F-35 Cancelled, then what ?
The original Lightning being the P-38, of WW II vintage ... what's in a name? 
See also the A-10 (officially named) Thunderbolt II ... Warthog was an informal name.
See also the A-10 (officially named) Thunderbolt II ... Warthog was an informal name.
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I fully appreciate the technical achievements behind that, and it's an extremely cool party trick. The problem for me though, with all those trap doors and various other scrinsons moving about, is that I just see a big, flashing U/S sign!!
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The problem for me though, with all those trap doors and various other scrinsons moving about, is that I just see a big, flashing U/S sign!!
Wander00 - I'm sure Engines knows the answer, but my impression is that in hover mode, fore and aft stick commands longitudinal acceleration; left and right stick command sideways acceleration; the rudder pedals rotate the jet around the vertical axis; and the throttle commands vertical speed.
Which means that a whole lot of computers are there to stop anyone doing anything independent in pitch and roll.
Which means that a whole lot of computers are there to stop anyone doing anything independent in pitch and roll.
Unified Control
LO - the clue is in the name. Left hand always does stuff related to fore-aft movement, right-hand always does stuff related to up-down. It's not rocket science and neither is it hard to find this information on the internet. Hope that helps!
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Some internet guff by GT about it all (excerpts about Unified Control Law by John Farley are available)....
Test Flying The Joint Strike Fighter 17 Jun 2011 Graham Tomlinson
Test Flying The Joint Strike Fighter
_____________________________
History of Unified Control Law development (and alternatives) here:
A V/STOL FLIGHT CONTROL JOURNEY ENABLED BY RAE SCIENTISTS by John Farley 2006
http://www.rafmuseum.org.uk.nyud.net...rier-Story.pdf (25Mb)
Test Flying The Joint Strike Fighter 17 Jun 2011 Graham Tomlinson
Test Flying The Joint Strike Fighter
"The STOVL mode control system is derived from ‘Unified’ developed by the ‘RAE’ on the VAAC Harrier. The throttle commands acceleration and deceleration (or thrust on the ground and in the STO mode, and in all conventional modes); in the hover the stick moved backwards/forwards commands upwards/ downwards vertical velocity (or pitch rate elsewhere); in the hover the stick moved from side to side commands bank angle (or roll rate elsewhere) and if released returns the aircraft to wings level; in the hover the pedals command yaw rate (or sideslip elsewhere).
Future development will clear full envelope autopilot/auto throttle, automatic deceleration to a spot, and TRC (translational rate command) which in the hover allows the pilot to make small positional corrections easily, and will then bring the aircraft to a standstill if the pilot releases the controls. A pilot’s helmet mounted display (HMD) is fitted instead of a HUD.
In the Harrier the pilot must obey the rules. The F-35B flyby-wire system gives angle-of-attack and sideslip control, and departure protection. Further pilot workload reduction is given by performance deficit protection, conversion speed window protection and FOD protection warning; and flight test has a watching brief on the requirement for possible tail strike protection during slow landings (currently not considered necessary [2011]). Pilot cognitive errors (of trying to control thrust with the throttle) have been mitigated in the design...."
Future development will clear full envelope autopilot/auto throttle, automatic deceleration to a spot, and TRC (translational rate command) which in the hover allows the pilot to make small positional corrections easily, and will then bring the aircraft to a standstill if the pilot releases the controls. A pilot’s helmet mounted display (HMD) is fitted instead of a HUD.
In the Harrier the pilot must obey the rules. The F-35B flyby-wire system gives angle-of-attack and sideslip control, and departure protection. Further pilot workload reduction is given by performance deficit protection, conversion speed window protection and FOD protection warning; and flight test has a watching brief on the requirement for possible tail strike protection during slow landings (currently not considered necessary [2011]). Pilot cognitive errors (of trying to control thrust with the throttle) have been mitigated in the design...."
History of Unified Control Law development (and alternatives) here:
A V/STOL FLIGHT CONTROL JOURNEY ENABLED BY RAE SCIENTISTS by John Farley 2006
http://www.rafmuseum.org.uk.nyud.net...rier-Story.pdf (25Mb)
“...UNIFIED. Unified was the most radical mode. Here the pilot pulls back on the stick to go up and pushes to go down, regardless of airspeed. At all speeds above 40 kt ground speed the stick commands flight path rate and so relaxing it to the centre position when the aircraft is flying level maintains height. If the aircraft is in a climb or a dive, relaxing the stick maintains the existing climb or dive flight path angle. As the aircraft decelerates through 40 kt the stick response blends to become a height rate control by 30 kt ground speed so, in the hover, with stick centre commanding zero height rate, it appears to the pilot as a height hold.
When flying up and away lateral stick commands roll rate. This blends between 130 and 100 kt to become a closed loop roll attitude control, so that relaxing the stick to centre below 100 kt commands wings level. Above 40 kt ground speed the rudder pedals command sideslip. Decelerating below this speed the pedals blend to a yaw rate command by 30 kt, providing a heading hold in the hover with feet central.
A throttle-type left hand inceptor, incorporating two detents, commands longitudinal acceleration.
Putting the inceptor in the centre detent holds the current speed. Acceleration or deceleration is selected by moving the lever forward or aft of the detent, with full travel demanding maximum available performance. Decelerating through 35 kt ground speed starts a blend and below 25 kt the aft detent commands zero ground speed. Either side of the aft detent gives the pilot a closed loop control of ground speed up to 30 kt forwards or backwards.
In summary, if the pilot centres both the stick and throttle when flying on the wings, the aircraft holds the existing speed, bank attitude and climb or dive angle. In the hover, centralising everything maintains the existing hover height, position and heading. Such hover characteristics are the stuff of dreams for every Harrier pilot at the start of their conversion...”
When flying up and away lateral stick commands roll rate. This blends between 130 and 100 kt to become a closed loop roll attitude control, so that relaxing the stick to centre below 100 kt commands wings level. Above 40 kt ground speed the rudder pedals command sideslip. Decelerating below this speed the pedals blend to a yaw rate command by 30 kt, providing a heading hold in the hover with feet central.
A throttle-type left hand inceptor, incorporating two detents, commands longitudinal acceleration.
Putting the inceptor in the centre detent holds the current speed. Acceleration or deceleration is selected by moving the lever forward or aft of the detent, with full travel demanding maximum available performance. Decelerating through 35 kt ground speed starts a blend and below 25 kt the aft detent commands zero ground speed. Either side of the aft detent gives the pilot a closed loop control of ground speed up to 30 kt forwards or backwards.
In summary, if the pilot centres both the stick and throttle when flying on the wings, the aircraft holds the existing speed, bank attitude and climb or dive angle. In the hover, centralising everything maintains the existing hover height, position and heading. Such hover characteristics are the stuff of dreams for every Harrier pilot at the start of their conversion...”
Last edited by SpazSinbad; 20th May 2014 at 17:23. Reason: add text
Suspicion breeds confidence
Just eliminate a couple of infantry battalions. We don't need them now. Also the obsolete tranche 1 Typhoons could be binned. That save a few bob.
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Turn your sounds up to ELEVEN!
In the current edition of "The Hook" the Journal of Carrier Aviation, a Pentagon representative highlights that the F-35C will require crew to have hearing protection not only on the Flight Deck but also one deck below. Also mentioned was the increased maintenance requirements for an aircraft with stealth capability. This means daily cleaning and at least in the short term, the minimum time on deck when at sea. Also, as the F-35C does not have a HUD, the Helmet Mounted display must work.
In due course, the USN is seeking to use the F-35C as more of an information gatherer and collector. It will be able to go it alone in contested areas but more often it will be working with an Air Group of other types.
In the current edition of "The Hook" the Journal of Carrier Aviation, a Pentagon representative highlights that the F-35C will require crew to have hearing protection not only on the Flight Deck but also one deck below. Also mentioned was the increased maintenance requirements for an aircraft with stealth capability. This means daily cleaning and at least in the short term, the minimum time on deck when at sea. Also, as the F-35C does not have a HUD, the Helmet Mounted display must work.
In due course, the USN is seeking to use the F-35C as more of an information gatherer and collector. It will be able to go it alone in contested areas but more often it will be working with an Air Group of other types.
Suspicion breeds confidence
LowObservable,
I had to watch that truly awful film in 1969 while my Brother and my cousin went to see the Battle of Britain. My life long hatred for Dick VanDyke has lasted ever since.
I had to watch that truly awful film in 1969 while my Brother and my cousin went to see the Battle of Britain. My life long hatred for Dick VanDyke has lasted ever since.
Do a Hover - it avoids G
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But can it bow to the crowd like the Harr....................
But neither does it need to. As a supersonic vertical lander the crowd should bow to it.
The problem for me though, with all those trap doors and various other scrinsons moving about, is that I just see a big, flashing U/S sign!!
His dad did not trust airspeed indicators and thought it was safer to listen to the wind in the wires.
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'draken55' I have not seen the current HOOK edition however NavAir have been working on 'hearing protection' solutions for more than a decade with some results.
F-35 Forcing Navy To Develop New Hearing Protection For Flight Deck Crews 09 Apr 2014 MEGHANN MYERS
F-35 Forcing Navy To Develop New Hearing Protection For Flight Deck Crews | Defense News | defensenews.com
NRAC 2009 Noise Chart from: http://www.dtic.mil/cgi-bin/GetTRDoc...c=GetTRDoc.pdf
F-35 Forcing Navy To Develop New Hearing Protection For Flight Deck Crews 09 Apr 2014 MEGHANN MYERS
F-35 Forcing Navy To Develop New Hearing Protection For Flight Deck Crews | Defense News | defensenews.com
“The Navy is developing new hearing protection for flight deck crews to block out the roar of new and noisy jets. The F-35 Lightning II, which clocks in at a thundering 152 decibels, is forcing the service to come up with better hearing protection for sailors. Enter the new headset: they offer 14 decibels more protection and are worn over earplugs, like the legacy “Mickey Mouse” headphones that the fleet has used for six decades. “The Navy flight deck is one of the noisiest places in the military,” said Dan Ratcliff, program manager of aircrew systems for Naval Air Systems Command, in an April 8 briefing at the Sea-Air-Space expo outside Washington, D.C. The new headset, known as the DC2, is a 14-decibel [more protection] upgrade already in use with the 1st, 2nd and 3rd Marine Aircraft Wings. Some sailors may also get to wear new foam ear plugs that have an embedded speaker, allowing yellowshirts to listen to the plane & the ship while on deck....
...NAVAIR isn’t done trying to protect sailors’ hearing. Officials are now in the early stages of a triple hearing protection system that works at up to 39 decibels [more protection? as seen in sentence no.3 above?], Ratcliff said.”
...NAVAIR isn’t done trying to protect sailors’ hearing. Officials are now in the early stages of a triple hearing protection system that works at up to 39 decibels [more protection? as seen in sentence no.3 above?], Ratcliff said.”
Last edited by SpazSinbad; 20th May 2014 at 18:37. Reason: Add graphick
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Spaz
Thanks for the info and graphic.
The Hook mentioned the problem as on the new Ford Class, one deck down is where Mission Planning space is going so noise cancelling could be more of an issue.
Thanks for the info and graphic.
The Hook mentioned the problem as on the new Ford Class, one deck down is where Mission Planning space is going so noise cancelling could be more of an issue.
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Some extra info....
Flight Deck Cranial (FDC) & Hearing Protection Devices (HPD)
http://www.dawnbreaker.com/about/pub...4_Profiles.pdf & Adaptive Technologies, Inc.
Flight Deck Cranial (FDC) & Hearing Protection Devices (HPD)
http://www.dawnbreaker.com/about/pub...4_Profiles.pdf & Adaptive Technologies, Inc.
"...Noise generated in and around military aircraft presents a significant risk to short and long-term hearing health and creates an environment in which communication becomes intractable....
...Today, there are tens of thousands of Aegisound hearing protectors incorporating ATI’s technologies aboard Navy ships. ATI also partnered with Lockheed Martin on its Joint Strike Fighter Program, and Lockheed Martin has purchased hundreds of Digital Active Noise Reduction (DANR) Double Hearing Protector (DHP) systems from Aegisound, which are designed to be used in extreme noise environments such as jet noise up to 140 dB(A)....”
...Today, there are tens of thousands of Aegisound hearing protectors incorporating ATI’s technologies aboard Navy ships. ATI also partnered with Lockheed Martin on its Joint Strike Fighter Program, and Lockheed Martin has purchased hundreds of Digital Active Noise Reduction (DANR) Double Hearing Protector (DHP) systems from Aegisound, which are designed to be used in extreme noise environments such as jet noise up to 140 dB(A)....”
