A suit designed to protect the pilot from chemical and biological agents has been recently tested by the U.S. Air Force.
The 461st Flight Test Squadron at Edwards Air Force Base, California, has recently tested a flight suit capable to keep F-35 Joint Strike Fighter pilots alive in case of operations in a scenario contaminated by CB (Chemical Biological) agents.
The test came after a decade of planning and flight gear system design and build-up testing.
According to the U.S. Air Force, “the chemical/biological ensemble consists of a special CB suit, a Joint Service Aircrew Mask used for the F-35, a pilot-mounted CB air filter, CB socks and gloves double taped at the wrists. The ensemble also features a filtered air blower that protects the pilot from CB contamination while walking to the jet. It provides both breathing air and demist air, which goes to the pilot’s mask and goggles. All components of the CB ensemble are in addition to the pilot’s sleeved flight jacket and G suit.”
The ensemble also includes a communication system that allows the pilot can speak to life support personnel while wearing the ensemble with helmet and mask.
“It is a conversational communication unit, which is a box that integrates with the communication system so that when he speaks into his mask it lets people hear the pilot talk… it makes him sound like Darth Vader,” said Darren Cole, 461st FLTS Human Systems Integration lead.
The suit is designed to keep the CB agents out when the 5th generation multi-role aircraft fights in Weapons of Mass Destruction-infested environment.
An F-35B on loan from Marine Corps Air Station Yuma, Arizona was used for the tests, that started on Jan. 6 with Marine Corps test pilots Maj. Aaron Frey and Maj. Douglas Rosenstock from the 461st FLTS who donned the CB ensemble for the first tests.
They opted for the STOVL (Short Take Off Vertical Landing) variant of the JSF because it’s the most complex: “We purposely chose the Marine [short takeoff, vertical landing] version of the F-35 because the equipment is more complicated and basically has more nooks and crannies for the contaminant to hide in. This aircraft also has full-up mission systems. These tests will demonstrate that the U.S. and partner nations can fly, fight, and win in a CB threat environment and then quickly decontaminate the aircraft and return it to normal operation.”
Here’s how the tests were conducted:
“The first pilot stepped to a clean jet in the CB ensemble and we contaminated it using a simulated agent. The engine run pulls in the simulant so we need to make sure the air is filtered before it gets to the pilot. First, the air goes through the [On-Board Oxygen Generation System] and then the pilot-mounted CB filter to remove any remaining contaminants. There is another filtered air supply blower that provides cooling and demist air to the pilot’s hood and goggles. We also used three air sampling devices to be sure all the air provided to the pilot was clean.”
“After the ground test, a second pilot came out to simulate stepping to a “dirty jet.” He conducted an engine startup and then took off on a flight. Both pilots wore passive absorption devices on their bodies that the simulated contaminant would stick to if it made it through the CB ensemble. Data was taken from both pilots to see if anything was different from the separate startup scenarios.”
According to the flying branch, this was the only time this specific flight gear was flown in the JSF and is the first ever simulated contaminated aircraft flown for this kind of data collection.
“Among the data we’re collecting is how much thermal stress is added to the pilot with the CB ensemble on and the impact the additional gear may have on flying the aircraft,” Cole said
It would be interesting to know whether the flight suit for Chemical and Biological Warfare affects the pilot’s ability to see the aerial threats surrounding him, especially considering that the out-of-cockpit visibility in the F-35 is less than other Air Force fighter aircraft because of the large head rest that impede rear visibility and the ability of the pilot to check the aircraft’s 6 o’clock for incoming aerial or surface threats.
Anyway, NBC gear is usually cumbersome, difficult to dress and pretty uncomfortable. This Author has had the opportunity to take part in an NBC training with the Italian Air Force some years ago and what the drills highlighted is that operations with protective gear and gloves, with the body completely encapsulated and inherent communication difficulties, requires strict adherence with the procedures and much practice.
Otherwise, the risk is to be exposed to contamination.
It looks like the controversial F-35 is holding its own at Red Flag exercise underway at Nellis AFB.
As of Feb. 3 the F-35A had achieved a quite impressive score during Red Flag 17-1, the U.S. Air Force’s premier air combat exercise underway at Nellis Air Force Base, Nevada, that pits “Blue Air” (friendly forces) against “Red Air” (enemy) in an all-out air war featuring air-to-air, air-to-ground, search and rescue, and special forces elements.
According to the pilots from the 388th and 419th Fighter Wings at Hill AFB, Utah, who deployed the F-35A Lightning II to the airbase off Las Vegas on Jan. 20 and began flying in the exercise Jan. 23, the type, at its debut in the world’s most realistic and challenging exercise, has achieved a 15:1 kill ratio against the Aggressors, F-16s that replicate the paint schemes, markings and insignia of their near peer adversaries and whose role is to threaten strike packages in the same way a modern enemy would do in a real war.
F-35A Lightning IIs piloted by the 388th and 419th Fighter Wings prepare to depart Hill AFB, Utah, Jan. 20 for Nellis AFB, Nev., to participate in a Red Flag exercise. Red Flag is the U.S. Air Force’s premier air-to-air combat training exercise. This is the first deployment to Red Flag since the Air Force declared the jet combat ready in August 2016. (U.S. Air Force photo/R. Nial Bradshaw)
Well, after eight days “at war”, in spite of being “just” IOC (Initial Operational Capable – the FOC is expected next year with Block 3F) the F-35A Lightning II is proving to be an “invaluable asset” during Red Flag 17-01, the Air Force’s premier air combat exercise held at Nellis Air Force Base, Nevada: its ability to gather, fuse, and distribute more information than any other fighter in history provide the pilot with vital situational awareness that can be exploited to escape (and engage?) highly sophisticated and lethal enemy ground threats and interceptors.
Actually, the extent of the F-22 Raptors contribution to the above mentioned kill ratio is not clear: the F-35s are flying alongside Raptors and, as one might expect, the F-22s take care of the aggressors whilst the F-35s slip undetected through the surface-to-air defenses until it reaches the position to drop munitions at the target.
Considered that the F-22s are providing air cover to the Lightning IIs, is the 15:1 score a team result or the actual kill ratio of the F-35A?
“The first day we were here, we flew defensive counter-air and we didn’t lose a single friendly aircraft,” Lt. Col George Watkins, an F-35 pilot and 34th Fighter Squadron commander, said in a release. “That’s unheard of,” he added.
With the F-35A, pilots can gather and fuse data from a multitude of sources and use the jet’s advanced sensors to precisely pinpoint a threat. Then they can take it out with one 2,000 pounds bomb. It would be impossible for a fourth-generation aircraft to survive such a mission, according to Lt. Col. Dave DeAngelis, F-35 pilot and commander of the 419 Operations Group, Detachment 1.
As of last Thursday, Hill’s Airmen have generated 110 sorties (with 13 aircraft), including their first 10-jet F-35A sortie Jan. 30 and turned around and launched eight jets that afternoon. They have not lost a single sortie to a maintenance issue and have a 92 percent mission-capable rate, said 1st Lt. Devin Ferguson, assistant officer in charge of the 34th Aircraft Maintenance Unit. Legacy aircraft average 70 to 85 percent mission-capable, according to the U.S. Air Force.
An F-35A Lightning II fighter aircraft from Hill Air Force Base, Utah, takes off from Nellis AFB, Nev., Feb. 2, during Red Flag 17-01. This is the first F-35A deployment to Red Flag since the Air Force declared the jet combat ready in August 2016. (U.S. Air Force photo/R. Nial Bradshaw)
Large Number of Air Force F-35As to Red Flag 17-1, Navy Works Through F-35C Launch Problem, Marines Continue to Lead in F-35B Integration.
January of 2017 has been a busy month for the ongoing integration of new Lockheed-Martin F-35 Lightning II Joint Strike Fighters into U.S. operational deployment with the U.S. Air Force and testing with the U.S. Navy.
Most recently the U.S. Air Force has deployed flight and maintenance crews of the 388th and 419th Fighter Wings from Hill AFB to Nellis Air Force Base, Nevada, on January 20, 2017 for Red Flag 17-1. The units are reportedly contributing an unprecedented total of thirteen F-35As to the exercise according to spotters on the ground outside Nellis.
The F-35As join twelve U.S. Air Force F-22 Raptors from the 149th Fighter Squadron of the Virginia Air National Guard 192nd Fighter Wing flying to Nevada from Joint Base Langley–Eustis, Virginia. This marks a significant exercise to utilize the interoperability of the F-35A with the F-22 as a unified force.
P-51, F-35 and F-22 Heritage Flight
Col. David Lyons, 388th FW commander told official Air Force media, “Our Airmen are excited to bring the F-35 to a full-spectrum combat exercise. The Red Flag battle space is going to be a great place to leverage our stealth and interoperability. It’s a lethal platform and I’m confident we will prove to be an invaluable asset to the commander.”
The Red Flag deployment for Air Force F-35As is significant since it marks a major milestone in one of the aircraft’s primary roles, flying as an interoperable sensor and intelligence gathering platform in combination with other tactical aircraft. Maj. Jeffrey Falanga, director of operations for the 414th Combat Training Squadron that hosts Red Flag told media, “Red Flag is important because of what it provides,” Major Falanga went on to say, “(Red Flag) provides our training audience with a realistic environment enabling them to practice in all domains–air, ground, space, and cyber–and also to be able to practice interoperability with not only U.S., but joint and coalition forces. Which is important since we’ll operate with these forces in our next engagement.”
Last year the U.S. Marines deployed six F-35B Lightning II’s from Marine Fighter Attack Squadron 121 to Red Flag 16-3 in July-August 2016. The Marine F-35Bs have since been deployed to the western Pacific. This suggests the Marines have had the highest degree of success in integrating F-35s into an operational setting even though they fly the most complex version of the F-35, the “B” version with the STOVL (Short Take Off Vertical Landing) capability designed to operate from small assault carrier ships.
The year had a bumpy start, literally, for U.S. Navy F-35C tests and evaluation. In a Jan. 11, 2017 news story the Director of Operational Test and Evaluation (DOT&E) for the U.S. Navy’s F-35C program was quoted as reporting that, “Excessive vertical oscillations during catapult launches make the F-35C operationally unsuitable for carrier operations, according to fleet pilots.”
The problem that prompted the report is predominantly the result of the nose landing gear suspension settings and/or design according to AviationWeek.com. The nose landing gear is not adequately damping the strong vertical movement that results when the nose gear is released from the catapult launch apparatus at the end of the flight deck. The vertical oscillations were severe enough that pilots could not read flight-critical data on their instrument displays according the report. The oscillations caused most pilots to lock their seat harness during launch, which made emergency controls difficult for some pilots to reach. The test pilots deemed this situation “unacceptable and unsafe,” according the report portions published by AviationWeek.com.
During carrier launches the nosewheel suspension is compressed both by the tension of the catapult towbar and to a smaller degree by thrust applied when the pilot advances the throttle to take-off power settings. The front of the aircraft “squats” or assumes a slightly nose-downward angle of attack compared to when it is not attached to the catapult towbar for launch.
Once the catapult is fired and the hold-back behind the nose landing gear is released the aircraft begins its trip down the flight deck propelled by jet thrust from the engines and either by hydraulic, or on newer aircraft carriers, electromagnetic force through the catapult. At the end of the flight deck on the bow of the ship where the flight deck ends the towbar releases the nose landing gear and the nose of the aircraft rapidly rises, increasing angle of attack to facilitate optimal lift at the speed the aircraft is traveling when it reaches the edge of the deck. The amount of launch force used by the catapult is different for each launch depending on the gross take-off weight of the aircraft being launched. It varies with type, fuel load and payload.
The problems were reported during the latest round of sea trials on board the aircraft carrier USS George Washington (CVN-73). These latest reports conflict with earlier reports from sea trials onboard USS George Washington in August of 2015 when Cmdr. Ted “Dutch” Dyckman, a pilot with Strike Fighter Squadron 101, the “Grim Reapers”, told the Virginian-Pilot newspaper, “It’s just easy, It’s really easy to fly.”
The Navy’s Patuxent River-based Air Test and Evaluation Squadron 23 is the unit that reported the take-off anomalies. Flight operations for the later phase of tests by Air Test and Evaluation Squadron 23 (VX-23), included taking off and landing with externally mounted simulated weapons and asymmetrical loading. These additional loads may be a factor in the outcome of the testing and the subsequent report.
While this is a negative report about U.S. Navy F-35C operations, the final version of the F-35 Joint Strike Fighter to enter U.S. service (The U.S. Marine F-35B and Air Force F-35A are already operational), it is a relatively minor potential defect in the program that will likely be corrected as a result of this finding.
Finally, in F-35 airshow news we learned in a phone conversation with Mark Thibeault, civilian contractor speaking about the U.S. Air Force Heritage Flight Team, that the team’s schedule will include “fourteen dates” in 2017. The final scheduling for the F-35 Heritage Flight Team will be completed within 2-3 weeks according the Thibeault.
Author with Major Will Andreotta
Major Will Andreotta returns as the F-35A Heritage Flight pilot for 2017.
Recently declassified documents show that U.S. President Ronald Reagan offered UK Prime Minister Margaret Thatcher access to the American stealth technology.
Recently declassified documents from the British National Archives have exposed something interesting: back in 1986, the then President of the United States Ronald Reagan offered British Prime Minister Margaret Thatcher a chance for transatlantic cooperation on Stealth technology.
As reported by the Guardian, under the name “Project Moonflower,” the former POTUS offered Downing Street a briefing on the Black Project and the opportunity for the U.S. and the UK to work together on it.
“Dear Margaret,” a 1986 US telegram obtained by the Guardian recorded, “I am delighted to hear that you will be able to see Cap [Casapar Weinberger, the US defence secretary] to discuss the special program I wrote you about … I look forward to receiving your reaction. Sincerely, Ron.”
But the UK turned down the chance to work with the U.S. stealth technology and acquire F-117 stealth jets, that had made their first flight in 1981 and would continue to secretly operate until they were revealed to the public in 1988, a couple of years before becoming famous during Desert Storm in Iraq.
Indeed, an MoD letter in December 1986 to Charles Powell, the prime minister’s foreign affairs adviser, informed him that “Mr Weinberger has offered us a chance to purchase the current US aircraft but we have replied that we would not wish to actually buy hardware while the programme remains strictly black [secret].
After the first offer was rejected a modified version of the baseline F-117 was reportedly offered to the UK’s Royal Air Force in 1995.
The aircraft, also referred to as the F-117A+ or F-117B (B for “British”) was being offered as a replacement for the Tornado GR4 and it is believed that this was the reason why some RAF pilots eventually flew the Nighthawk stealth jet before it was (somehow) retired in 2008.
Even though the stealth technology that made the F-117 invisible to radars was cutting edge back in the mid-80s, the Tornado GR4 has been a pretty successful weapon system that the Royal Air Force has extensively used in combat in all the conflicts and crisis support operations it has taken part in the last 20 years.
On Monday, Italy became the first country to operate the F-35 outside of the U.S. when two aircraft landed at the first F-35 base in Europe. Here are the first photographs.
As reported yesterday, on Dec. 12, the 13° Gruppo (Squadron) of the 32° Stormo (Wing) of the Aeronautica Militare (Italian Air Force, ItAF) received its first two F-35A Lightning II at Amendola airbase, in southeastern Italy, becoming the very first service to take delivery of the 5th generation stealth jet outside of the U.S.