Any F-35C Hook updates?

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spazsinbad

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Unread post25 Dec 2013, 19:55

'popcorn' please put millstones :D on your list - why that very long entry is there I have no clue - not my doing.... :D I'll continue to put hook info there when found. For example Lakehurst test manufacturers runway arrest gear even though probably the US military are not using it now AFAIK but likely may use it in future but then again I get into trouble for putting 'irrelevant' material there so I didn't. :D
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Unread post18 Feb 2014, 19:07

http://www.nationaldefensemagazine.org/ ... px?ID=1415

..."One of the most anticipated features of the F-35C is an automated landing system called “delta flight path” that would take the pressure off aviators to nail landings on moving ships. “The delta flight path for the F-35C will make carrier landing so easy,” Burks says. “It will be a new era of carrier aviation. … Night landings will not be the number one task to focus on.” The system has been tested ashore but has yet to be tried at sea"....

Having looked at the references in this blog, are there any other supportive "outside" public documents that enlighten the intent of design of the technique (delta flight path) with the current F-35 flight systems; EODAS, JPALS, etc.? :?:
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Unread post18 Feb 2014, 20:04

This information that follows is doubtless in the 'Lakehurst'/Milestone Section thread. Some of the info will be repeated below. In the 'West2014 Video' 'Delta Flight Path' is the first time I have heard/read that term. I'll guess it is a term referring to the things that follow: [Perhaps if you look through the threads mentioned below you will find more info?]

 Flight Control Software to Help Pilots Stick Landings Aboard Carrier Decks 20 Oct 2011 Grace Jean, Office of Naval Research
"ARLINGTON, Va. (NNS) -- 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 and weapons. "The flight control algorithm has the potential to alter the next 50 years of how pilots land on carrier decks."...

...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."..."

http://www.navy.mil/search/display.asp?story_id=63365

Of course there is more to this story. Go here on the other thread: (about Bedford Array)
viewtopic.php?f=22&t=15821&p=206160&hilit=Jean#p206160
___________________________

The IDLC directly helps the pilot achieve the desired flight path - always with auto throttle.... best read it all at source and this info will be here also - with other stuff: Search forum on 'Tegler' to see multiple instances referencing below...

F-35C Integrated Direct Lift Control: How It Works IDLC will make carrier approaches easier
By Eric Tegler - October 9, 2012
"...“The F-35C is designed to be an auto-throttle flyer on approach. So the pilot will engage auto-throttles and then he just has to fly glide path and lineup with the stick. When he makes pitch-stick inputs to control the glide slope – if he pulls back on the stick a little – the airplane will respond by lowering the flaps to increase lift. The seat-of-the-pants feel is a lot more in the vertical axis. It actually changes the G-level of the airplane; as the flaps come down, they add lift, increasing G and vice versa.”

The pilot is indirectly flying the flaps with the stick, Buus says. From the cockpit, IDLC gives the F-35C exaggerated throttle/pitch response, the test pilot affirms. “It’s almost immediate. It takes longer to make the correction in legacy airplanes.”

NAVAIR contends that IDLC can potentially shorten the carrier qualification learning curve for new pilots by offering more control during the approach, and Buus agrees...."

http://www.defensemedianetwork.com/stor ... -it-works/
____________________



New Flight Control Mode Improves F-35C Handling on Landing Approach 25 Jul 2012 Tamir Eshel
"...The F-35 Integrated Test Force at Patuxent River completed the first dedicated test flight May 4 to evaluate the F-35C Lightning II Joint Strike Fighter’s approach handling characteristics with new flight control laws. Part of software version 2A the new flight control software, called Integrated Direct Lift Control (IDLC), translates pilot commands into choreographed changes to engine power and control surface movement, greatly improving glide path control, according to one test pilot...."

http://defense-update.com/20120725_new- ... roach.html
________________________________

Tailored to Trap 01 Dec 2012 Frank Colucci [THIS IS A LONG ARTICLE BEST READ AT SOURCE]
"...The flight control software, hosted in identical Vehicle Management Computers (VMC), uses a scheme called dynamic inversion (DI). DI allows the desired aircraft response — linear and angular accelerations — to be implemented directly in control laws, thereby reducing the control gain “tuning” required in the development process.

At the heart of the JSF DI implementation is a variant-specific On-Board Model (OBM). The OBM predicts, for the current state of the aircraft, the response that will result from various control surface deflections. Given pilot commands, the VMCs “invert” the OBM in real-time to determine what control surface deflections will provide the desired response. Canin, a Former Navy A-7 pilot, has flown all the JSF versions and now tests the F-35B and C models at Pax River. “Across all three variants, there’s almost no difference in the response to pilot inputs, only in the aerodynamic models used to achieve the response,” he said. “We define the response we want, and the software figures out what to do with the control surfaces.”

Canin added, “That’s the beauty of using this approach when you’re developing three airplanes concurrently. By restricting the differences to the onboard models, the aircraft response developed for one variant transfers naturally to the others.” Common control law development affords cost savings across the JSF variants...."

http://www.aviationtoday.com/av/militar ... 77964.html
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Unread post18 Feb 2014, 22:16

The 'Tailored to TRAP' article is also here in this Dec 2012 AVIONICS magazine PDF (10Mb): & another quote....

http://www.30atc.ir/magazines/December%202012.pdf

Tailored to Trap Frank Colucci December 2012 Avionics Magazine
"...The F-35 uses a BAE Helmet Mounted Display (HMD) instead of a conventional Head-Up Display (HUD). Like a classic HUD, the HMD shows the pilot a flight path marker (or velocity vector), with a bracket to indicate if the aircraft is “on speed” or flying fast or slow. Meanwhile, a caret moves up or down in reference to the flight path marker to give an acceleration-deceleration cue.

Ashore, when the aircraft is on glideslope, the pilot simply puts the flight path marker by the meatball and the aircraft stays on that glideslope. “At the ship, since the landing area is moving through the water, the pilot needs to put the flight path marker out in front of it. He needs to put it where the landing area will
be when he gets there, which again requires judgment. A better system would be put the velocity vector into the moving reference frame of the boat,” Canin said.

Though not currently part of the F-35 plan, implementing a “ship-referenced velocity vector” (SRVV) would allow the pilot to put the SRVV on the intended touchdown point to hold glideslope. “All we would need to know from the ship is its current velocity, so we can put the airplane symbology in that reference
frame,” Canin said.

Readily rewritten control laws have other possibilities. “With the current flight control law, the pilot commands pitch rate with the stick, and uses that pitch rate to establish a glideslope,” noted Canin. “There’s no reason, though, why the flight control system couldn’t establish a baseline glideslope, and allow the pilot to apply control stick pressure to command tweaks around that glideslope in response to ball deviations.” A “glideslope command” mechanization of this sort is not in the baseline airplane now, but is an example of the type of changes that could relatively easily be incorporated in the F-35 control system.

For recoveries in the worst weather, the A-7 and other carrier aircraft flew coupled automatic landings based on radar tracking and datalinked commands from the ship. Canin confided, “I’d break out of it in-close the few times I did one. The pilot doesn’t’ get a [landing] grade if he lets George [autopilot] fly it to touchdown.”

The JSF test program currently has no autolanding requirement, but plans call for an F-35C autolanding capability based on the Joint Precision Approach and Landing System. “The F-35 will take more of a self-contained approach — an internally generated glideslope from GPS.”..."

http://www.30atc.ir/magazines/December%202012.pdf (10Mb)
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Unread post23 Mar 2014, 08:13

Some more clues to the 'delta flight path' gained here (which has been posted earlier on the forum) but good to repeat for the info in it... Search F-35 forum for 'BEHOLDS' to see many repeats with full article excerpt here:

viewtopic.php?f=22&t=15821&p=201204&hilit=BEHOLDS#p201204

WHAT THE FUTURE BEHOLDS... Dan "Butters" Radocaj Test Pilot/LSO VX-23 Ship Suitability, VX-23 Salty Dogs
“...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....”

SOURCE: http://www.hrana.org/documents/PaddlesM ... st2011.pdf
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Unread post23 Mar 2014, 13:37

If it's so dadgum smart how come it hasn't landed on a carrier yet?
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Unread post23 Mar 2014, 15:36

I guess you have not been trolling the hook issues then. Sheesh. Carrier trials due late this year AFAIK.

With New Hook, First F-35 Carrier Trap Set For October [2014] 11 Feb 2014 (Navy Times 17 Feb 2014) Mark Faram

"...To date, only aircraft CF-3 has the new tailhook.

“Once the modified arresting hook system test and engineering analysis is complete, a retrofit plan will be finalized,” said Lt. Rob Myers, a Navy spokesman at the Pentagon.

The first carrier arrested landing will happen off the West Coast on board the aircraft carrier Nimitz, Meyers confirmed. The exact date hasn’t been set. Originally, at-sea testing was to occur in summer 2013 and slipped to an estimated summer 2014 timeframe as of last fall.

Those tests will be conducted by test pilots from Pax River.

Strike Fighter Squadron 101, the Navy’s JSF fleet replacement squadron currently based at Eglin Air Force Base, Fla., could begin carrier qualifications as early as 2015, if all goes well...."

SOURCE: http://hrana.org/news/2014/02/with-new- ... r-october/
Last edited by spazsinbad on 23 Mar 2014, 15:45, edited 1 time in total.
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Unread post23 Mar 2014, 15:39

spazsinbad wrote:I guess you have not been trolling the hook issues then. Sheesh. Carrier trials due late this year AFAIK.



Its just a clear indication that even the F-35s ability to control time is unreliable :roll: Can this thing do anything right? :D

Aslo spaz, its purely anecdotal and you are going to have to take my word on it, but LM considers the hook fixed at this point and it just waiting for the sea trials to confirm it. 8)
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Unread post23 Mar 2014, 15:47

Navy F-35C Prepares for Ship Trials, Faces Headwinds 18 Feb 2014 Sandra I. Erwin

"...One of the most anticipated features of the F-35C is an automated landing system called “delta flight path” that would take the pressure off aviators to nail landings on moving ships. “The delta flight path for the F-35C will make carrier landing so easy,” Burks says. “It will be a new era of carrier aviation. ...Night landings will not be the number one task to focus on.” The system has been tested ashore but has yet to be tried at sea....”

SOURCE: http://www.nationaldefensemagazine.org/ ... px?ID=1415
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Unread post08 Apr 2014, 17:29

Salute!

Will also post on milestones so Spaz doesn't get into trouble, heh heh.

So yeasterday, U.S.N. honcho annouces carier trials for the Cee this fall.

[url]defensetech.org/2014/04/07/navy-to-test-f-35c-on-carrier-this-fall/[/url]

So hook must be O.K.

Gums sends...

EDIT: Oooops, looks like Spaz-breath beat me to it. Oh well.
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Unread post08 Apr 2014, 18:22

IT is the thot wot counts. :D The PaxRiver testing will be interesting to see on video, if the previous SupaHorni Testing info is anything to go by. WoW. The Cee will be wrung out - reamed - steamed and dry cleaned for sure. :devil:

And a belated answer to the newlyrenamedXcruz above. As indicated in the 'AirWaves' video recently, months of testing at PaxRibber will confirm all aspects of the hook/arrest/aircraft performance. This testing will confirm the confirm - rollin testing is easy by comparison (see graphic with lots of explanation on the "Lakehurst" thread in the 'Milestone' section):

viewtopic.php?f=57&t=15767&p=266042&hilit=Kneeboard#p266042

Quote from the 'KNEEBOARD' reference on the above URL...
...During Super Hornet development, Ground Loads Testing required 125 test flights, 370 catapult launches, 471 traps, & 3 years to complete. Incidents included blown tires & various air-plane parts (other than the wheels & tailhook) hitting the deck."

Image
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Unread post08 Apr 2014, 19:26

Also repeated on the 'LAKEHURST/Milestone' thread but worth repeating here for the NIMITZ in it.
U.S. Deputy Program Manager Outlines F-35 Fixes 08 Apr 2014 AINonline Bill Carey

"...The initially deficient tail hook of the F-35C carrier variant has been redesigned and proven at the Navy’s carrier suitability test site in Lakehurst, N.J., without requiring structural changes to the airframe, Mahr said. The redesigned tail hook catches an arresting wire “comparable to that of legacy airplanes, including the F-18,” he said. “Nobody catches the wire every time, but we’re in the high 90-percent [range]. The hook works.” The Navy plans to fly an F-35C for the first time to an aircraft carrier, the USS Nimitz, this fall...."

SOURCE: http://www.ainonline.com/aviation-news/ ... f-35-fixes
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