Conversion between forward flight and STOVL

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delvo

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Unread post10 Apr 2012, 14:32

Once an F-35B is up from the deck of an amphibious assault ship, how long does it take before its forward speed is high enough to switch modes and fly like an F-35A, and how long does the process (straightening the nozzle back, turning the fan off, closing off air flow to the under-wing outlets, and closing all the doors) take, and how far would it have traveled in that time? And the same questions in reverse: how far ahead of time is the switch done before a short/vertical landing?
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sufaviper

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Unread post10 Apr 2012, 14:41

I know there are some videos from the Wasp sea trial that show all the STOVL doors closing in 10 seconds or less (being conservative, as I think it is closer to 5 or less) upon completing a Vertical landing. I'm not sure on the time from take-off to conversion, but it is driven by airspeed (I would assume similar to the F-35A take-off speed, and the same in reverse).

But I have a feeling spaz or Spud will come along shortly with links to what I am thinking of.

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spazsinbad

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Unread post10 Apr 2012, 16:51

FWIW here is what seems a credible description of an F-35B STO, whilst I believe the conversion from conventional flight will be the same in reverse as that indicated below.

‘LowObservable’ said: 24 July 2011 (re F-35B STO) Future Carrier (Incl Costs) Thread:

http://www.pprune.org/military-aircrew/ ... s-152.html

“1 - STO starts with the core nozzle almost straight aft, with a little nose-down pitching moment to load the nosewheel and ensure effective steering.

2 - The pilot applies aft stick and the core nozzle and fan set the required nose-up pitch for liftoff. This can also be commanded by pushing a button on the stick, or done automatically after the pilot inputs a deck-roll distance.

3 - As soon as the weight is off the wheels the engine nozzles and aerodynamic surfaces combine to provide conventional handling responses.

4 - As the aircraft accelerates, the aerodynamic surfaces get more effective, the engine effectors become less active and the thrust points aft.

Once the jet is above stall speed, the pilot presses the conversion button. The reverse conversion takes about 10 seconds. The clutch re-engages to free the locks, which are pulled out, and the clutch backs away. The core nozzle rolls up and is locked in full-aft position, and when the lift fan has spun down the STOVL doors are closed.” [Limit is now approx. 165 KIAS]
RAN FAA A4G: http://tinyurl.com/ctfwb3t http://tinyurl.com/ccmlenr http://www.youtube.com/user/bengello/videos
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spazsinbad

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Unread post06 May 2012, 20:42

The Weaponization of the F-35

http://www.sldinfo.com/whitepapers/the- ... -the-f-35/

“...From the pilot point of view, the engine is pilot proof. You just move the thrust lever and Pratt & Whitney does the rest. There’s nothing to manage except the thrust level. The engine is another example of managed single seat workload.

“I realize we haven’t discussed Short Takeoff and Vertical Land (STOVL) operations, but this is the perfect example. Thrust management from wingborne flight to semi-jet to jetborne is seamless. The simulator is so easy to fly in STOVL mode that we can teach non-pilots in about 5 minutes to do this safely. The test pilots have told me the simulator is too hard compared to the real airplane!” says Mike Skaff, principal engineer for the F-35’s pilot vehicle interface....” What a character is Mike Skaff! :D
RAN FAA A4G: http://tinyurl.com/ctfwb3t http://tinyurl.com/ccmlenr http://www.youtube.com/user/bengello/videos

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