LO,
Happy to help.
Both IR and LO signature considerations make thermal management (TM) on modern aircraft more of a challenge. IR because you don't want hot exhausts showing up, and LO because scoops and vents can compromise RF signature. TM was identified as a major risk early on in the F-35 programme, and has been worked hard since.
F-35 has gained additional cooling scoops under the wings, and additional exhaust vents on the F-35B at least. Electric flight controls do add heat loads, hydraulic systems get rid of much waste heat through their fluid reservoirs, but at the cost of weight and space.
Your description of the way F-35 manages heat is close. It also uses liquid cooling circuits to manage the heat of certain systems. I can't give more details as it's been too long since I worked the TM issues. But broadly, you're on the button. You are quite correct in that AAR is a great way to get some cool fuel on board. Remember that the F-35 has a quite novel Integrated Power Pack (IPP) architecture that powers cooling functions instead of separate cooling systems as in legacy aircraft.
For Hempy - the 'lab test' they are referring to was very probably the whole aircraft 'environmental test' that has to be carried out in a specialist test facility, the 'lab' they were referring to. It will be backed up extensive test flying, but in this case, a lab test is a must.
Bottom line (as far as I remember) was that the aircraft systems were handling TM in all but a limited number of potential 'corners' of the envelope. The issues facing F-35 are pretty much the same as were faced by F-22 and B-2. As I remember, TM problems afflicted the AEW Nimrod, and affect a number of current aircraft out there now.
Hope this helps
Best Regards as ever to those crunching the numbers,
Engines