Forum: F-35 Lightning II

Fair enough. Good find. Perhaps these slots have a dual use. Makes sense because of land base ease of use, being able to make use of the ground alongside (unlike on a carrier where environment - steel deck - is quite different). Looks as though in the case of the EMALS that these 'slots' don't continue very far. I guess the previous info referred only to the old STEAM catapult deadweights. Perhaps these days computer simulation takes care of the 'deadweight' issues? I have no idea. Vaguely recall reading about some computer simulation. Very Happy

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Old news but news to me.

WASP wraps up year filled with accomplishments Dec 11, 2011

http://www.dvidshub.net/news/81212/wasp ... plishments

"...One of the first big events for Wasp came in June when the number one ship in the fleet tested new joint-precision approach and landing system technology underway. The JPALS is a global positioning system-based technology designed to assist pilots in making a precise approach and landing, more precise than ever before, on land or at sea, anywhere in the world. Several engineers from Raytheon Company monitored data gathered for JPALS June 14 [2011] aboard Wasp...."

[quote="spazsinbad"}..One of the first big events for Wasp came in June when the number one ship in the fleet tested new joint-precision approach and landing system technology underway. .. June 14 [2011] aboard Wasp...."[/quote]

Good Catch, missed it also. This was a good test for the "Bee" with automated data transfer to the Wasp and an early checkout of the Wasp system for the F-35. The helos; MH-60, CH-53, CV-22, H-1s and even the AV-8B will all be using the Wasp's Jpals. It would be interesting to know how wide spread the upgrade to Jpals has progressed in the fleet. The X-47B is on it's way (this week) to Pax and it will be using JPals both onshore and on the carrier. Smile

PMA-213 Celebrates New GPS-Based Landing System Progress Patuxent River, MD - Jan/24/2012

http://www.thebaynet.com/news/index.cfm ... y_ID/25955

"The latest in a series of Engineering Development Models (EDM) of a technology that promises to revolutionize how the DoD safely lands its aircraft was unveiled by the Naval Air Traffic Management Systems Program Office (PMA-213) during a dedication ceremony here Jan. 11.

“We now have real, testable hardware after several years of conceptual modeling and design,” Capt. Darrell Lack, PMA-213 program manager, told the group gathered to celebrate the latest advancement of the Joint Precision Approach and Landing System (JPALS).

“We will retire aging, radar-based, precision-approach and landing systems that are experiencing increasing obsolescence issues and evolve into a GPS-based precision-approach and landing system,” Lack said. “This system will provide secure performance at sea, on land and in expeditionary environments with increased operational availability and interoperability.”

PMA-213 received the second JPALS EDM in October and plans to install it on all CVN, LHD and LHA class ships as part of “Increment 1A.” The system offers critical enabling technology for the CVN-78 ship class, F-35 Lightning II Joint Strike Fighter and Navy unmanned air systems, while allowing retirement of costly, radar-based systems, Lack said. JPALS-compliant aircraft will be compatible with the civil aviation, GPS-based infrastructure when fielded.

EDM-2 is the initial production representative unit of the AN/USN-3(V)1 JPALS, consisting of four shipboard-suitable equipment racks and multiple GPS and UHF data-link antennas. A team, including the JPALS prime contractor Raytheon Network Centric Systems and NAWCAD Research and Engineering personnel will integrate the unit into the System Integration Lab at the Landing Systems Test Facility for further development.

With Navy, Air Force and Army participation, JPALS will provide a family of interoperable systems for civil and multinational, manned and unmanned aircraft. A JPALS increment 1A Test Readiness Review is scheduled for April and a Milestone C review to enter production is planned in fiscal 2013."

Perhaps of interest.

L-CLASS PRECISION APPROACH AND LANDING SYSTEM (PALS) CERTIFICATION

http://www.hrana.org/documents/PaddlesM ... ry2012.pdf

"Carrier suitability testing frequently involves “unconventional” flying, which is certainly the case for certifying amphibious assault ships (LHA and LHD classes). These ships have a Precision Approach and Landing System (PALS) similar to those currently found on any aircraft carrier (CVN), and require similar certification every two years. As VX-23 does not fly the Harrier, we perform these certifications using the F/A-18. L-Class ships have a TACAN and SPN-41 Instrument Carrier Landing System (ICLS), similar to the systems found on a CVN. Instead of a SPN-46 Automatic Carrier Landing System (ACLS) however, they have a SPN-35 which provides a precision approach capability. They also have an optical lens which appears similar to the lens found on a CVN, but it’s located on the starboard side of the ship and on the back side of the island. Instead of a marked centerline in the landing area, they have a “tramline” which pilots use to reference their lateral position.

The goal of an L-Class PALS certification is to verify that the SPN-35, SPN-41 and lens agree, and that they get the pilot safely to the point where he can take over and land visually. In this respect it’s similar to a Mode II certification of an aircraft carrier. Obviously the F/A-18 isn’t designed to touch down on an L-Class, so all of the approaches are terminated no later than 200 feet. The pattern is similar to that used for CVN certification , essentialy the Case III pattern with a higher airspeed on downwind. The pilot flies the ICLS needles while cross-checking and reporting TACAN range and radar altitude on the radio. Simultaneously test engineers onboard the ship monitor the SPN-35 to ensure that it matches what the pilot is reporting. Technicians are capable of making near real-time adjustments if errors in the system are detected.

Flying a low approach to a straight-deck boat is an interesting experience. Since there is no possibility of touch-down, approaches are generally flown with the landing gear up to conserve fuel. The urge to fly to the right of the wake and make the sight picture look like a CVN is almost irresistible. The location of the lens on the starboard side of the ship also contributes to the tendency to drift right. Combine all these factors and add in the requirement to fly an on-and-on approach while simultaneously reporting range and altitude data on the radio, and this quickly becomes a challenging task.

To all those who get to enjoy their ’rats on an L-Class, while we don’t get to interact with you as much as with CVN pilots, we at VX-23 are dedicated to ensuring that you have the most accurate and reliable landing aids pos-sible. Please let us know if you have any concerns with your ship’s systems. While the L-Class PALS certification may not help us increase our trap count, it is challenging and rewarding flying, and an important part of VX-23’s service to the fleet.
LT Matt “Brasso” Davin
VX-23 Ship Suitability"

Forum: F-35 Lightning II

EMALS & JPALS for the JSF