The aircraft were initially scheduled to arrive in Israel at around 2.00PM LT but the aircraft could not depart from the Italian airbase experiencing bad weather conditions with a horizontal visibility between 250 and 700 m, with clouds at 200 feet, well below the IFR minimums for the ferry flight.
Although some immediately blamed the F-35 for the delay, it must be said that the same wx (weather) would have grounded any other modern warplane on delivery or not involved in an actual combat mission.
An unlucky start for the “Adir” that caused the ceremony, to be attended by U.S. Defense Secretary Ashotn Carter, to be delayed by about 5.5 hours.
The “Adir” (F-35I) jets have taken off from Italy. The ceremony will begin at 19.30 at Nevatim AFB
As if the delay was not enough, on the very same day, U.S. president-elect Donald Trump said on Twitter that the F-35 cost is out of control, and that he would save billions on that once he takes office on Jan. 20, 2017.
The F-35 program and cost is out of control. Billions of dollars can and will be saved on military (and other) purchases after January 20th.
A swarm of honey bees found hanging from the exhaust nozzle of an F-22 Raptor stealth jet’s engine.
On Jun. 11, 192nd Fighter Wing Aircraft Maintainers found something weird during post-flight operations checks at Joint Base Langley-Eustis, Virginia: a swarm of honey bees hanging from the exhaust nozzle of an F-22 Raptor engine.
192nd Fighter Wing Aircraft Maintainers found a swarm of honey bees hanging from the exhaust nozzle of an F-22 Raptor engine on June 11, 2016 at Joint Base Langley-Eustis, Virginia. A local honey bee keeper was called to remove and relocate the bees to a safe place for them to build their hive. (U.S. Air Force courtesy photo)
“A cloud of thousands of bees” according to the 192nd Maintenance Squadron crew chief who was there.
Maintainers notified Capt. Katie Chiarantona, 192nd Aircraft Maintenance Officer about the honey bee swarm explains a USAF news release.
Since this had never happened on the flight line before, Chiarantona initially called the on-base entomologist to assess the situation. The entomologist immediately knew that he did not have the means to relocate the bees, so he referred Chiarantona to a local honey bee keeper in Hampton, Virginia.
Andy Westrich, U.S. Navy retired and local bee keeper, arrived on base with the needed materials and supplies. According to Chiarantona, Westrich said the swarm was one of the largest he had ever seen. He was escorted to the aircraft and used vacuum hoses to safely corral the honey bees off of the aircraft into large buckets. He then took the bee’s home and found that, as a hive, they weighed eight pounds which calculates to almost 20,000 bees!
“The honey bees most likely came from a much larger bee hive somewhere else on base,” said Chief Master Sergeant Gregg Allen, 192nd Maintenance Group Quality Assurance chief, who also happens to be a bee keeper. “Bee hives are constantly growing and they eventually become overcrowded. Around springtime, the bees will make a new queen, scout for a new location and take half of the hive with them to that location.”
Westrich suspected that the swarm of bees were on their way to a new location to build a hive for their queen. Queen bees typically fly with eggs to lay at the new hive and do not eat for up to 10 days before leaving to start a new colony. As a result, the queen is often malnourished for the journey. Westrich believes she landed on the F-22 to rest. Honey bees do not leave the queen, so they swarmed around the F-22 and eventually landed there.
According to Chiarantona “[Westrich] said that one out of two things could have happened, the queen would have rested and gained energy and the swarm would’ve left in the morning, or they would have decided that the jet engine would be a great place to build a hive.”
Westrich was able to safely relocate the colony to a local beer producer where they will maintain the honey bee colony and use the honey for their production facility.
“Every bee is important to our food source; lots of things would die without bees,” said Baskin. “Most of our crops depend on bees, and our bees need to pollinate. This is why I knew we needed to save them instead of [exterminate] them.”
192nd Fighter Wing Aircraft Maintainers found a swarm of honey bees hanging from the exhaust nozzle of an F-22 Raptor engine on June 11, 2016 at Joint Base Langley-Eustis, Virginia. Andy Westrich, U.S. Navy retired and local honey bee keeper, was called to remove and relocate the bees to a safe place for them to build their hive. (U.S. Air Force courtesy photo)
The first Japanese stealth jet made its maiden flight.
The first prototype of the indigenous stealth war plane that Japan Air Self-Defense Force will operate in the air defense role, replacing the ageing Mitsubishi F-2, made its first flight on Apr. 22 from Nagoya Aerospace Systems Works airport, part of Mitsubishi Heavy Industries facilities.
Previously designated Advanced Technology Demonstrator-X (ATD-X), the X-2, serialled 51-0001, is developed by the Japanese Ministry of Defense Technical Research and Development Institute (TRDI), the agency that has been working on the “Shinshin” (“spirit of the heart,” an early codename within the Japan Self Defense Force) for research purposes for more than a decade.
For the moment, it is painted in the red and white colors of Japan (to be probably replaced by a far more advanced grey RAM – radar absorbing material – coating), features canted vertical tails (with a steeper angle than the F-15 Silent Eagle), a bubble canopy that is meant to provide the pilot with a good frontal visibility, and twin-engine design with the thrust vectoring paddles on the exhausts (reminding what seen on the NASA X-31 and F-18 HARV) to increase the aircraft maneuverability (do you remember the F-22 Raptor?).
The Navy’s F-35C has kicked off the second phase of Developmental Testing at sea.
On Oct. 2, U.S. Navy test pilots Cmdr. Tony “Brick” Wilson and LT Chris “TJ” Karapostoles landed F-35C test aircraft CF-03 and CF-05 aboard USS Eisenhower (CVN 69) off the coast of the eastern United States.
F-35C test pilots and engineers from the F-35 Lightning II Pax River Integrated Test Force (ITF) based at Naval Air Station Patuxent River in Patuxent River, Maryland, that has already conducted DT-I on the USS Nimitz (CVN 68) from Nov. 3 to 14, 2014, will remain aboard “IKE” until Oct. 15 testing JSF carrier suitability and integration in the at-sea environment.
The test team will achieve this objective through a series of test events designed to gradually expand the aircraft operating envelope at sea. In fact, during DT-II, the F-35C will perform a variety of operational maneuvers, such as catapult take offs and arresting landings, while simulating maintenance operations and conducting general maintenance and fit tests for the aircraft and support equipment.
DT-II is the second of three at sea test phases planned for the F-35C: indeed, as any other naval aircraft the Lightning II undergoes DT-I, -II, and –III test phases. After the end of each Developmental Testing phase, the team conduct an assessment of the F-35C’s performance in the shipboard environment before advising the Navy on any adjustments necessary to ensure that the fifth generation fighter is ready to meet its scheduled initial operational capability in 2018.
As this video shows, cold and wet weather did not prevent the test team from operating the two Lightning IIs aboard the USS Eisenhower.
Few months ago we published the interesting interview Maj. John Wilson, an F-35 pilot with 61th Fighter Squadron, gave to Christian Sundsdal of the Danish website focusing on military topics Krigeren, at Luke Air Force Base.
Answering one of the questions, Maj. Wilson clearly admitted that an A-10 Thunderbolt II will always be better in CAS than the F-35 because it was designed to perform that kind of mission.
Recently, Sundsdal has published the second part of the interview, that focused on the 400k USD Helmet Mounted Display System, that combines FLIR (Forward Looking Infra Red) and DAS (Distributed Aperture System) imaging, night vision and a virtual HUD (Head Up Display).
The HMDS provides the pilot a sort-of X-ray vision imagery: he can see through any surface, with the HUD symbology he needs to fly the plane and cue weapons that follow his head and get projected onto the visor through the line of sight imagery.
Still, Wilson is probably not worried by such troubles since he doesn’t use the helmet very much:
“It’s cool, but I don’t use it that often” he says.
The reason is pretty simple: “If I really wanna see what’s underneath me, I’ll just look outside, I just roll up….because it doesn’t take much longer for me to just bank the airplane.”
Interesting point of view.
According to the F-35 pilot, he would just “look” as he would see in much higher clarity with his own eyes. Pilots consider it an “added benefit” and use it sometimes for night flying but that seems to be the only time when the costly HMDS is used (at least by Wilson and his 61th FS colleagues).
Still, Wilson admits he’s an old school pilot, so there may be pilots who use it more often.
“What about if you need to look behind you?” asks one of the interviewers.
Wilson is quite sure: “I’ll use my eyes” because “I need to see things with my own eyes” to judge aspect, distance closure, and other details that you can’t get using a 2D camera.
The F-16, with no camera, has a really good visibility: “It’s just a kind of apple to orange comparison,” Wilson explains, highlighting the fact that the F-35 and the F-16 or F-22 were designed for different roles.
“If you are flying correctly and the jet is doing what it is supposed to do, [enemy] guys should die well before they get behind you” Wilson comments, suggesting, once again, that the JSF’s survivability in air-to-air combat (even against some of the aircraft it is supposed to replace) is based on its BVR (Beyond Visual Range), stealth and SA (Situational Awareness) capabilities, rather than in its agility (initially touted by LM test pilots…).
Ok now it’s time to watch the interview by yourself: