This is DT I in 2011 and somewhere there is some detail about 'envelope explansion' for DT II with cross deck landings / reverse landings and you name it they did it it seems. But HEY I was not there so we will have to take a reporters word on it - or someones anyway. Videos lie dontcha know.
Navy Sees Few Anomalies in F-35B Ship Trials 31 Oct 2011 Amy Butler |
Onboard the USS Wasp
"...Kelly acknowledges that the deck motion does impact landing operations, but “the control law you have is so good, you can compensate.”...
...Pilots were qualified using the heart of the Harrier wind envelope. During testing they have expanded that up to a 30-kt. headwind, 10-kt. crosswind and 5-kt. tailwind. Pilots report good handling qualities, Cordell says...."
http://www.aviationweek.com/aw/gener...ne=Navy&next=0
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I guess all of this DT II stuff was not done at anchor with nil WOD but hey again...
F-35 Lightning II Program Status and Fast Facts 17 Oct 2013
“...F-35B accomplishes first night vertical landing aboard the USS Wasp (Aug. 14)
Developmental Test II aboard the USS Wasp completed; 95 VLs, 94 STO, 19 Night VLs; 42 flights each by two aircraft in 17 available flying days (Aug. 30)...”
http://www.f-16.net/f-16_forum_download-id-18223.html (small PDF download)
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STRIKE TEST NEWS Air Test and Evaluation Squadron 23 Newsletter 2013 Issue [produced 11 Oct 2013]
“...F-35B (STOVL) Flight Sciences aircraft
For each variant, Flight Sciences aircraft specifically go after flight test data requirements that would not be av-ailable in production configuration. Each has a unique set of instrumentation that has been incorporated throughout the airframe, and truly make these each one-of-a kind aircraft. They were the first to roll off the production line in Fort Worth, and each one is critical to the completion of the flight test program. The Flight Science jets do not have full sensor suites installed and do not run the block software that provides warfighting capabilities of the jet....”
...USS WASP Second Sea Trials (DT-II, scheduled for August 2013)
Building on the resounding success of the first sea trials for the F-35B on USS WASP in October of 2011, the team has completed significant efforts in preparation for expanding the envelope at-sea for the USMC/UK pilots who will operate F-35B aircraft at-sea. There is no better way to understand the performance of an aircraft than to take into the operational environment and make it work. The purpose of DT-II is to continue to expand the F-35B flight envelope, ultimately enabling fleet operations in operationally realistic wind and sea state conditions, at night, and with operationally realistic weapons load-outs. The first F-35B developmental test (DT-I) allowed the test team to evaluate the aircraft’s flying qualities and performance in conducting L-Class shipboard flight operations, mainly in the heart of the operating envelope.
Additionally, F-35B maintenance and servicing functions will be evaluated. While onboard Wasp, the F-35B and various functions of the ship are instrumented with sensors that will collect data and allow for post-event analysis. Test findings may drive improvements to the F-35B for operations at-sea in preparation for USMC initial operational capability, currently scheduled for 2015....”
http://www.navair.navy.mil/nawcad/in...ownload&id=767
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Perhaps there is some WINDY joy in this video - it has been awhile....
Lightning II jets in vertical night landing tests 13 Sep
“F-35 Operations onboard USS Wasp with interviews. Over the last few weeks, RAF and Royal Navy pilots and ground crew have been involved in the second round of Carrier testing onboard the USS WASP. The testing has been used to expand the operational envelope, with aircraft flown in a variety of air and sea states, landing at day and night, all while carrying internal weapons. This was the first time that vertical night landings had been conducted at sea.”
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Blue Sky OPS AIR International F-35 Lightning II 26 April 2012
"Mark Ayton spoke with Peter Wilson, a former Royal Navy Sea Harrier pilot and now STOVL lead test pilot at NAS Patuxent River..."
"...Nine Hops
During STOVL testing in February 2010, Peter Wilson flew nine sorties from NAS Patuxent River in about four hours, all of which were less than 5 minutes in duration. Each sortie carried a relatively low fuel load allowing Peter to take off, and fly around for a brief period to ensure the fuel was at the right level in preparation for a landing test. “The highlights on the day were the take-offs. I took off as slow as 50 knots [92km/h] with the STOVL mode engaged, accelerated out to the normal pattern speed of 150 knots [276km/h], turned downwind, and positioned ready for a vertical landing,” he said.
Some of the vertical landings required extreme nose-down attitudes on the aircraft at various weights and phenomenal descent rates. Recounting the landings, Peter Wilson told AIR International: “I was trimming nose down to make the nose gear hit first rather than the main gear coming down as fast as I could, given the control law of the aeroplane. When the nose gear (underneath the pilot’s seat) hits first at that sort of descent rate it gets your attention because it’s a pretty heavy landing and a remarkable experience in the cockpit.”
F-35B Take-off Options
The F-35B STOVL variant has a range of take-off options using different modes to suit the basing. Take-offs from a ship, with either a flat deck or one with a ski jump, are also possible with a mode for each scenario. These are short take-off scenarios that can be achieved at speeds as low as 50kts with a deck or ground run of no more than a 200ft (60m). In the same mode, a take-off as fast as 150 knots is possible if the weight of the aircraft requires that speed. If the aircraft is light it can take off at a slow speed and faster when heavy.
Take-off at speeds as low as 5, 10, 15, 20kts (9, 18, 27 and 36km/h) are also possible, each of which is effectively a vertical take-off while moving forward. There are different ways of rotating the aircraft in STOVL mode, including the usual ‘pull on the stick’. Other ways are by pressing a button or programming a ground distance required after which, the aircraft control law initiates the rotation and selects the ideal angle for climb-out...."