This wonderful weird world awaits the F-35C at some stage (with some earlier rollin tests with redesigned F-35C hook specific info [already posted via another report on this thread
AFAIK])....
STRIKE TEST NEWS Air Test and Evaluation Squadron 23 Newsletter
2012 Issue
http://www.navair.navy.mil/nawcad/in...ownload&id=670 (2Mb PDF)
[F-35C]
MISSION SYSTEMS AIRCRAFT (page 24)
"...CF-3 [F-35C] returned to Patuxent River after completing final finishes in Fort Worth in early March [2012] and continues to perform F-35C mission systems testing, as well as ship suitability events.... ...A tailhook dynamics evaluation was conducted while performing cable roll-overs and roll-in arrestments at NAS Patuxent River and NAES Lakehurst. A new hook point design was validated at speeds up to 100 knots, trapping on each attempt...."
SHAKE, RATTLE, AND ROLL TESTING (page 20) LT Matthew "Brasso" Davin
VX-23 Ship Suitability performs Shake, Rattle, and Roll (SRR) loads testing on aircraft, systems, and ordnance to ensure that items under test are able to withstand the high demands of shipboard flight operations. A standard "shake" includes both catapult and arresting gear tests at our unique shore based test facility. On the catapult, we build up to the maximum longitudinal acceleration and maximum off center launch bar engagement. Arrested landing tests are more challenging, and require much more difficult flying techniques.
At the arresting gear test site a shake typically begins with buildup to a high sink landing. Using a MK-8 Fresnel Lens Optical Landing System (FLOLS), the glideslope is gradually increased from 3.5 degrees up to 5.5 degrees or beyond, until greater than 20 feet per second (1200 fpm!) is obtained on touchdown. A "free flight" arrestment is performed such that the hook picks up the wire before the main gear hit the deck, requiring a very shallow and precise approach. A "roll/yaw" test point is performed with greater than 5 degrees wing down and up to full opposite rudder pedal on touchdown. Maximum deceleration test points are achieved by targeting a specific ground speed, which depending on wind requires pilots to fly a non-standard angle of attack anywhere between 6 and 12 degrees. Finally, off-center test points require the pilot to target an 18 ft off-center engagement, hopefully without exceeding 20 ft off-center and downing the arresting gear...."