F-35 Up Close @ Nellis
Thread Starter
Join Date: Feb 2008
Location: East Sussex UK
Age: 66
Posts: 6,995
Likes: 0
Received 1 Like
on
1 Post
Is that miles of reflective 3M tape I see on the visor housing ... if so ... that's going to be fun to cover that up with black bodge tape when on ops 
Join Date: Jul 2008
Location: Australia OZ
Age: 75
Posts: 2,587
Likes: 0
Received 53 Likes
on
46 Posts
F-35 VIDEO 4 – F-35 ESCAPE 13 May 2009
Video Story:
http://www.baesystems.com/video/BAES...35056471436000
Direct Video Download:
http://www.baesystems.com/cs/groups/...4rendition.mp4 (11Mb)
Video Story:
http://www.baesystems.com/video/BAES...35056471436000
Direct Video Download:
http://www.baesystems.com/cs/groups/...4rendition.mp4 (11Mb)
What are those huge slabs flying out there? Isn't the idea of that det cord to shatter the canopy into tiny non-head-removing bits?
As I understand it, the history of the escape system has been a battle among a whole mass of factors.
1 - Expanded pilot population. Enough bang to get the 95 per cent big pilot out of there = very fast acceleration for the 95 per cent small pilot = a lot of neck snap, especially with....
2 - Big helmet with horrible weight constraints.
3 - Difficult envelope corners, including zero airspeed, falling out of sky with high roll and/or pitch rate.
4 - One-piece canopy, so that the top can't be much less thick than bird-resistant front, that has to be blown apart (#3) not jettisoned.
F'rinstance, one ejection test blew a hole in the top of the helmet (A Bad Thing). Nobody told the helmet people that they had upgunned the det cord to sort out a canopy-fracturing issue.
As I understand it, the history of the escape system has been a battle among a whole mass of factors.
1 - Expanded pilot population. Enough bang to get the 95 per cent big pilot out of there = very fast acceleration for the 95 per cent small pilot = a lot of neck snap, especially with....
2 - Big helmet with horrible weight constraints.
3 - Difficult envelope corners, including zero airspeed, falling out of sky with high roll and/or pitch rate.
4 - One-piece canopy, so that the top can't be much less thick than bird-resistant front, that has to be blown apart (#3) not jettisoned.
F'rinstance, one ejection test blew a hole in the top of the helmet (A Bad Thing). Nobody told the helmet people that they had upgunned the det cord to sort out a canopy-fracturing issue.
Last edited by LowObservable; 19th Mar 2013 at 23:23.
Join Date: Jul 2008
Location: Australia OZ
Age: 75
Posts: 2,587
Likes: 0
Received 53 Likes
on
46 Posts
A side view of the 'airbag' at work:
http://sitelife.aviationweek.com/ver...3a68c.Full.jpg
+ MB info on the seat: F-35 & 0.5Mb PDF: http://www.martin-baker.com/_pdfs/mk16_f-35.pdf
__________________
For 'CoffmanStarter':
Another HMDS II view showing decoration variation:
Test Flying the F-35: “A Building Block Approach” | SLDInfo
3rd (last) slide show photo on page shows chequerboard pattern on HMDS II
http://sitelife.aviationweek.com/ver...3a68c.Full.jpg
+ MB info on the seat: F-35 & 0.5Mb PDF: http://www.martin-baker.com/_pdfs/mk16_f-35.pdf
__________________
For 'CoffmanStarter':
Another HMDS II view showing decoration variation:
Test Flying the F-35: “A Building Block Approach” | SLDInfo
3rd (last) slide show photo on page shows chequerboard pattern on HMDS II
Last edited by SpazSinbad; 20th Mar 2013 at 00:43. Reason: Another restrained photo + MB URLs
Thread Starter
Join Date: Feb 2008
Location: East Sussex UK
Age: 66
Posts: 6,995
Likes: 0
Received 1 Like
on
1 Post
For 'CoffmanStarter':
Another HMDS II view showing decoration variation:
Another HMDS II view showing decoration variation:
Very snazzy (Oh that sounds so 70's
) ... Courtney will be so happy that they come pre decorated for 43 Squadron use Coff.
Oh, yes. I love the chequers, but why the two wander lamps in the helmet? To ensure sufficient facial illumination for those tricky poor-weather photos of the pilot looking steely?
... not to mention that it's practically screwed into his skull so it stays in one place.
The "wander lamps" are imagery projectors.
The alternate from BAE uses optical waveguide technology (like the Thales, nee Gentex Scorpion) with flat combiners in front of the pilot's eyes. But the tech did not exist when the JSF program started. Nor did the rather similar digital HUD technology that makes a HUD compatible with a panoramic display by eliminating the huge optical package underneath a conventional HUD.
The "wander lamps" are imagery projectors.
The alternate from BAE uses optical waveguide technology (like the Thales, nee Gentex Scorpion) with flat combiners in front of the pilot's eyes. But the tech did not exist when the JSF program started. Nor did the rather similar digital HUD technology that makes a HUD compatible with a panoramic display by eliminating the huge optical package underneath a conventional HUD.
Join Date: Jul 2008
Location: Australia OZ
Age: 75
Posts: 2,587
Likes: 0
Received 53 Likes
on
46 Posts
Synopsis of Lecture to RAeS Loughborough Branch on 08 Mar 2011
Martin-Baker: the JSF story so far by Steve Roberts, JSG IPT Lead, Martin-Baker Aircraft Company Ltd
http://homepage.ntlworld.com/john.ol...JSF%20seat.pdf (157Kb)
"...The ejection seat was required to be common to all three aircraft variants. It was also required to have superior ejection performance to all previous seats, meet new neck injury criteria and provide an auto-ejection capability when used in the F-35B (STOVL) aircraft. The last requirement demanded early firing of the ejection seat in the event of an aircraft malfunction in a manner similar to that used in the Russian YAK 36, 38 and 141 aircraft....
...Neck protection is provided by means of a “Catcher’s Mitt” inflatable device which supports both sides of the pilot’s helmet and also provides support to the top and /back of the helmet. This device is also held in a container located behind the pilot’s head. The device is vented before the parachute is deployed. The device has been tested and proved to inflate under simulated 50,000 ft altitude conditions....
...The F-35-B (STOVL) aircraft has additional failure modes associated with Lift Fan, Vane Box, Lift Fan Drive Shaft, Roll Duct and Turbine failures. A typical pilot takes two seconds to react to the ejection klaxon or one second if warned in advance of a likely failure. In the case of a STOVL related failure, ejection must take place within 0.6 seconds. Hence it was necessary to install smart failure sensors on the aircraft to automatically fire the ejection circuit mounted in the back of the seat...."
Martin-Baker: the JSF story so far by Steve Roberts, JSG IPT Lead, Martin-Baker Aircraft Company Ltd
http://homepage.ntlworld.com/john.ol...JSF%20seat.pdf (157Kb)
"...The ejection seat was required to be common to all three aircraft variants. It was also required to have superior ejection performance to all previous seats, meet new neck injury criteria and provide an auto-ejection capability when used in the F-35B (STOVL) aircraft. The last requirement demanded early firing of the ejection seat in the event of an aircraft malfunction in a manner similar to that used in the Russian YAK 36, 38 and 141 aircraft....
...Neck protection is provided by means of a “Catcher’s Mitt” inflatable device which supports both sides of the pilot’s helmet and also provides support to the top and /back of the helmet. This device is also held in a container located behind the pilot’s head. The device is vented before the parachute is deployed. The device has been tested and proved to inflate under simulated 50,000 ft altitude conditions....
...The F-35-B (STOVL) aircraft has additional failure modes associated with Lift Fan, Vane Box, Lift Fan Drive Shaft, Roll Duct and Turbine failures. A typical pilot takes two seconds to react to the ejection klaxon or one second if warned in advance of a likely failure. In the case of a STOVL related failure, ejection must take place within 0.6 seconds. Hence it was necessary to install smart failure sensors on the aircraft to automatically fire the ejection circuit mounted in the back of the seat...."
and provide an auto-ejection capability when used in the F-35B (STOVL) aircraft. The last requirement demanded early firing of the ejection seat in the event of an aircraft malfunction in a manner similar to that used in the Russian YAK 36, 38 and 141 aircraft....
Join Date: Mar 2011
Location: Sussex
Age: 66
Posts: 371
Likes: 0
Received 0 Likes
on
0 Posts
Auto eject, lets hope that the software is 100%, I can just see legal cases, "The plane was fully under my control, then it just ejected me and the plane crashed and burnt" LM can you please give me another one next week. Particularly thinking of rolling landings on a carrier, excuses that it does not happen to Marine planes vertical landing do not wash.
Join Date: Mar 2011
Location: Sussex
Age: 66
Posts: 371
Likes: 0
Received 0 Likes
on
0 Posts
I assume that there is no black box on the plane but there is an ability to download data for maintenance purposes, so is the robot economical with the truth always in this networked world?
Join Date: Jul 2008
Location: Australia OZ
Age: 75
Posts: 2,587
Likes: 0
Received 53 Likes
on
46 Posts
YAK-41 Crashes On Carrier landing Test + VIDEO
http://www.liveleak.com/view?i=29d_1256477821
"...On 26 September 1991 the first landing on board Admiral Gorshkov was successfully accomplished. Unfortunately, on 5 October 1991, aircraft '77' white experienced a landing accident aboard the carrier which resulted in it being grounded....
...During the summer of 1995, Lockheed Martin announced a teaming arrangement with Yakovlev to assist in the former's bid for the JAST (Joint Adanced Strike Technology) competition. Yakovlev's knowledge of jet lift technology was to prove invaluable. Lockheed Martin was subsequently selected to build a demonstrator aircraft, the X-35, which went on to win the JSF (Joint Strike Fighter) competition and will soon become a production fighter as the F-35.
One of the key problems with the Yak-41M jet-lift system was the need to engage afterburner for vertical take-off or landing. At land bases this soon resulted in damage to the runway, while the Admiral Gorshkov was fitted with a special water-cooling system to absorb the heat from the jet blast. Hence, the Yak-41M was in no sense a Harrier-style go-anywhere aircraft."
http://www.liveleak.com/view?i=29d_1256477821
"...On 26 September 1991 the first landing on board Admiral Gorshkov was successfully accomplished. Unfortunately, on 5 October 1991, aircraft '77' white experienced a landing accident aboard the carrier which resulted in it being grounded....
...During the summer of 1995, Lockheed Martin announced a teaming arrangement with Yakovlev to assist in the former's bid for the JAST (Joint Adanced Strike Technology) competition. Yakovlev's knowledge of jet lift technology was to prove invaluable. Lockheed Martin was subsequently selected to build a demonstrator aircraft, the X-35, which went on to win the JSF (Joint Strike Fighter) competition and will soon become a production fighter as the F-35.
One of the key problems with the Yak-41M jet-lift system was the need to engage afterburner for vertical take-off or landing. At land bases this soon resulted in damage to the runway, while the Admiral Gorshkov was fitted with a special water-cooling system to absorb the heat from the jet blast. Hence, the Yak-41M was in no sense a Harrier-style go-anywhere aircraft."
Fortunately, the JSF only requires a landing pad made of this stuff:
FIREROK
Which as we all know is universally used for 3000 foot runways in all the world's
holes ending in -stan.
FIREROK
Which as we all know is universally used for 3000 foot runways in all the world's
holes ending in -stan.
Last edited by LowObservable; 25th Mar 2013 at 00:17.
Join Date: Jul 2008
Location: Australia OZ
Age: 75
Posts: 2,587
Likes: 0
Received 53 Likes
on
46 Posts
AM-2 Matting
AM-2 Aloominum Matting is in use for testing at PaxRibber/Rubber VL pads (at last report was OK) with F-35B exhaust footprint similar to Harrier today.
___________________
Aviation Week & Space Technology October 3, 2011 pages 31-32
Vertical Validation by GUY NORRIS
"...Vertical landings at Pax River have been conducted on two pads made from standard extruded AM-2 aluminum tile mats measuring 120 ft. and 150 ft. square, respectively.
“We’ve been recording the points on the pad where the nozzle is pointed and, after initial landings, removed the specific tile and tested it for strength. There was no loss of strength,” Wilson says. “Now we’re waiting for 10 vertical landings on one specific tile before we do the next strength test.” As of late September, fewer than half of the required number of landings on the particular tile had occurred. Overall, results of the testing to date “give no cause for concern for AM-2 compatibility,” Wilson says.
Additionally, ground personnel have gradually moved closer to the pad for each vertical landing, as part of systematic efforts to determine the safest proximity to the touchdown area. Wilson says that so far these tests indicate safe distances similar to those of current Harrier operations...."
_________________
Continuing to “Work” the Problem By Ed Timperlake 30 Aug 2011
SLD Forum: Debating the Future
"...the USMC HQ specialist on the matter Major Brad Alello & he told us that “AM-2 matting has been used by the USMC since BEFORE the Vietnam War.”..."
___________________
Aviation Week & Space Technology October 3, 2011 pages 31-32
Vertical Validation by GUY NORRIS
"...Vertical landings at Pax River have been conducted on two pads made from standard extruded AM-2 aluminum tile mats measuring 120 ft. and 150 ft. square, respectively.
“We’ve been recording the points on the pad where the nozzle is pointed and, after initial landings, removed the specific tile and tested it for strength. There was no loss of strength,” Wilson says. “Now we’re waiting for 10 vertical landings on one specific tile before we do the next strength test.” As of late September, fewer than half of the required number of landings on the particular tile had occurred. Overall, results of the testing to date “give no cause for concern for AM-2 compatibility,” Wilson says.
Additionally, ground personnel have gradually moved closer to the pad for each vertical landing, as part of systematic efforts to determine the safest proximity to the touchdown area. Wilson says that so far these tests indicate safe distances similar to those of current Harrier operations...."
_________________
Continuing to “Work” the Problem By Ed Timperlake 30 Aug 2011
SLD Forum: Debating the Future
"...the USMC HQ specialist on the matter Major Brad Alello & he told us that “AM-2 matting has been used by the USMC since BEFORE the Vietnam War.”..."
Last edited by SpazSinbad; 25th Mar 2013 at 02:58. Reason: Additional text