
Elite 5K
- Posts: 23606
- Joined: 05 May 2009, 21:31
- Location: ɐıןɐɹʇsn∀¯\_(ツ)_/¯
- Warnings: -2
Why assume when you can find out. This is the age of the internet - not the age of aquarius. Landing approach KIAS is not the be all and end all of how to land on a short runway or not. For example it surprised me greatly (not really I'm just an old NavAver having been trained by the RAAF initially) that the F-35A used a constant Angle of Attack during their approach. Perhaps we can assume this is NOT the Optimum Angle of Attack as used/known in the world of Naval Aviation - but it might well be. Anyway we can assume that at a given landing weight at the F-35A angle of attack for landing that the airspeed is 150 KIAS. Reduce the weight and magically or not the KIAS is reduced if that F-35A AoA for landing is maintained. This is the secret of NavAv. There is no KPP for F-35A landing airspeed although there is one for the F-35C which is 145 KIAS at the RCLW (required carrier landing weight) which translates into the maximum arrested landing weight. If an F-35C approaches and arrests at a higher KIAS or heavier weight then things will break on the ship/aircraft.
The reason why I mention my beginner/advanced flying training with the RAAF is that they taught me how to land RAAF style on land runways. Cool. However... when I got to NAS Nowra as a newly trained in the RAAF pilot the first thing they did is hit me on the head to learn how to land NAVY style. Sheesh - and it is fun. For a NON-carrier capable aircraft (such as in those days the Vampire/Macchi) we learnt how to approach at a constant airspeed some 5 knots above our flare to land speed and our approach was good (sort of). We had to flare however so that extra speed was important to have energy to flare/cushion our landing. Also ground/runway effect kicks in with these lightweight trainers so there is that also. Our carrier capable aircraft did not require this. In the case of the Sea Venom it approached at a constant airspeed of 115 KIAS within a weight range; whilst the much more capable A4G approached and landed without any flare at Optimum Angle of Attack below a maximum landing weight for that approach style which KIAS then decreased as the aircraft weight decreased. For land runways landing above that max. weight we used higher approach airspeeds to allow for a flare to cushion the heavyweight landing.
So we perhaps can assume at light landing weights an F-35A using this constant approach to landing AoA will be at a lesser IAS. Now what that is I have no idea in the same way I only know what the KPP is for the F-35C - but that is life. Meanwhile yes the F-35A has an emergency hook (to me it looks similar to the emergency F-16 hook). Information on this is on at least one thread here (NavAv) so with some luck I'll find it....
I see there have been a bunch of replies as I typed so I'll add one more thing or two: Who is Peter Collins?
Yes the cumbersome drag chute is going to be used by those frozen people in some Scandinavian countries - at least one Norway will be first to use it and they even offered Canada the use of it without having to help pay for the development of all the gubbins required. A small thing for such a cumbersome bit of kit though I guess. Anyway - on with the search....
The reason why I mention my beginner/advanced flying training with the RAAF is that they taught me how to land RAAF style on land runways. Cool. However... when I got to NAS Nowra as a newly trained in the RAAF pilot the first thing they did is hit me on the head to learn how to land NAVY style. Sheesh - and it is fun. For a NON-carrier capable aircraft (such as in those days the Vampire/Macchi) we learnt how to approach at a constant airspeed some 5 knots above our flare to land speed and our approach was good (sort of). We had to flare however so that extra speed was important to have energy to flare/cushion our landing. Also ground/runway effect kicks in with these lightweight trainers so there is that also. Our carrier capable aircraft did not require this. In the case of the Sea Venom it approached at a constant airspeed of 115 KIAS within a weight range; whilst the much more capable A4G approached and landed without any flare at Optimum Angle of Attack below a maximum landing weight for that approach style which KIAS then decreased as the aircraft weight decreased. For land runways landing above that max. weight we used higher approach airspeeds to allow for a flare to cushion the heavyweight landing.
So we perhaps can assume at light landing weights an F-35A using this constant approach to landing AoA will be at a lesser IAS. Now what that is I have no idea in the same way I only know what the KPP is for the F-35C - but that is life. Meanwhile yes the F-35A has an emergency hook (to me it looks similar to the emergency F-16 hook). Information on this is on at least one thread here (NavAv) so with some luck I'll find it....
I see there have been a bunch of replies as I typed so I'll add one more thing or two: Who is Peter Collins?
Yes the cumbersome drag chute is going to be used by those frozen people in some Scandinavian countries - at least one Norway will be first to use it and they even offered Canada the use of it without having to help pay for the development of all the gubbins required. A small thing for such a cumbersome bit of kit though I guess. Anyway - on with the search....
A4G Skyhawk: www.faaaa.asn.au/spazsinbad-a4g/ & www.youtube.com/channel/UCwqC_s6gcCVvG7NOge3qfAQ/videos?view_as=subscriber