We have used the drag chute regularly on our F-16s with ease and success. When this concept was proposed, we were comfortable with it as were our Dutch teammates who also fly F-16s."
The biggest challenge for the program was to develop a pod that did not degrade the F-35's stealth capabilities and aerodynamics. "We put a lot of effort into optimizing the fairing shape to provide sufficient volume for the drag chute and mechanism while minimizing drag and signature impacts," according to Adam Minks, the Lockheed Martin lead for the study.
Norway further challenged Lockheed Martin by moving up the delivery of its first two aircraft to 2015. "We requested the drag chute internal capabilities be included even though the final requirements were not complete," said Eriksen. "To save time, the development program began with reengineering the aircraft structure while simultaneously defining the program requirements," said Kurien.

Representatives from Lockheed Martin, the F-35 Joint Program Office, and Norway began developing the drag chute system in 2012. The basic goals were defined early on including the specified minimums for runway length and defined icy conditions, flying qualities, and operational life for the drag chute and structure. Maintenance needs were also defined. The methods to verify and certify the system were established. Norway is expected to procure a total of fifty-two F-35s and associated drag chute systems.

Structural changes involved adding a load fitting onto an upper fuselage bulkhead near the aft portion of the wing and redesigning the skins in the wing and aft fuselage. The tool fixtures used to manufacture the wing carry through and aft fuselage structures were modified to allow for the change. These changes were made on the production lines in Fort Worth, Texas, and in Marietta, Georgia, for the wing and in Samlesbury, UK, for the aft fuselages that are produced there.
The drag chute system itself consists of a removable, or missionized pod. While Norway will likely operate with the pod installed full time, other countries have the option of installing the pod as needed. The system is being designed much as a wing pylon so that the pod can be installed and removed with minimal time and effort.
To deploy the chute, the pilot flips a switch up on the upper left side of the instrument panel. The switch activates hydraulic actuators that open the pod to release a Kevlar parachute. Once the aircraft is slowed sufficiently, the pilot flips the same switch down to release the drag chute as the aircraft comes to a stop.
Besides developing the pod and modifying the structure to accommodate it, the design team is evaluating the effects of the pod in terms of flight performance, signature, and sensor interaction, to ensure the aircraft capability is not degraded.
"The pod acts as a fin that, from analysis and wind tunnel testing, has little to no adverse effect on the aircraft's capabilities," explained Kurien.

To verify the wind tunnel tests and certify the overall design for operational use, the drag chute system will go through a flight test program at Edwards AFB, California, beginning in 2017. "We are currently planning to use the SDD F-35A test aircraft designated as AF-2," said Kurien. "AF-2 is a loads aircraft and has the best instrumentation to support the tests."
Initial tests will confirm aero performance and flying qualities predictions. These tests will be followed by a series of landing tests with chute deployment on a dry runway surface with various crosswinds and aircraft configurations. The final tests at Edwards will involve wet runway landings with chute deployments.
AF-2 will move to a cold-weather location for the final tests, which will involve ground handling maneuvers and landings with chute deployment on an icy runway. The location for this test has not been finalized, though the test team is considering JB Elmendorf-Richardson in Alaska.
"Designing the drag chute system is truly a collaborative effort. Not just between Norway and Lockheed Martin but also with the F-35 JPO," according to Jeff Mohr, the chief project engineer for the drag chute program. "Our success to date with such an aggressive schedule would only be possible with the trust and collaborative relationship among all three entities. Norway is involved directly with the engineers at a very detailed level. This level of involvement assures Norway that Lockheed Martin is incorporating its requirements to its satisfaction."
"The drag chute system is a significant capability for Norway and for other F-35 customers," said Kurien. "Getting this design off the drawing board and into the F-35 fleet for the Royal Norwegian Air Force is important for Norway's national defense plans. And it will be a major accomplishment for the F-35 program. Everyone involved will feel a huge sense of accomplishment when we see the system being used in an operational environment."

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[Bernard]

re: F-35 Joint Strike Fighter Thread

With the exception of serial numbers and other surface markings, one F-35A tends to look like the next F-35A. Soon, however, a small, aerodynamically clean bump on the upper surface between the two vertical tails will distinguish Norwegian F-35As from other F-35s.
The bump, more accurately called a pod, will contain a drag chute system for rapidly decelerating Royal Norwegian Air Force F-35s after landing on the country's short, icy runways. While Norway will be the first country to receive the pod, Canada and the Netherlands are also considering adding the capability to their Lightning IIs.
"All three countries currently use supplemental systems to slow their fighter aircraft during landings in icy conditions," explained Suku Kurien, the Lockheed Martin program manager for the Norway drag chute system. "Norwegian and Dutch F-16s use drag chutes. Canadian CF-18s use arresting hooks." In general, drag chutes are used for fighters that operate from shorter runways or from short, wet or icy runways in extremely cold climates.
Since none of the baseline F-35 configurations required a drag chute, the system represents the first modification to the F-35 design to come after the System Development and Demonstration Phase. "The drag chute system is the first new capability to be contracted for the F-35 by one of the original eight international partners," added Kurien.

The drag chute program was born from a Lockheed Martin study funded by Norway, Canada, and the Netherlands in 2010. "We reviewed many alternatives with Lockheed Martin, including thrust reversers and larger wings," explained Lt. Col. Christoffer Eriksen, former F-35 Norwegian Assistant National Deputy who led the study for Norway. "We have used the drag chute regularly on our F-16s with ease and success. When this concept was proposed, we were comfortable with it as were our Dutch teammates who also fly F-16s."
The biggest challenge for the program was to develop a pod that did not degrade the F-35's stealth capabilities and aerodynamics. "We put a lot of effort into optimizing the fairing shape to provide sufficient volume for the drag chute and mechanism while minimizing drag and signature impacts," according to Adam Minks, the Lockheed Martin lead for the study.
Norway further challenged Lockheed Martin by moving up the delivery of its first two aircraft to 2015. "We requested the drag chute internal capabilities be included even though the final requirements were not complete," said Eriksen. "To save time, the development program began with reengineering the aircraft structure while simultaneously defining the program requirements," said Kurien.

Representatives from Lockheed Martin, the F-35 Joint Program Office, and Norway began developing the drag chute system in 2012. The basic goals were defined early on including the specified minimums for runway length and defined icy conditions, flying qualities, and operational life for the drag chute and structure. Maintenance needs were also defined. The methods to verify and certify the system were established. Norway is expected to procure a total of fifty-two F-35s and associated drag chute systems.

Structural changes involved adding a load fitting onto an upper fuselage bulkhead near the aft portion of the wing and redesigning the skins in the wing and aft fuselage. The tool fixtures used to manufacture the wing carry through and aft fuselage structures were modified to allow for the change. These changes were made on the production lines in Fort Worth, Texas, and in Marietta, Georgia, for the wing and in Samlesbury, UK, for the aft fuselages that are produced there.
The drag chute system itself consists of a removable, or missionized pod. While Norway will likely operate with the pod installed full time, other countries have the option of installing the pod as needed. The system is being designed much as a wing pylon so that the pod can be installed and removed with minimal time and effort.
To deploy the chute, the pilot flips a switch up on the upper left side of the instrument panel. The switch activates hydraulic actuators that open the pod to release a Kevlar parachute. Once the aircraft is slowed sufficiently, the pilot flips the same switch down to release the drag chute as the aircraft comes to a stop.
Besides developing the pod and modifying the structure to accommodate it, the design team is evaluating the effects of the pod in terms of flight performance, signature, and sensor interaction, to ensure the aircraft capability is not degraded.
"The pod acts as a fin that, from analysis and wind tunnel testing, has little to no adverse effect on the aircraft's capabilities," explained Kurien.

To verify the wind tunnel tests and certify the overall design for operational use, the drag chute system will go through a flight test program at Edwards AFB, California, beginning in 2017. "We are currently planning to use the SDD F-35A test aircraft designated as AF-2," said Kurien. "AF-2 is a loads aircraft and has the best instrumentation to support the tests."
Initial tests will confirm aero performance and flying qualities predictions. These tests will be followed by a series of landing tests with chute deployment on a dry runway surface with various crosswinds and aircraft configurations. The final tests at Edwards will involve wet runway landings with chute deployments.
AF-2 will move to a cold-weather location for the final tests, which will involve ground handling maneuvers and landings with chute deployment on an icy runway. The location for this test has not been finalized, though the test team is considering JB Elmendorf-Richardson in Alaska.
"Designing the drag chute system is truly a collaborative effort. Not just between Norway and Lockheed Martin but also with the F-35 JPO," according to Jeff Mohr, the chief project engineer for the drag chute program. "Our success to date with such an aggressive schedule would only be possible with the trust and collaborative relationship among all three entities. Norway is involved directly with the engineers at a very detailed level. This level of involvement assures Norway that Lockheed Martin is incorporating its requirements to its satisfaction."
"The drag chute system is a significant capability for Norway and for other F-35 customers," said Kurien. "Getting this design off the drawing board and into the F-35 fleet for the Royal Norwegian Air Force is important for Norway's national defense plans. And it will be a major accomplishment for the F-35 program. Everyone involved will feel a huge sense of accomplishment when we see the system being used in an operational environment."

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Could this be used on aircraft carriers with no arresting cables?! Say the UK QE carriers

 

[thunderchief]

re: F-35 Joint Strike Fighter Thread

Could this be used on aircraft carriers with no arresting cables?! Say the UK QE carriers

Not really. Drag chute slows down aircraft, but it doesn't decelerate aircraft as good as arresting cable (i.e. negative acceleration is lower) . Reason for that is simple : drag chute could not sustain same forces as steel arresting cables , most likely it would be torn to pieces with aircraft veering uncontrollably .

 

[Tako]

re: F-35 Joint Strike Fighter Thread

This week, Lockheed Martin officially took delivery of a key part of the F-35 fighter's combat functionality¡ªthe pilot's helmet. The most expensive and complicated piece of headgear ever constructed, the F-35 Gen III Helmet Mounted Display System (HMDS) is one of the multipurpose fighter's most critical systems, and it's essential to delivering a fully combat-ready version of the fighter to the Marine Corps, the Navy, and the Air Force. But it almost didn't make the cut because of software problems and side effects akin to those affecting some 3D virtual reality headsets.
Built by Rockwell Collins ESA Vision Systems International (a joint venture between Rockwell Collins and the Israeli defense company Elbit Systems), the HMDS goes way beyond previous augmented reality displays embedded in pilots' helmets. In addition to providing the navigational and targeting information typically shown in a combat aircraft's heads-up display, the HMDS also includes aspects of virtual reality, allowing a pilot to lookthroughthe plane. Using a collection of six high-definition video and infrared cameras on the fighter's exterior called the Distributed Aperture System (DAS), the display extends vision a full 360 degrees around the aircraft from within the cockpit. The helmet is also equipped with night vision capabilities via an infrared sensorthat projects imagery inside the facemask.
The helmet is an essential part of the aircraft's cockpit. Some pilots have called the helmet's austere touchscreen Panoramic Cockpit Display "the most naked cockpit in history" because of its lack of switches and other physical instrumentation. ("Not true," said Lockheed Martin F-35 Pilot Vehicle Interface lead Michael Skaff in a presentation he gave on the cockpit. "The Wright flyer had fewer switches.") When combined with the cockpit's built-in voice recognition capabilities, the helmet will allow the pilot to track everything in the aircraft's sphere of visibility.

The helmet runs for about $600,000, which doesn't include software integration with the aircraft¡¯s systems. But Lockheed Martin hopes the cost will drop as production ramps up.

Jitter bug

In 2011, Department of Defense F-35 program officials were concerned about some major problems with the second generation of the HMDS helmet. One of them was "jitter", a sensitivity in the helmet's motion sensors that caused the symbology displayed inside the helmet's visor to bounce when the aircraft was being buffeted by winds or experiencing vibration.
There was also a latency in the video from the DAS cameras that caused the pilots' view to slightly lag behind where their heads were pointed. As a result, pilots were suffering from motion sickness caused by the helmet display¡ªa symptom that many users of other virtual reality systems have experienced, including in early versions of the Oculus Rift VR headset.
Another problem was the helmet's display of night vision video. The resolution in the original sensor used in the system had 20/70 acuity¡ªmeaning the device could see things at 20 feet that a normally sighted person could see at 70 feet in daylight. Most military night vision goggles have an acuity of 20/25. That meant the night-vision features of the helmet were nearly worthless in combat situations.
In September 2011, to cover for a potential failure to deliver, the Defense Department contracted BAE systems to build a cheaper, lower-tech alternative to the HMDS. BAE's alternate helmet used a variation on the Head Equipment Assembly, a system the company had already developed for the Eurofighter Typhoon flown by the air forces of Britain, Germany, Italy, and Spain. It uses a series of infrared LEDs on the helmet to track the pilot's head position and projects a holographic display of aircraft data and target information within the helmet's visor. A pair of binocular night vision goggles could be clipped onto the helmet to provide the night vision capability required.

But development of the BAE option was shot down in October of 2013, when the F-35 program decided that Rockwell Collins and Elbit had solved the majority of the issues with their HMDS in its third generation. After more than 15,000 hours of flight time testing, Lockheed Martin and the DOD signed off on the Rockwell/Elbit helmet as their sole solution.
Gen III of the HMDS has an improved infrared sensor and head-tracking technology, as well as a better imaging system with a backlit internal display. Vision Systems International has delivered 160 of the helmet systems to Lockheed so far, and the helmets will be rolled into the next round of low rate production for the aircraft.

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[Air Force Brat]

re: F-35 Joint Strike Fighter Thread

Could this be used on aircraft carriers with no arresting cables?! Say the UK QE carriers

No, bringing the C model aboard at 145knts will be a challenge, as that is at the upper limits of capability of the arresting gear on the very short deck, and the deceleration is very positive, and even somewhat violent. Airframes are limited by the number of arrestments they may make over the lifetime of the airframe, once they reach that number, they are retired from the carrier, and spend the rest of their flying lives as land lubbers.

The drag chute on the other hand while providing significant braking at higher speeds, loses its effectiveness as the aircraft slows, and is there on the icy runways to provide longitudinal stability to keep the aircraft from yawing and losing longitudinal control. I can say from personal experience that the vertical tail, acts as a sail once the aircraft loses control effectiveness on the ground. The drag chute is very helpful in that role, and allows the pilot to concentrate on braking and aircraft control.

So two very different animals, both requiring structural strengthening of the airframe, both internally and externally, a good question, there is no way the drag chute would come close to enabling the operation of an otherwise clean aircraft onto the carrier deck, as the arresting gear basically "snatches" the aircraft out of the air, and onto the deck. Watch some arrestments on You Tube, they have been described by pilots and engineers as "controlled crashes", the aircraft "slams" onto the deck and the negative g forces are extremely violent. That's why the C has more wing and horizontal stab area, as well as FCS programming to droop the trailing edge surfaces for better control at those low airspeeds.

 

[thunderchief]

re: F-35 Joint Strike Fighter Thread

This week, Lockheed Martin officially took delivery of a key part of the F-35 fighter's combat functionality¡ªthe pilot's helmet...

F-35 has no HUD, and it only has 1 large MFD , so helmet is a single point of failure . Not very smart thing to do, betting everything on unproven piece of technology .

 

[SouthernSky]

re: F-35 Joint Strike Fighter Thread

A little further Aussie input into the F-35.

An article in the latest RAAF newspaper regarding this project and a photo of the model can be found here.

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I've got a few models of aircraft I wouldn't mind these guys putting together!

F-35 has no HUD, and it only has 1 large MFD , so helmet is a single point of failure . Not very smart thing to do, betting everything on unproven piece of technology .

Such a pessimist thunderchief.