Nice Su NITKA pic 'kbrockman' - thanks. A lot more 'carrier landing' info can be found from an URL in a previous entry on this thread.
F-35C carrier approach info: VX-23 'Salty Dogs' Joint Strike Fighter Update -LCDR Ken “Stubby” Sterbenz VX-23 Ship Suitability Department Head in Paddles Monthly - Sept 2010
http://www.hrana.org/documents/Paddl...tember2010.pdf (1.3Mb)
"The F-35C is 51.5 ft long and has a wingspan of 43 ft and 668 ft2 of wing area (7 ft longer wingspan and 208ft2 more wing area than the Air force or Marine versions.) It also carries 19,800 lbs of internal fuel - 1000 pounds more gas then the Air Force version. It is powered by a Pratt and Whitney F135 engine that produces 28k lbs and 43k lb of thrust in MIL and AB respectively. The
max trap weight will be around 46k lbs, with an empty weight of about 35k lbs. It will fly an
on-speed AOA of 12.3° at 135-140 KCAS [Optimum Angle of Attack or Donut]...."
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Some info from the F-35C 'drop testing':
Lightning shock: key.Aero, Military Aviation
“…The tests were successfully carried out between March and April [2010], and included dropping CG-01 95 inches at 20 feet per second, with an 8.8 deg pitch [near Optimum AoA 12.3], two degree roll, and
133 knot wheel speed, simulating a carrier-deck landing.…”
Perhaps from this information some approach conditions to CVF can be inferred - at NIL WOD for CVF but even knowing 'wheel speed' from above link it is not known if this is the maximum wheel speed for a carrier landing. We know I believe that the runway wheel speed is much higher for takeoff while F-35A landing speed is said to be 25 KIAS higher than F-35C approach speed (with a flare reducing final touch down speed for A model :
The Joint Strike Fighter: A plane for all reasons | Machine Design)) but how that applies to a carrier landing given the other unknowns about the capacity of the arrestor gear (weight of aircraft and engaging speed limits) I'll just have to scratch my nose.
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Some more grist for the mill with a higher landing speed mentioned:
Vought Test Lab Performs Series of Drop Tests on F-35C for LM
"...This “drop test” is done to simulate a landing on an aircraft carrier. As a fighter jet approaches the deck of a carrier,
forty-six thousand pounds of airplane is traveling at 138 knots and hitting the deck with a thud, stressing the airframe and especially the jet’s landing Vought Test Lab Simulates Jet Landing on an Aircraft Carrier gear with thousands of pounds of pressure. Every part of the gear must withstand that tremendous stress time after time with no structural failure...."
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JSF Carrier Variant Meets First Flight Goals Jun 8, 2010 By Graham Warwick
JSF Carrier Variant Meets First Flight Goals | AVIATION WEEK
“Handling with landing gear down was a key focus of the first flight as the F-35C has a 30% larger wing and uprated flight controls to reduce takeoff and landing speeds compared with the other F-35 variants. Knowles says the aircraft
approached at 135 kt., compared with 155 kt. for the smaller-winged F-35A and B variants at the same
40,000-lb. gross weight. Takeoff rotation speed was 15-20 kt. slower, he says...."
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From the above my back of envelope calculations are:
CVF at 10 knots in NIL wind can arrest at Maximum Landing Weight F-35C at Opt. Angle of Attack Approach (140- KIAS) within limits of the USN Mk.7 Mod 3 or better Arresting Gear (I'll presume that the new Advanced Arresting Gear - AAG has better capability). LANDING SIGNAL OFFICER REFERENCE MANUAL (REV. B) with Arrest Gear Stats here:
http://63.192.133.13/VMF-312/LSO.pdf [no longer available] OR [will advise of new location when found]
OR USN Mk.7 Arrestor Gear info here:
http://www.globalsecurity.org/milita...lre-a_2002.pdf
NB: The above 'back of postage stamp' calculations did not take into account the speed definitions and factors here: 'REVIEW OF THE CARRIER APPROACH CRITERIA FOR CARRIER-BASED AIRCRAFT PHASE I; FINAL REPORT'
SPEED DEFINITIONS:
http://www.robertheffley.com/docs/HQ...IR_2002_71.pdf
"The relationship between Vpa, WOD, and engaging speed is significant to the discussion of approach requirements.
Touchdown speed is defined as 105% of Vpa. The 5% factor added to the touchdown speed is not arbitary. It is based on actual ship survey data and the statistical variation seen in the actual touchdown speeds. The percentage varies with each aircraft. However, for design purposes, a 5% factor is used as a nominal value to define touchdown speed.
Engaging speed is defined as touchdown speed minus WOD. Closure speed is the relative speed between the aircraft and the ship. The engaging speed limit is the minimum of the arresting gear limit speed, hookload limit speed, or limiting sink speed. The engaging speed must not exceed the engaging limit speed for safe recovery. WOD is generated by the combination of natural wind and/or ship speed.
+ [from diagram in PDF]
Engaging Speed Factor (0.06 x Approach Speed)"
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For various 'speed' definitions and other assortments:
REVIEW OF THE CARRIER APPROACH CRITERIA FOR CARRIER-BASED AIRCRAFT PHASE I; FINAL REPORT
http://www.robertheffley.com/docs/HQ...IR_2002_71.pdf
There are adverse effects if the 'ideal' WOD is not achieved with too much Wind Over the Deck having unintended consequences. Info on this aspect here:
Effect of Wind Over Deck Conditions on Aircraft Approach Speeds for Carrier Landings 1991
http://www.dtic.mil/cgi-bin/GetTRDoc...f&AD=ADA239511
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F-35B Key Performance Parameter - KPP conditions (not certain if current because the distance has recently been increased
from 550 to 600 feet on a flat deck):
"The USMC has added STOVL performance as a service specific key performance parameter. The requirement is listed as follows: With two 1000# JDAMs and two internal AIM-120s, full expendables, execute a 550 foot (450 UK STOVL) STO from LHA, LHD, and aircraft carriers (
sea level, tropical day, 10 kts operational WOD) and with a combat radius of 450 nm (STOVL profile). Also must perform STOVL vertical landing with two 1000# JDAMs and two internal AIM-120s, full expendables, and fuel to fly the STOVL Recovery profile."
Download a 0.4Mb PDF here: Scorecard: A Case study of the Joint Strike Fighter Program by Geoffrey P. Bowman, LCDR, USN — 2008 April
http://www.f-16.net/f-16_forum_download-id-14791.html