Extract from front pages of Ramp Strike Report:
COMMAND INVESTIGATION INTO THE FACTS AND CIRCUMSTANCES SURROUNDING THE F-35C CLASS A AVIATION MISHAP OF 24 JAN 22
"...3. I have directed my staff to execute the following recommendations:
a. To consult with the manufacturers of the F-35C and Commander, Naval Air Systems Command (NAVAIRSYSCOM) to develop the following:
(1) An intemal indication (Helmet Mounted Display and/or audio tone) to alert a pilot that the aircraft has reached on-speed Angle of Attack (AOA) in the power approach mode without Approach Power Compensation Mode (APC) Delta Flight Path (DFP) engaged. To avoid this indication during level flight, this symbology or tone should only be triggered above a given rate of descent and below a given altitude.
(2) An external indication that an F-35C is in power approach and APC/DEP is not engaged. This extemal indication will need to be visible to the Landing Signal Officers (LSO) while the aircraft is on final approach. This would provide the LSOs the opportunity to intervene earlier in a landing attempt, preventing a similar reoccurrence of an airplane approaching the ship without appropriate thrust....
...c. To collaborate with NAVAIRSYSCOM on the following:
(1) Update the F-35C Flight Manual to reflect that F-35C pilots
shall fly APC/DFP when recovering aboard the carrier. The current F-35C Landing Checklist, Step 4 is: APC/DFP — As desired.
(2) Consult with manufacturer of F-35C to incorporate internal HMD and/or audio tone to alert pilot that the aircraft has reached on-speed AOA in the power approach mode without PLM engaged...."
https://s3.documentcloud.org/documen...edacted-v2.pdf (8Mb)
Then there is this in the report:
YIKES!
"8. ...The investigation determined the cause of the mishap to be pilot error. The pilot entered the carrier break, bringing the throttle to Flight IDLE, allowing the aircraft to slow to approach speed. Once approach speed was achieved, the F-35C landing checklist was not fully completed by selecting Approach Power Compensation Mode (APC)/Delta Flight Path (DFP), leaving the aircraft operating in Manual Powered Approach (PA) Control Laws (CLAW).
9. During the start, middle, and in-close portions of the landing approach, the pilot applied corrections via stick inputs under the assumption that the aircraft was in either APC or DFP PA CLAW. These corrections did not engage the engine to provide additional thrust as the aircraft was still operating in Manual PA CLAW with the throttle still at Flight IDLE. The aircraft developed a rapid sink rate during the in-close portion of the landing approach and a manual engine power demand was not added until
2.6 seconds prior to impact. This late power addition was insufficient to prevent the aircraft from striking the ramp...."