F-35 targeted in potential military cuts. If Italy quits, will the stealth plane ever be affordable? January 6, 2012
Posted by David Cenciotti in F-35, Military Aviation.Tags: Eurofighter Typhoon, Italian Air Force, Italy, Joint Strike Fighter, JSF, Lockheed Martin, Lockheed Martin F-35 Lightning II, STOVL
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With a new set of austerity measures aimed at saving up to $25 billion to balance the budget by 2013 (and avoid a catastrophic default that would put the entire Euro-zone at risk) just approved, Italy could be soon compelled to review many of its future defense projects.
Even if the new Defense Minister, Adm. Di Paola pointed to a significant cut in terms of personnel, as the most important measure to preserve Italy’s capability to sustain current projects as well as internal and foreign missions, the amount of lawmakers among all political forces who advocate further weapon cuts has grown in the last few days.
The priority targets for cuts this days have been already identified: the Lockheed Martin F-35, that the Italian Air Force and Navy would like to use to replace the AMX, the Tornado and the AV-8B+ Harrier fleets (in other words, the only air-to-surface assets Italy can employ in Crisis Support Operations); and the Cavour, the second and most modern Italian aircraft carrier destined to be equipped with the much troubled F-35B, the STOVL (Short Take Off and Vertical Landing) version of the Joint Strike Fighter.
Dealing with the F-35, Italy has planned a purchase of 131 F-35s, worth about 15 billion Euro. Of those, 20-22 are supposed to be the Harrier replacement on the Cavour while the rest should be conventional A planes. The Air Force is interested in both the A and B version.
Both right and left-wing parties are becoming more critical about Italy’s involvement in the F-35 program arguing that the stealth fighter is a waste of money for a country on the verge of financial collapse. In their opinion, Italy should leave the program and lose the 2.5 billion Euro already invested in the development to save the 13 needed for production. Furthermore, “Italy is not about to attack anyone”, hence there is no need for such an expensive defense investment.
More or less the same words were used to criticize the aircraft carrier, that costs the Italian taxpayers 100,000 Euro each day (when docked; 200,000 Euro/day when on cruise).
For sure, the F-35 is a costly and uncertain program. However, some of its problems and delays deals with the advanced technology that this innovative aircraft integrates. Hence, the decision to quit the program should be weighed heavily. If this aircraft survives, it will be the backbone of the U.S. attack fleet, replacing several aircraft types; if Italy confirms its involvement procuring “some” F-35s, it will have the opportunity to develop, operate and evaluate the future most advanced (and costly) combat plane.
Sooner or later Italy will be compelled to replace its ageing fleet of attack planes. Even if one of the Lessons Identified in Libya was the need for a light and cheap aircraft like the AMX to sustain long lasting air wars, current planes can’t live forever nor can be continuously upgraded to keep them in service for 3 or 4 decades.
When the moment arrives, there won’t be many options. One of them is using an upgraded Typhoon, a multirole non-stealth fighter plane of the so-called 4+ generation that, when required to replace the above mentioned Italian attack planes, will have to face 5th if not 6th generation manned and unmanned stealth fighters made of morphing metals and flight surfaces featuring some Star Wars-like equipment.
Nor the problem of replacing the Harriers on the Cavour should be underestimated. Since all the former RAF jump jets were purchased by the USMC, there will be few options if Italy quits: either second or third-hand AV-8Bs or a navalised Typhoon like the one offered to India (provided this version will ever be developed and compatible with the Italian ship).
Above all, Italy should remember how much the decision to keep the F-104 in service for 40 years has cost to the Italian Air Force, equipped with a jurassic fighter almost useless in real operations not even capable to ensure an effective air defense service at home. When it became evident that the amazing Starfighter could not be updated any more two gap fillers had to be hired until the Eurofighter Typhoon became available. A costly and painful move.
Although it’s still unclear whether Italy will simply downsize its procurement or withdraw from the program, what’s certain is that every canceled Italian plane will increase the costs of the remainder making their unit price if not unaffordable, less affordable.
Unit price depends also on the foreign sales. U.S. have commitments from allies to buy as many as 500 jets. Moreover, Japan has selected the F-35 as the future F-X and Lockheed Martin will build 42 stealth planes for the JASDF, a breath of fresh air that would be completely wiped out by an Italian withdrawal.
The Economist has already warned that the program is in danger of slipping into the “death spiral” where increasing unit costs would lead to cuts in number of ordered plane, leading to further costs that would boost order cuts.
In the meanwhile, the average price of each plane in “then-year” dollars has risen from $69m in 2001 to $133 million in 2011, a price that has been already declared unaffordable by Pentagon’s top weapons buyer Ashton Carter who talked to the Senate Armed Services committee in May 2011.
Image source: Lockheed Martin
Related articles
- Top military aviation stories of 2011: drones up and downs, stealth projects exposed and Libya’s 7-month-long war. (theaviationist.com)
- Typhoons over the Negev: the Italian Air Force and the Israeli Air Force in Exercise “Desert Dusk” (theaviationist.com)
- Britain sells 72 retired Harriers (bbc.co.uk)
Is the F-35 stealth jet so advanced that it can be flown using one hand only? Picture raise question November 10, 2011
Posted by David Cenciotti in Aircraft Carriers, Aviation, F-35, Military Aviation.Tags: aircraft carrier, catapult launch, F-18, F-35, HOTAS, JHMCS, JSF, Military Aviation, Naval Aviation, STOVL, USS Wasp
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Do you remember HOTAS (Hands On Throttle And Stick)?
Ok, forget it.
As the following Lockheed Martin picture shows, the F-35B, the (most costly) Short Take Off and Vertical Landing (STOVL) version of the Joint Strike Fighter, is not only pretty easy to fly as I witnessed in a ride on board the JSF Cockpit Demo, but it embodies so much advanced technology to be flown by the pilot with only one hand (resting his left one).
Obviously I’m kidding.
Indeed the above picture depicts Marine Corps Maj. Richard Rusnok on board the second F-35B test aircraft “BF-4″ as he returns to land aboard USS Wasp on Oct.6, 2011, during STOVL ship suitability testing aboard the land amphibious assault ship off the coast of Virginia. He’s simply resting his left arm on the canopy edge. As someone commented, at least this shows that the F-35 cockpit is quite comfortable!
However a funny image about the F-35 (especially after publishing the famous “F-35 Garbage” picture that someone saw as disrespectful….?!) gives me the opportunity to talk about a standard feature of all the most recent generations of fighters.
Hands On Throttle And Stick is the concept according to which all the vital switches and buttons a combat pilot needs to access the radar functions, the weapon control and flight managent systems, the attack and identification systems, the radio and navigation equipment, etc, are placed on the flight control stick and engine throttle, allowing him/her to give inputs to the onboard computers without having to remove a hand from the flight controls.
Coupled with a JHMCS (joint helmet-mounted cueing system), HOTAS enables the pilot to perform a high-G turn while using the throttle to obtain the desired thrust and switch from the air-to-ground to the air-to-air mode (and vice versa) and cue onboard weapons against enemy aircraft or ground vehicles merely by pointing his head at the target to guide the weapons.
Some aircraft as the Typhoon, use the DVI (Direct Voice Input) creating an integrated system dubbed VTAS (Voice Throttle And Stick). In VTAS cockpits, voice can be used to control some non-critical systems reducing pilot workload and removing the need for him to look down at any of the MFD (Multi-Function Displays).
DVI is affected by in-flight environment noise and has to cope with quick voice level variability under high-G stress, different types of microphones with different frequency responses, and also different type of English (English spoken by an American or British pilot is sensibly different from the one of a Spanish or Italian one). So far, I’ve never heard of VTAS being effectively used in combat, but most probably, DVI will be extensively used in the next years and even the F-35 should have a speech recognition system in the future.
Naturally, there are some phases of the flight that don’t require the pilot to keep the hands on the flight controls. Sometimes pilots leave the control stick free although its position is not kept by the autopilot.
For instance, during catapult launches from aircraft carriers, after rudders have been deflected for take off, F-18 pilots are required to hang on a handle on the cockpit mount in order to prevent the quick acceleration inducing some involuntary movement on the flight control stick.
Italian Navy AV-8B+ Harrier 20th anniversary special colour November 3, 2011
Posted by David Cenciotti in Aviation.Tags: Garibaldi, Grottaglie, GRUPAER, Jump Jet, Marina Militare, Operation Unified Protector, Special Colour, STOVL
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On Oct. 27, 2011, the Marina Militare (Italian Navy) celebrated the 20th anniversary of the GRUPAER (Gruppo Aerei Imbarcati), the squadron flying the Italian AV-8B+ Harriers. During the ceremony held at Grottaglie airbase and attented by the service’s Chief of Staff, Adm. Bruno Branciforte, a “Jump Jet” in a special colour scheme was presented.
As the following pictures taken by Raffaele Fusilli show, besides the Wolf (emblem of the squadron) painted on the tail, the aircraft (MM7224/1-19) wears the “30,000 flight hours” stencils just below the cockpit to mark the hours logged by the only Italian Navy squadron equipped with the Harrier since it received the aircraft in 1991.
Italian Navy AV-8B+ Harriers of the GRUPAER have recently taken part to the Operation Unified Protector in Libya, performing both DCA (Defensive Counter Air) and BAI (Battlefield Air Interdiction) out of the Garibaldi aircraft carried that has been involved in the air war in Libya from Mar. 25 to Jul. 27 with 7 Harriers, 1 EH-101, 2 SH-3Ds and 1 AB-212.
On Nov. 2, Adm. Branciforte welcomed the Italian Navy crews who took part to the war in Libya on board the Garibaldi docked at the Taranto Naval Station.
Italian Navy AV-8B+ Harrier 20th anniversary October 27, 2011
Posted by David Cenciotti in Italian Navy, Military Aviation.Tags: F-35, F-35C, Garibaldi, Grottaglie, I GrupAer, Marina Militare, Operation Unified Protector, STOVL
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On Oct. 27, 2011, with a ceremony at Grottaglie airbase, near Taranto, the Marina Militare (Italian Navy) celebrates the 20th anniversary of the Harrier in Italian service. The AV-8B+ Harriers of the I GrupAer have recently taken part to the Operation Unified Protector in Libya, performing both DCA (Defensive Counter Air) and BAI (Battlefield Air Interdiction) out of the Garibaldi aircraft carrier.
Above images courtesy of the Marina Militare
When I tweeted the news of the 20th anniversary on Twitter, many of my followers replied with comments dealing with the much criticised British Strategic Defense and Security Review that, more or less one year ago, scrapped the entire “Jump Jet” fleet, leaving the UK with no aircraft to equip aircraft carriers (hence, with no maritime strike capability) until 2020.
With the SDSR, the UK reduced its planned buy of F-35s and abandoned the F-35B STOVL (Short Take-Off Vertical Landing) version of the JSF for the carrier variant F-35C. The abandonment of the F-35B is tied to the decision to convert one of the two future British aircraft carriers in a “cat and trap” supercarrier, hence able to launch the planes by means of a catapult and to recover them by means of an arresting gear system.
According to the current plans, the ItAF will be equipped with both the conventional F-35A and the F-35B STOVL variant, while the Italian Navy will procure only the STOVL version for its current and future aircraft carriers. However, in spite of the current trials at sea, the future of the F-35B is quite uncertain and there is still a possibility that the Marina Militare will have to opt for a “Plan B” if the STOVL version will be scrapped at the end of the 2-year probation announced by former US Sec Def Robert Gates on Jan. 6, 2011.
What about purchasing some retired-but-still-perfectly-airworthy RAF Harrier GR9s before they are all sold for spares? The Italian Navy would lose the air defense capability (since the GR9 is an air-to-ground combat plane) but it will retain a jet plane capable to operate from its aircraft carriers in the strike and CAS (Close Air Support) roles.
I’d start negotiating a trade-in price….:-)
Last RAF/RN Harrier GR9 operational flight took place at RAF Cottesmore on Dec. 15, 2010. The following video is the best I’ve seen so far about the Jump Jet farewell flight.
F-35B first landing on USS Wasp – video with background music to mask noise level? October 4, 2011
Posted by David Cenciotti in Aircraft Carriers, F-35, Italian Navy, Military Aviation.Tags: aircraft carrier, F-18 Hornet, F-35B, Harrier, Marina Militare, Naval Aviation, STOVL, US Navy, USMC
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On Oct. 3, the F-35B test aircraft BF-2, piloted by Marine Corps test pilot Lt. Col. Fred Schenk, performed the first at-sea vertical landing on USS Wasp’s (LHD 1) flight deck.
The first vertical landing marks the first step of the initial ship trials for the STOVL (Short Take Off Vertical Landing) version of the JSF (Joint Strike Fighter), whose goal is to collect data about the aircraft capabilities to perform take-offs and landing on a ship and its degree of integration with the vessel. The trials are expected to last two weeks.
Here’s the video of the first vertical landing.
You will notice that the landing procedure is almost the same used by the USMC (and Italian or Spanish Navy) AV-8B Harriers even if the F-35 should be much easier to fly and land than the “Jump Jet” thanks also to some hi-tech sensors and, above all, to the futuristic pilot’s helmet-mounted display system (HMDS), that combines images coming from a set of cameras mounted on the jet’s outer surfaces providing a sort of X-ray vision.
This post’s title is defiant but, oddly, the video doesn’t let you hear the aircraft engine noise that has been one of the issue of the STOVL JSF. According to some studies the F-35B could be two to three times louder than another modern fighter jet raising noise concerns for those onboard ship, both above and below deck.
As many already know by now, the F-35B si the most costly version of the already costly F-35B. But it is also vital to the USMC (and to the other foreign services, like the Marina Militare) that needs it to replace both the Harrier and the F-18 Hornet. So vital that there’s no “Plan B” if the F-35B does not survive after the two-year probation period that then-Defense Secretary Robert Gates placed upon the variant when it encountered technical and noise problems and fell behind the testing schedule.
The USMC needs an aircraft that can be based everywhere and able to support Marine ground operation from a forward located amphibious assault ship, an aircraft that would double the number of aircraft carriers able to carry strike aircraft. However the service has also a plan to buy 80 Carrier variant models, to support the Navy’s carrier fleet, even if the F-35B will be also able to operate from a USN supercarrier.
Noteworthy, the USS Wasp, already involved in the at-sea trials of the V-22, was stationed on the US East Coast, at a short
helicopter ride from New York Harbor (along with the USS New York and the USS San Antonio) to provide relief and support after Hurricane Irene.
So, if the F-35C and (probably) B represent the future of the naval aviation, the F-18 both Legacy (C version) and Rhino/Super Hornet (E/F models) are the present. The following video provides a glimpse into today’s flying activities of a US Navy squadron (the VF-211) embarked on USS Enteprise.
A glimpse into the future with the first F-35C catapult launch video July 27, 2011
Posted by David Cenciotti in Aircraft Carriers, F-35, Military Aviation.Tags: 5th generation fighter, aircraft carrier, catapult, catapult lauch, CF-3, F-35, F-35 JSF, F-35 Lightning II, F-35C, Harrer, JBD, jet blast deflector, Lakehurst, Lockheed Martin, Military Aviation, Naval Aviation, RAF, Royal Navy, Short Take-Off Vertical Landing, STOVL, super carrier, US Navy
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Ok, it isn’t taken on the deck of USS Nimitz. However, the following video, just released by the US Navy, gives you an idea of what US (and British) naval aviation will look like in the future. Just imagine some more green, blue, yellow, red jackets, the typical “island” of a supercarrier in the background, steam coming out of the catapults, and the sea at the end of the deck. To be honest, to add some more realism, we should add some payload (weapons and tanks) to that clean and light aircraft….
The video was taken at Lakehurst on Jul. 27, 2011 when Navy test pilot Lt. Christopher Tabert took off with the F-35C CF-3, the designated carrier suitability testing aircraft, launched by a steam catapult during catapult and jet blast deflector testing.
Noteworthy, as the F-18, the F-35C has the rudders deflected inwards during catapult launches to help the nose raising as the aircraft leaves the ship.
The F-35C is the carrier variant of the Joint Strike Fighter, with larger wing surfaces and reinforced landing gear for slower catapult launch and landing approach speeds and deck impacts associated with the demanding carrier take-off and landing environment than the A (Conventional) and B (STOVL) variant.
How to Fly the Harrier Jump Jet | Danger Room | Wired.com December 22, 2010
Posted by David Cenciotti in Aircraft Carriers, Italian Navy, Military Aviation.Tags: AV-8B, F-35, F-35 Lightning II, F-35B, Harrier, JSF, Jump Jet, Lockheed Martin, Marina Militare, Military Aviation, NATOPS, Naval Aviation, Short Take-Off Vertical Landing, STOVL
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A few days ago, I published a post to explain how the F-35 JSF flies in both conventional and STOVL (Short Take Off Vertical Landing) Harrier-like mode. The following article provides some interesting info and images about the AV-8B, a version much similar to the one flown by the Marina Militare (Italian Navy):
The Harrier made its final flight with the British RAF last week, marking one end to the jet famous for being able to take off and land vertically. The jet’s recently declassified flight manual shows just how extraordinary it is.
read the rest here: How to Fly the Harrier Jump Jet | Danger Room | Wired.com.
Aircraft carriers with no aircraft….. December 22, 2010
Posted by David Cenciotti in Aviation, Italian Air Force, Italian Navy, Military Aviation.Tags: 5th generation fighter, Aeronautica Militare, aircraft carrier, AMI, cat and trap, F-35, F-35 JSF, F-35 Lightning II, F-35B, F-35C, fighter pilot, Greg Bagwell, Grottaglie airbase, Harrier, Harrier GR9, Harrier retirement, I GrupAer, ItAF, Italian Air Force, Italian Navy, Joint Force Harrier, Joint Strike Fighter, Lockheed Martin, Marina Militare, Military Aviation, Naval Aviation, RAF Harrier, Short Take-Off Vertical Landing, STOVL
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The following defense news article deserves a read:
RAF: Harrier Retirement Won’t Hurt F-35C Skills
By ANDREW CHUTER
Published: 17 Dec 2010 08:55
One of Britain’s senior Royal Air Force commanders has rebutted suggestions that retiring the Harrier GR9 will damage the ability to regenerate skills to operate the new F-35C variant of the Joint Strike Fighter off a new aircraft carrier when it enters service around 2020. “Anybody who thinks that operating a Harrier today was somehow going to link you with the F-35C on the Queen Elizabeth-class aircraft carrier is [wrong]. It is just not true,” said Air Officer Commanding No. 1 Group Air Vice Marshal Greg Bagwell.
The Harrier is a short-takeoff-and-vertical-landing aircraft, while the F-35C is a conventional aircraft requiring catapults and arrestor wires to operate. The latter aircraft is destined to be used on the new 65,000-ton carriers now being built by a BAE Systems-led alliance. Britain originally intended to acquire the STOVL F-35B version of the Joint Strike Fighter, but as part of the strategic defense and security review in October opted to switch to the conventional F-35C variant. At the same time, the British government decided to immediately ax the joint RAF/Royal Navy Harrier GR9 force and decommission the aircraft carrier Ark Royal, leaving Britain without a maritime air strike capability until 2020, when the F-35C and the Queen Elizabeth-class warship are available. Britain’s joint force of 79 Royal Air Force and Royal Navy Harrier GR9′s aircraft took off into retirement Nov. 15 from their base at Cottesmore in eastern England and will now be scrapped, unless they can be sold or a new use for them is found. The Daily Telegraph newspaper said earlier this week the MoD was looking at a proposal to create a reserve squadron using the Harriers. The decision to decommission the Harrier and the Ark Royal has caused huge controversy, in part because its opponents say it will be difficult to regain the skills needed to run carrier strike operations in the future. Bagwell said he does not underestimate the challenges and risks involved in building the F-35C operation, but he thinks the RAF and the RN forces would have faced the issue regardless of whether the Harrier had stayed in service.
“The techniques and procedures to recover a conventional carrier aircraft using catapult launches and arrestor gear recoveries, or ‘cats and traps,’ are totally different from that of a STOVL aircraft,” he said. “That is just as true for the aircrew as it is for the ships crew. Whilst the Harrier would have preserved the requisite skill sets for the F35B STOVL variant of the Joint Combat Aircraft” – the name the British called their JSF program – “they are largely irrelevant to that needed to operate the F35C.
“Effectively, we need to build the skill sets for the new aircraft and carrier configuration from scratch. We all ready have plans in place to begin that build up over the next 10 years with our allies and partners.” He said it was a “tall order,” but regaining carrier skills is a problem Britain had previously faced and overcome. One senior Royal Navy commander agreed with Bagwell’s assessment and said there was a much bigger question mark over regaining deck skills than the capabilities of pilots Bagwell, who commands all of Britain’s fast jet operations, said the RAF and the RN “have 10 years to get our act in gear and understand what operating the F-35C variant means for training and other preparation. Some we will have to learn from the USA and France,” he said. The British already have a pilot exchange program with the U.S. with officers flying carrier operations with the F-18. Bagwell said he was confident British pilots would also be flying French Navy jets as well “We will be flying Rafales from French carriers within a few years. I’m sure of it,” he said.
The British are targeting the availability of a single squadron of F-35Cs by 2020 to equip a joint RAF/RN operation. Briefing reporters last week, Bagwell said that would require an initial order for about 40 aircraft. How the aircraft will be employed in the future has yet to be worked out, but said he thought the aircraft would not be tied to the aircraft carrier. “They are there to project air power. It’s irrelevant where they are launched from. The Royal Navy will hate me for this, but sometimes they will be launched from the deck of an aircraft carrier for good reason. Other times it will be in-country closer to the problem,” he said. Either way, he said the F-35C gave the British better deep penetration, ISTAR and other capabilities than the more limited STOVL F-35B.
Anything weird? Apparently, not. As Bagwell affirms, the Harrier could not contribute to generate the skills required to fly the F-35C since the conventional carrier variant has not a STOVL (Short Take Off Vertical Landing) capability. Right. Unfortunately, what must be underlined is that Britain had originally chosen the STOVL variant before the Strategic Defense and Security Review in October deciced to switch to the C variant making the Harrier GR9s APPARENTLY useless. It’s a matter of logic: the Harrier was not scrapped because of the C variant; the C variant was chosen because the Harrier was sacrificed (along with the Ark Royal aircraft carrier). With this decision, UK will not have aircraft to equip aircraft carriers until 2020. Since the development of the F-35 is taking more than expeceted in both terms of time and costs, was this the right pick? I don’t think so.
Below, a of RN Sea Harrier FA.2
Two RAF Harrier GR7s (the left one photographed during an air-to-air refueling mission on board a Spanish KC-130 from Aviano in 2000; the right one taking off during RIAT 2002).
Is it Italy facing the same risk? Absolutely not. The current scenario offers just two options for the Italian Navy that can’t afford building a new catapult-equipped aircraft carrier in the short-mid period:
1) the F-35B is axed and the I GrupAer AV-8B+ will keep flying from the Cavour aircraft carrier until the aircraft lifetime expires
2) the Italian Harriers are replaced by the STOVL F-35B as soon as it becomes available.
Below, AV-8B+ Harrier of the Marina Militare refueling from a B707 tanker.
How does the F-35 JSF fly and fight? December 21, 2010
Posted by David Cenciotti in Aviation, Italian Air Force, Italian Navy, Military Aviation.Tags: 5th generation fighter, Aeronautica Militare, AMI, AWACS, DID, Digital Image Design, F-16, F-35, F-35 JSF, F-35 Lightning II, fighter pilot, Harrer, Harrier, Head Up Display, HUD, ItAF, Italian Air Force, Italian Navy, Joint Force Harrier, Joint Strike Fighter, JSF cockpit simulator, Lockheed Martin, Microsoft Flight Simulator, Military Aviation, RAF, Royal Navy, SEF2000, sensor fusion, Short Take-Off Vertical Landing, situaional awareness, STOVL, Super EF2000
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In May 2006, I wrote an article about my experience flying with the F-35 using the Lockheed Martin’s JSF Cockpit demonstrator. Since the article was written only in Italian and many foreign readers have been following my recent comments and articles about the F-35B, the Harrier and the STOVL debate, I thought it could be interesting for them to read it in English, especially because I describe also the way the aircraft flies and the way it transits from horizontal to vertical flight. I will also add the slide which were presented during the press briefing that preceeded the cockpit demo that I received from LM some weeks after my “flight”: even if they are some 5 years old, they provide an interesting look into some of the technologies introduced by the JSF.
Have a good read.
Today (May 9, 2006) I had the opportunity to travel in the future (even if it was a short-range trip, let’s say fifteen years ahead) as I attended an orientation session with the JSF cockpit demonstator. Under the supervision of a Lockheed Martin F-16 pilot, I virtually flew the F-35, a 5th generation highly advanced fighter which makes the so-called “sensor fusion” a reality and provides the pilot a stunning situational awareness, while still allowing for simple handling. The first feeling that I had when I was aboard the simulator, hosted by the Comando Squadra Aerea of the Aeronautica Militare (Italian Air Force, ItAF) at Centocelle, Rome, was that of being in front of a popular flight simulator from Digital Image Design: “Super EF-2000″. SEF2000 is a PC game that came out in 1997 and that I enjoyed a lot in 1998-99. The graphics for that time was excellent, the scenario’s complexity was good, the only flaw was the being too “easy”. It was basically a game and not a real flight simulator like Microsoft Flight Simulator or Falcon 4.0. The flight model was realistic but the plane was too easy to fly even for a newbie and the information provided by the avionics was too “user friendly”, rather different from those actually provided by aircraft of the 3rd generation. Well, I found the same easiness, the same “at a glance” symbology right in the JSF. The aircraft does not have a HUD (Head Up Display), but has one big touch screen that can be configured at will by tapping the screen with your fingers (like a PDA). The information normally presented to the pilot in the HUD are “projected” directly into the pilot’s helmet that is capable, through the sensors of the aircraft, to see in all directions through any surface. The pilot then has the impression of flying into the air (without an aircraft surrounding him) and can visually track the enemy aircraft with is sight not hampered by the tail or wing of his plane. Then, during a hypothetical dogfight the pilot is able to follow the enemy aircraft through the cockpit mounts, as if suspended in space. For the rest, as mentioned above, the symbolism is clear enough: the red triangles represent the enemies, the white are “unknown” and the greens are friendly aircraft. The JSF is able to share all its information via a network with the other elements of the flight or with AWACS and Rivet Joints. The menu can be browsed with a cursor moved by a small joystick located on the throttle. In short, everything pretty straightforward for someone like me, used to work at the computer; an experience somewhat “shocking” for those pilots who are accustomed to the analogue Starfighter-style cockpits. Obviously, with the JSF the pilot should focus on mission and information management, rather than worrying about “flying the aircraft”. By means of the DAS, the pilot can see all the electronic emissions on the 360 degress around the aircraft. He may even know the search and tracking frequency of the ground radar. Of particular interest was the opportunity to test the hovering capabilities of the aircraft, that is in fact also available in the STOVL version that interests both the Marina Militare (Italian Navy) and the Aeronautica Militare (Italian Air Force, ItAF). The pilot, by means of a switch manages the transition from conventional flight to the Harrier-style, so to speak. The aircraft autonomously directs the nozzle and reduces the speed to the IAS (Indicated Air Speed) previously set through a dedicated button on the throttle (which is also operated in automatic mode). Once in “vertical” mode, the aircraft is extremely simple to fly, even thanks to the camera underneath the fuselage that allows the pilot to see downwards, and to decide where to place the wheels. Moving the stick forward or backward the aircraft climbs or descends: with a couple of attempts, you can also manage to maintain the desired vertical speed. With the rudder, you can point the aircraft nose wherever you want and even a novice can land with some precision and without major problems. The only difficulty I encountered during the flight was distinguishing between all the switches on the throttle, that pushed up with the little finger, allowed me to select the autothrottle. As for the rest, airplane is a real dream, extremely easy to be piloted and able to provide the pilot with all the information he might need, in the preferred layout.
The end of an era December 15, 2010
Posted by David Cenciotti in Italian Air Force, Italian Navy, Military Aviation.Tags: 5th generation fighter, Aeronautica Militare, AMI, F-35, F-35 JSF, F-35 Lightning II, fighter pilot, Harrier, ItAF, Italian Air Force, Italian Navy, Joint Strike Fighter, Lockheed Martin, Military Aviation, Short Take-Off Vertical Landing, STOVL
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TodayH5396/10: Formation flying will take place
Q) EGTT/QWVLW/IV/M/W/000/030/5250N00010W040
FORMATION TRANSIT BY 16 MIL FAST JET ACFT ACFT. THE FORMATION WILL
FORM UP IN VCY OF 5239N 00033E (MARHAM AD) FROM 1305 HR AND THEN
ROUTE:
5239N 00033E (MARHAM AD) 1318 HR
5221N 00006W (WYTON AD) 1322 HR
5237N 00029W (WITTERING AD) 1326 HR
5239N 00029W (STAMFORD) 1327 HR
5302N 00029W (CRANWELL AD) 1401 HR
5310N 00031W (WADDINGTON AD) 1402 HR
5318N 00033W (SCAMPTON AD) 1404 HR
5306N 00010W (CONINGSBY AD) 1411 HR
5244N 00039W (COTTESMORE AD) 1415 HR
5240N 00044W (OAKHAM) 1416 HR
5244N 00039W (COTTESMORE AD) 1420 HR
THE FORMATION WILL REMAIN IN VCY OF 5244N 00039W (COTTESMORE AD)
UNTIL 1430 HR PRIOR TO LANDING.
15TH IS RESERVE DAY. TIMINGS, HGT AND ROUTE ARE APRX AND MAY CHANGE
DUE TO WX OR OTHER REQUIREMENTS. 10-12-0055/AS 1
LOWER: Surface, UPPER: 3,000 Feet AMSL
FROM: 14 Dec 2010 12:55 GMT TO: 15 Dec 2010 14:40 GMT
SCHEDULE: 1255-1440
The above NOTAM has a particular historical value. It provides the route flown during the rehearsal and final 
flight of the last Harrier GR9s belonging to the Joint Force Harrier. In fact, on Dec. 15, 2010, Cottesmore airbase launched a 16 ship formation that overflew various RAF stations and local towns, which have been associated with the Harrier over the last four decades to bid farewell to the famous STOVL (Short Take Off Vertical Landing) aircraft. Beginning today, the STOVL concept is history for UK’s RAF and RN that were due to continue operating the Harrier until at least 2018, when the Joint Force was to have transitioned to Lockheed Martin’s F-35B. However, the iconic jump jet was decommissioned after 41 years of service as part of the Strategic Defence and Security Review (SDSR) to ensure the survival of a reduced number of Tornado GR.4s, a decision that, along with that of shifting to the carrier variant F-35C, was criticised by many because will leave UK without aircraft for its aircraft carriers, hence without maritime strike force, for at least a decade. The last flight on Dec. 15, was preceded by another historical flight on Nov. 24, 2010, when the HMS Ark Royal, the United Kingdom’s Flagship, facilitated the last ever launch of a Harrier GR9 from her deck at 09.00LT while sailing approximately 40 nautical miles off the coast of Newcastle. HMS Ark Royal is being decommissioned too under the SDSR with a considerable loss in British capabilities to project power and strike globally with an extremely versatile and flexible asset.
This is an excerpt from the RAF news release:
Harrier pilot Lieutenant Commander James Blackmore, the last pilot to ever launch a Harrier from the decks of HMS Ark Royal, said:
“This is a truly memorable day. We accept the decision to decommission both the Harrier and HMS Ark Royal; however, of course the final launch will be emotional. I have flown over 90 sorties off the Ship and combat sorties in Afghanistan, and the aircraft’s capability still astounds me. Landing an aircraft on a runway which is not in the same location as where you launched from gives exceptional flexibility.
I remember witnessing a Harrier in the hover when I was just 8 years old, since then I had wanted to do nothing else. I have flown Harriers for over 10 years, the training is complex and challenging but the added challenge and excitement of hovering a Harrier off the port side of HMS Ark Royal before landing vertically is an experience I will miss immensely.
I feel honoured and proud to be the last pilot to ever launch a Harrier jet from HMS Ark Royal.”
Deliberately keen to highlight the very Joint nature of Joint Force Harrier the last jet to recover in HMS Ark Royal was an 800 NAS jet piloted by a Royal Air Force officer, today the last jet to launch was a 1(Fighter) Squadron RAF jet piloted by a Royal Naval officer. Departing the Ship in one wave of four aircraft, the launch was led by Capt Mike Carty RM followed by: Lt Matt Fooks-Bale RN and Flt Lt Em Rickards before Lt Cdr James Blackmore’s historic final launch.
After the launch, the 4 aircraft conducted a 2 ship fly past, each squadron flying low past the port side of the Ship before conducting a final fighter exercise controlled by 849 NAS’ Seaking Mk7 helicopter, prior to returning to RAF Cottesmore.Both the Harrier and HMS Ark Royal are due to leave the Service next year.
Reflecting on the Harrier and HMS Ark Royal, Captain Jerry Kyd, HMS Ark Royal’s Commanding Officer said:
“As the last Harriers lift off the deck of HMS Ark Royal for the final time it is with a real sense of pride that we remember the fantastic contribution they, and the carriers, have made to UK Defence around the world. The tremendous reception we received in Newcastle last weekend, where Ark Royal was built, reflects the very deep fondness for this iconic warship and her air group. Although we now look back on the significant achievements of the Harrier with immense pride and a tinge of sadness at our loss, we can now look forward to an exciting new chapter of Naval aviation as we continue the training for and procurement of the Joint Strike Fighter aircraft.
HMS Queen Elizabeth and her sister ship will enter service from 2015 and together with their helicopters and the Joint Strike Fighter, they will be a very powerful strategic asset able to project serious power anywhere in the world, delivering 21st Century Carrier Strike capability. Add to this the new Type 45 Destroyers, the forthcoming Type 26 frigate, the Astute class submarines and the Royal Marine Brigade, the United Kingdom will have a balanced Naval Service that remains in the premier league, working for Britain to deter potential threats, defend our global interests and, if necessary, defeat our enemies.”
The fate of the (+50) early retired Harriers is still unknown. Being perfectly airworthy and far from being too obsolete to serve in some air force, they might be cocooned or preserved until the time to be sold comes. Maybe some air forces could be interested in the aircraft, especially if we consider the uncertain future of the F-35B. Even if I think there are little chance that the B version of the F-35 will be canceled, those services that had planned to get their STOVL variant of the Lightning II as a Harrier replacement will look at the GR9s retired today with some interest.
