'…so what’s the point if the idea is to allow higher landing weights?' op #1
An alternative is that RVLs reduce stress on the ground surface, temp and erosion. This could reduce the cost of shipborne operations, not requiring expensive surface coatings or enable greater flexibility in the choice of a landing spot. The latter point could be applied to other landing sites, not requiring significant preparation, but probably not rough strips as per Harrier.
Re lift / pitch during F35 landing, it might not be practical to use higher pitch angles because the proximity of engine exhaust to the ground - erosion, etc. There might be a small beneficial compromise identified from flight test, but how this would be integrated into the specific control system is not clear.
If a simplistic view of F35 VL control is that lateral stick controls left-right motion and the thrust lever fwd-aft; the conventional stick input for pitch, controls vertical rate (thrust), then there is no direct pitch change control.
I suspect that there is some automatic integration within the control law, but again not very much pitch change would be available if the nozzle height is critical. Similarly that wing lift with forward motion / WOD may not decrease the thrust required for landing / nozzle clearance to have any benefit.
Are F35 VLs essentially made at constant attitude ?
Last edited by safetypee; 6th Mar 2020 at 15:09.