strike test news 2015

STRIKE TEST NEWS

2015 A IR T EST A N D E VA LUAT I O N SQ UA D RO N ( V X ) 23 N E WS LE T T ER

2 | 2015 STRIKE TEST NEWS

FROM THE DESK OF THE COMMANDING OFFICER

VX-23 COMMANDING OFFICER

LtCol Kevin “Buzz” Erker, USMC

The transformative nature of naval aviation has never been more prevalent than it is today! We live in unprecedented times as our entire tactical aviation fleet is taking remarkable steps forward. The view from my office has truly been awe-inspiring. I am surrounded by a gifted team of testers and engineers, Sailors and Marines, government and civilian contract employees, and one-of-a-kind test assets all operating in unison to create the future of Naval Aviation. Enclosed in these pages, you will find just a glimpse of the tremendous capabilities the Salty Dogs of VX-23 are making a reality.

I cannot overstate how humbling it is to have the opportunity to lead the most talented work force in the DoD. While we advance the fleet with the IOC of the F-35B and significantly upgrade the F/A-18 Super Hornet and Growler weapon systems, the X-47B demonstrated the first ever rendezvous and airborne refueling of an autonomous vehicle. As fiscal constraints mount and our force structure is reshaped, we’ve continued to press forward with the most advanced programs in our history and continue to expand our scope of testing with combined operations with our VX-31 brethren in China Lake.

The future of Naval Aviation is bright. You will find countless examples throughout our proud history of our fleet rising to the challenge during trying times. I couldn’t think of a more exciting time to part of the flight test community. While the next conflict looms over the horizon, we must push harder now more than ever to ensure that our fleet is ready and capable when our nation calls. We at VX-23 are standing by to provide the fleet with the tools necessary to counter an advancing threat.

2015 STRIKE TEST NEWS | 3

LtCol Kevin “Buzz” Erker, USMCVX-23 Commanding Officer

Please feel free to contact our project officers regarding any one of the articles you’ll read in the following pages. For those of you interested in a future in flight test, Test Pilot School, and test tour at VX-23, I encourage you to apply to the TPS board as early and often as your command and your detailer will let you. It is a very challenging and rewarding path. If you would like to make a visit to Patuxent River to see what we are all about, I encourage you to come. I or any one of the project officers and engineers would be happy to show you around.

It is an honor to serve you. Fly safe!


TABLE OF CONTENTS

CHIEF TEST PILOT

F/A-18 & T-45 PROJECT TEAM

AIRBORNE ELECTRONIC ATTACK (AEA) PROJECT TEAM

SHIP SUITABILITY PROJECT TEAM

F-35 PROJECT TEAM

X-47B PROJECT TEAM

SMARTER EVERY DAY WITH TIPPER

VX-23 POINTS OF CONTACT & NAVAIR POINTS OF CONTACT

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Greetings from Naval Air Station Patuxent River, home to the U.S. Naval Test Pilot School (USNTPS) and the world famous Salty Dogs of Air Test & Evaluation Squadron (VX) 23 — also known as Strike Aircraft Test or Strike. This is where we “Lead the Fleet.”

I checked in as the Chief Test Pilot (CTP) in May of this year and am very humbled to work surrounded by a team of highly motivated and professional people who continuously amaze me on a daily basis with all that they accom-plish on behalf of our warfighters and our nation.

One of the most monumental accomplishments of the year has been the Marine Corps’ declaration that the F-35B Lightning II Short Takeoff and Vertical Landing (STOVL) aircraft is ready for Initial Operating Capability (IOC). The Commandant of the Marine Corps, Gen. Joseph F. Dunford, declared the F-35B combat-ready on July 31, ensuring that the F-35B Lightning II remains the centerpiece of the modernization of Marine Corps fixed-wing aviation. This phenomenal news comes on the leading edge of the IOC timeline established May 31, 2013 when the Marines Corps notified Congress that its anticipated IOC date for the F-35 Lightning II was between July 2015 and December 2015.

This announcement validates the more than 1,800 F-35B test flights, 2,544 test hours and 12,800 test points achieved by VX-23’s F-35 test team in support of the F-35B’s IOC. In fact, an independent team of Marine Corps experts inspected, tested and assessed the F-35B as combat capable to conduct Close Air Support (CAS), Offensive and Defensive Counter Air, Air Interdiction, Assault Support Escort, and Armed Reconnaissance in concert with Marine Air Ground Task Force resources and capabilities. The first operational F-35 squadron — the Green Knights of Marine Strike Fighter Attack Squadron (VMFA) 121— is now fully trained, manned, and equipped to take this incredible 5th Generation fighter aircraft to combat all because of the hard work, dedication and teamwork between the VX-23 test team, the Marine Corps and VMFA-121. Read on to learn more about other successes from the F-35 department, including High AOA testing, F-35C carrier suitability and mission systems testing, to name a few.

Another truly amazing accomplishment that you will read about comes from our Unmanned Carrier Aircraft System, the X-47B. As you may recall

CDR James “Cooter” Carver, USN

CHIEF TEST PILOT

continued...


from previous editions of Strike Test News, the X-47B conducted 37 deck touchdowns, 30 precise touch-and-go landings and multiple catapult launches, arrested landings and planned autonomous wave-offs during three at-sea periods in 2013 and in 2014, the X-47B completed its first cooperative flight tests with manned aircraft in the carrier environment. After the successful carrier launch and recovery last year, the X-47 team made the first-ever autonomous aerial refueling of an unmanned aircraft. Think about that. The engineering team programmed an airplane that doesn’t have a pilot to join up on a tanker, plug on and receive fuel. Isn’t that amazing? As you read more about the X-47B in a follow-on article, I hope you’ll seriously consider joining us as we continue to make history with this and many of our other programs.

Our most impressive F/A-18 testing has been with the Infrared Search and Track (IRST) pod. Currently, the pod is undergoing aeromechanical testing with our Carrier Suitability Department. As the pod gets loaded onto the jet and taken out to our TC-7/MK-7 land-based catapult and arresting gear site, the VX-23 test team prepares to take it through

— yet another set of monumental opportunities to deliver revolutionary technology into the hands of the warfighter. As we start formal aircraft testing this winter with the first-ever EMALS and AAG aboard the flagship of the Navy’s newest class of aircraft carrier, USS Ford (CVN 78), the CVS department will accomplish this testing while continuing to provide Precision Approach Landing System (PALS) certification to the other ships in the fleet. Be sure to keep an eye out for a Discovery Channel Daily Planet TV show segment on our TC-7 and MK-7 site sometime in September. The segment will equip you with an exciting perspective on our “Shake, Rattle and Roll” testing and the kinds of exciting work we do at VX-23.

In closing, as I mentioned above, we need your help. There is a ton of work coming our way and we need top notch Aviators and Naval Flight Officers to come join our team. It’s truly an exciting time to be here and get involved with all of the cool new toys that only we get to see first. If you ever want to come check things out here at PAX, USNTPS and VX-23, I encourage you to visit. We’ll be happy to show off our Salty Dog complex and give you a glimpse into what we do.

a series of what we call “Shake, Rattle, and Roll” testing. This testing features min/max end speed and off-center catapult launches along with off-center and inflight engagements of the arresting gear, to name a few of the most exciting tests. The F/A-18 has many more critical improvements up ahead, including H12/H14 System Configuration Set (SCS) software development and testing;

The Airborne Electronic Attack (AEA) Department is also accom-plishing some awesome things. Even though the Navy had the Prowler sunset this summer, our AEA de-partment continues to test the EA-6B for ICAP III Block 6/7 upgrades for the Marine Corps. Additionally, they are testing H10, H12 software and are an integral part for the H14 software upgrade for the Growler. Last and definitely not the least, Next Generation Jammer (NGJ) is slowly ramping up with more personnel and aircraft requirements. FY17/18/19 will be big years for the NGJ. Read more about this revolutionary capability in our AEA section.

Our Carrier Suitability (CVS) department continues to facilitate the development of the electromagnetic aircraft launch system (EMALS) and Advanced Arresting Gear (AAG)

HELP WANTED! Urgent! We Want You! We’re looking for self-motivated, highly educated, community “front-running” Aviators and Naval Flight Officers to join the world’s finest flight test organization. You will be in awe at all of the flight test that we conduct here at VX-23 aboard Naval Air Station Patuxent River. On one day, you might be flying the newest Navy and Marine Corps 5th Generation fighter, the F-35 B or C Lightning II, and then on the next day fly a project flight for the IRST pod on the F/A-18F Super Hornet. The dynamics of this place are absolutely insane —the Salty Dogs of VX-23 have an amazing opportunity to make a difference on behalf of the warfighter and our nation. As you read the 2015 edition of the Strike Test News, we hope you’ll consider joining us. Feel free to send me an email if you’re interested in becoming a Salty Dog and want to learn more about getting orders to VX-23.


F/A-18 & T-45 PROJECT TEAM

F/A-18 & T-45 DEPARTMENT HEADCDR Donald “Big Don” Moseley

Over the past year it has been a busy time for the F/A-18A-F project team. We continue to improve upon the highly capable strike fighter that is the backbone of Naval Aviation, and we are now seeing more squadrons and air wings deploying high lot aircraft with the latest and greatest systems. We continue to improve the best operational Strike-Fighter in the world with new capabilities while simultaneously addressing the critical degraders to mission readiness. It is very rewarding to be involved in so many projects that are making a difference for the fleet warfighter and maintainer. Supporting the Fleet by continually improving the F/A-18 weapon system is the mission of the department’s Test Pilots and Project Officers, along with directly supporting many of the other exciting programs happening in NAVAIR.

We have also continued to work closely with Fleet customers at CNATRA and CNAF, OPNAV resource sponsors, and the T-45 program management team at PMA-273 to ensure the mighty Goshawk continues to aptly serve as the Navy’s premier jet trainer. Our test aircrew, engineers, maintainers, and support team members contribute to acquisition, development, and sustainment efforts for the venerable T-45. Despite initial fielding over twenty years ago, the resilient Goshawk will likely provide at least another twenty years of service, as current service life extension efforts strive to push the 14,000 hour platform design life to over 20,000 hours.

That said, we need your help! If you have a technical concern, question, or suggested workaround, please engage us. There are many avenues for informa-tion flow – the requirements process, NATOPS changes, Safety System Working Groups – but sometimes the easiest way to get the ball rolling is just an e-mail or phone call to one of us here at VX-23. We have a wealth of Hornet and Rhino experience here in the F/A-18 department, and we will gladly provide help, insight and recommendations on any issues you’re encountering out in the fleet.

Now is an extremely rewarding time to be an F/A-18 test pilot. Our aircrew often find themselves performing classic supersonic flight test sorties on one day of the week, testing a new Hornet or Rhino mission system the next, then supporting a JSF, X-47 or P-8 sortie as a safety chase. The flying is demanding, but the reward is seeing your project get fielded in the fleet and make a difference. Come see us for a visit and we’ll show you what it’s all about. As always, our phone lines are open and we’d love to hear from you. Have a great rest of 2015!


IRST The Infrared Search and Track (IRST) test team has completed critical testing over the last year to ensure the pod is ready for the fleet. The pod resembles the structure of an external fuel tank and is comprised of a sensor on the forward section of the pod and a fuel tank assembly in the rear and will be employed on station 6 of the Super Hornet. Aeromechanical systems and mission systems testing are being completed. The aeromechanical testing ensures that the structural characteristics of the pod are suitable to be flown at the edges of the aircraft’s envelope. Mission systems testing ensures that the pod can be integrated with the aircraft’s offensive and defensive combat systems and can be employed while executing the latest tactics.

LT Eric “donKEY” Zilberman

Aeromechanical Systems IRST Pod installed on F/A-18F during loads testing.


LT Bradley “Terrance” Fairfax

RR-184 Chaff Demonstration on F/A-18EF aircraftIn response to fleet requests for expanded countermeasure capability in the Super Hornet, the Air Vehicle and Stores Compatibility branch recently com-pleted a demonstration of RR-184 chaff dispensed from LAU-138s on stations 2 and 10 of Salty Dog 122, an F/A-18F equipped with an Airborne Separation Video System. RR-184 is the US designation for BOL chaff, a demonstration of technology which is part of an advanced countermeasure system developed for use on many NATO aircraft. The LAU-138 is a modified LAU-7 that carries RR-184 “packets” in the aft section and mechanically dispenses them into the wingtip vortices.

The demonstration included test points to examine the separation characteris-tics of the chaff material at various airspeeds and load factors. Additionally, the performance of the RR-184 chaff during simulated tactical defensive maneuvers was compared to that of RR-129 chaff dispensed from ALE-47 magazines.

To conduct the tests, LAU-138 launchers manually triggered in flight using test-specific controls. LAU-138 launchers were used for the demonstration because they were available from previous use on the F-14, but other implemen-tations of RR-184 chaff on Super Hornets could be used to preserve weapon station capacity.

Data from this demonstration will support an analysis-of-alternatives to determine the most feasible solution for increasing the defensive capabilities of the Super Hornet.

RR-184 Chaff dispensing from a LAU-138 on

F/A-18F station 2


LT David “Fritzl” Parnell

DT in a Joint Operational EnvironmentVX-23 and VX-31 simultaneously took part in a joint large force exercise encompassing two weeks of flying out of Nellis Air Force Base. The Air Force Weapons School Advanced Integration Phase exercise was leveraged to provide a congested and complex target environment for F/A-18E/F and EA-18G developmental testing. H10+ and H12 software build improvements, and upgrades to IRST, APG-79B, MIDS, and even RNP RNAV were employed in a developmental trial by fire. The unscripted advanced environment provided an opportunity to rapidly test several air-to-air and air-to-surface usage scenarios for developmental systems beyond standard target sets. The joint LFE highlighted the incredible capability improvements coming to the Super Hornet. The groundwork has been laid for VX-23 to take part in operationally relevant exercises while we lean forward, pushing improvements to the fleet as rapidly as possible.

Nellis Air Force Base. Business in the front.


LT Douglas “T-CAP” Elkins

Electronic Kneeboard Bingo App VX-23 project pilots were asked to provide design and feature recommenda-tions for the electronic kneeboard Bingo profile app, developed by Air 4.0. The goal was to provide pilots with the information they need, in an easily under-standable format, with the least input possible. The process of working with programmers unfamiliar with aviation to produce essential aviation products is a key role of developmental test pilots. The input from testers to developers was essential for developing a streamlined user interface to quickly provide the essential information contained in the blue pages of the PCL. The resulting program will provide you with a pre-configurable bingo profile generator to help you get to where you need to go in as little as one button press.

Bingo profile generation.

T-45 DepartmentIn-line with its operational Fleet counterparts, the T-45 relies more heavily on integrated avionics than its prede-cessors and continually faces sub-system obsolescence challenges. The Digital Data Set is a new sub-system designed to replace several legacy sub-systems that load mission data, record audio and visual information used for post-flight mission review, and record environmental data used to support structural fatigue life monitoring and other quality assurance tasks. Other sub-systems including radios, transponders, and GPS-Aided INS continue to age beyond supportability limits. Replacements need to be developed, tested, and fielded to meet functions currently provided by these sub-systems. New “fact-of-life” functions driven by the Federal Aviation Administration’s NextGen airspace architecture need to be met, as well as other emerging requirements. In addition to maintaining capabilities familiar to nearly all of us from flight training, the T-45C continues to incorporate new features to better prepare Naval Aviators to operate modern Fleet platforms. Fleet aircraft rely more and more on integrated sensors and processors. Mission Display Processor (MDP) software continues to be developed to provide F/A-18-like navigation display formats and options, while the Virtual Mission Training System provides a synthetic radar capability with corresponding radar attack and SA formats. As with all VX-23 projects, aircrew working on these T-45 efforts enjoy an incredible amount of autonomy and trust coupled with the satisfaction of contributing mightily to the continued safety and effectiveness of the T-45 in training Fleet Naval Aviators!


AIRBORNE ELECTRONIC ATTACK (AEA) PROJECT TEAM

AEA DEPARTMENT HEAD CDR Brien “Nash” Croteau

Over the last year, the engineers and aircrew here within the AEA Project Office have conducted over 2000 hours of ground and chamber testing and over 200 hours of flight testing on projects for the EA-6B, EA-18G, and AEA systems. You can read up on all of our main projects below. We are over halfway through developmental testing of the EA-18G H12 SCS upgrade and have begun H14 planning and requirement development. EA-6B Block 6 has hit the fleet and Block 7 testing is underway.

Over the last year, we bid farewell to LT Michael “Bernie” Bernard who is living the FTS dream at VAQ-209 in Whidbey and LT Blake “Dandy” Lyon who is currently serving on the CVW-3 staff and is looking forward to his DH tour with VAQ-133 next year. We welcome LT Alex “Needles” Halberstadt, a VFA WSO who completed EA-6B training at VMAQT-1, and is assisting with Prowler and Growler flight test. From the newest TPS class we also welcome LCDR Erica “NOTY” Burfield who will be working as the military lead for Next Generation Jammer and LT Tim “Hawking” Shilling who will help us finish up Prowler flight test through 2017. Also we congratulate LCDR Chris “Oscar” Meyer on his green-to-blue transition and he looks forward to heading back to Whidbey for a Growler DH tour this fall.

The VX-23 AEA shop aircrew and engineers are here to lead the fleet. Please continue to contact any of the aircrew testers or engineers here at Pax River with questions or issues regarding both EA-6B and EA-18G at any time.

Airborne Electronic Attack Department


Maj George “Boots” Ureke

(VX-9)

Capt Karl “Oswald” Igler

EA-6B Improved Capability-III (ICAP-III) Block 6The USMC has started to install its Improved Capability (ICAP) III Block 6 (I3B6) upgrade for the EA-6B Prowler, bringing new capabilities, improved stability, and increased efficiency to the fleet. Aircrew will now have several new war-fighting capabilities, including Many on Number Algorithm (MONA) and USQ, ALQ-99 Assignments (UAA). MONA combines multiple compatible jammer assignments into one single assignment, freeing up jammer resources for additional threat targeting. For UAA, aircrew can now make ALQ-99 jammer assignments through the USQ-113, potentially reducing operator workload during dynamic missions. System stability and efficiency are im-proved in I3B6 due to TDS reprogramming and the transfer of some processing responsibility from the Central Mission Computer (CMC) to the Tactical Display System Interface Unit (TDSIU) Mission Manager (MM). Aircrew will observe fewer TDS freezes, resulting in less troubleshooting and down time for aircraft systems.

Block 6 reduces maintenance time required for LITENING Pod (LPOD) and Low-Band Transmitters (LBTs). The LITENING Pod Common Operational Flight Program (OFP) is no longer platform-specific, allowing for the quicker reloading of assets between EA-6B, F/A-18, and AV-8B aircraft. LBTs can also be loaded on the EA-6B more quickly due to OFPs and automatic leveling control (ALC) tables being stored in the pod’s non-volatile random access memory (NVRAM), making Consolidated Automated Support System (CASS) and Tactical Pod Tester (TPT) stations no longer necessary.

Joint Mission Planning System (JMPS) V7.0.1.3 comes with a new, more rugged hardware chassis, and incorporates a variety of software fixes and additional

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capability. Increased processing power in the new JMPS computer will reduce the amount of mission plan-ning time required for aircrew. JMPS V7.0.1.3 also has additional capability for the planning UAA missions and the ability to emulate MONA. The most notable fix in JMPS V7.0.1.3 is the proper performance of the local points. In the previous JMPS version, the local points reversed east and west locations when dumped to the Personal Computer Memory Card International Association (PCMCIA) cards for navigation. Other fixes have corrected High-speed Anti Radiation Missile (HARM) planning, addressed bugs during mission rehearsal animation, and improved mission playback for post-mission analysis.

EA-6B Improved Capability-III (ICAP-III) Block 7 Block 7 is the final Block upgrade for the EA-6B Prowler. The Block 7 upgrade is designed to introduce the final new software and hardware capabilities to the USMC Prowler fleet, carrying it to the end of its life cycle. Block 7 is composed of hardware upgrades to include the Universal Serial Bus Embedded National Tactical Receiver (USB ENTR) and Vinson Advanced Narrowband Digital Voice Terminal Cryptographic Module (VACM). Software upgrades include changes to the USQ-113, ALQ-99, ALQ-218, and LINK-16 systems. Separate from the aircraft itself, there are mission planning upgrades including the addition of an autorouter tool.

The USB ENTR unit is a form/ fit replacement for the MATT system used to receive tactical SIGINT via a satellite network. USB ENTR is a message system with common avionics for EA-6B, E2-C and P3-C using encryption and the Common Message Format (CMF) to receive two simultaneous channels of integrated UHF SATCOM signals. Included in the USB ENTR is the capability to receive Including Broadcast Service (IBS), IBS-I, IBS-S, Tactical Data Information Exchange System Broadcast data and provides the necessary encryption and interfacing for future Common Interactive Broadcast (CIB) capabil-ity. Initial USB ENTR installation was complete in May and test aircraft is currently awaiting first USB ENTR test flights.

The VACM units, KY-58M (UHF and VHF) and KYV-5M (HF), are modern digital encryption devices replacing the legacy analog KY-58 and KYV-5 devices. Initial testing for VACM devices was completed in February as part of a Fleet Demonstration Exercise (FDE) with HX-21, Navy ground based assets and seaborne assets. The test was a successful in using both legacy and modern cryptographic keys with UHF, VHF and HF communications. Final testing and troubleshooting was completed in the anechoic chamber in conjunction with initial chamber Block 7 testing in May.

The numerous software upgrades for Block 7 include: recording to MP3 file format, improvements in auto-matic audio threshold adjustments, correction of deficiencies in dual broadcast of audio files, new digital jamming techniques for modern threats, corrections to existing defects in jamming software, display of Jam Acceptability Regions, protection of Joint Restricted Frequency List (JRFL) from M-on-N Algorithm (MONA) assignments. Initial Block 7 ‘early look’ testing began in the anechoic chamber in April. An issue loading a file during ALQ-218 reprogramming was discovered and is currently being corrected prior to the start of the bulk of the Block 7 test program.

LINK-16 will also be updated and upgraded in Block 7. Capability will be added to improve and simplify HARM handoff and MIDS time offset entry.

Block 7 will include a substantial mission planning improvement by incorporating 4D volumetric jammer threat analysis and AEA autorouter functionality into the mission plan-ning environment. Threat analysis and AEA autorouter will provide mission planners with simulated 4D threat envelopes and provide a ‘best fit’ Prowler route to provide support for protected aircraft.


Maj Chris “Oscar” Meyer

EA-18G H10The H10 System Configuration Set (SCS) is the follow-on software suite to H8E. H10 completed Developmental Testing (DT) last year and is well into Operational Testing (OT) and scheduled for fleet release December 2015.

H10 is bringing a host of hardware and software improvements. The hardware side includes: Mode 5 APX-111 CIT, Joint Tactical Terminal Receiver (JTT-R), and 5th Generation Radios. The software side includes: MSI Phase II for A/A, AESA improvements and fixes, several Airborne Electronic Attack (AEA) subsystem improvements, Situational Awareness (SA) page wind vector.

The JTT-R replacement for the soon to be deprecated Multi-mission Advanced Tactical Terminal (MATT) underwent both ground and flight test. Electromagnetic Environmental Effects (EEE) testing was completed at the Navy Electromagnetic Radiation Facility (NERF) last summer. Carrier suitability testing for the JTT-R was completed December 2013 and included both catapult shots and field traps at NAS Patuxent River.

EA-18G H12The EA-18G H12 System Configuration Set (SCS) is planned for fleet release in late summer 2017. H12 is a massive departure from previous SCS’s. The Salty Dog’s of VX-23 are well into testing and so far things look great. This SCS is bringing a host of hardware improvements; the most notable is MIDS-JTRS with CMN-4.

The software side is where aircrew are going to see the biggest difference. H12 is bringing Display Improvements. Context menus have been added and are operated via HOTAS. The context menu works like a “right click” with popup menu next to your cursor. The stores page will now have weapons and pod shapes on the wing planform, color coding to indicate store status, more control of the Q99 page via HOTAS, and a new AEA fails page directly accessible from the STRS/Q99 pages. The HSI has been removed and replaced by a NAV priority mode on the SA page. Vast improvements have been made

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EA-18G Systems Testing in Anechoic Chamber

to the RNP/RNAV pilot interface. The functionality is the same but entering a flight plan is more akin to EA-6B CDNU flight plan interface where you can type in a list of points vice building segments like it is in H10. This makes real time editing of the route a lot easier and will require very little training to operate. The FCS page has also been completely reworked. It shows a planform of the aircraft and color coded flight control surfaces (yellow/red) based on status/failure.

For the Growler specifically, new algorithms are enhancing ALQ-218. The AEA BIT page provides more useful information to aircrew facilitating inflight troubleshooting. After a through tiger team effort to look at the issues last year, JMPS is being enhanced; the biggest push is to reduce mission overall planning time. The time required to load mission cards should be coming down for fleet release. Pilot’s are going to love DST (display scroll toggle) on their DDI’s and everyone is going to like the rubber band tool on the SA/TSD pages via HOTAS.

The Salty Dogs are well into H12 developmental test. We welcome your feedback and would love to hear from you if you’re interested in test. Please don’t hesitate to contact us. Jam, strike, win!


EA-18G H14While H12 testing is in full swing, the AEA department is already gearing up for H14 which has an expected fleet delivery date of August 2019. H14 will continue to add capabilities to the EA-18G and will also incorporate fixes to existing capabilities. H14 is slated to upgrade and to expand Growler threat warning and intelligence data. The upgrades to the ALQ-218 are expected to increase Growler survivability, increase battlespace awareness and to expand jamming capability and effectiveness against emitters. These changes will increase awareness of the aircrew and allow greater flexibility in counter communication missions.

Along with CCS and ALQ-218 modifications, mission planning software will be modified. Along with increasing mission effectiveness, these changes are expected to reduce pre/post flight workload through automated optimization. Although in the early stages of the test cycle, H14 is expected to be a promis-ing upgrade to the current SCS.

EA-18G FLEX-15The FY15 Netted Sensor Afloat Experiment as part of Fleet Experiment 2015 (FLEX-15) initiative represents a cooperative effort for a joint demonstration continuing the technology.

LT Alex “Needles” Halberstadt

EA-18G Growler


Next Generation Jammer

LT David . “Launchpad”

Hurst .

LCDR Erica “NOTY” Burfield

The Next Generation Jammer (NGJ) will replace the fleet’s aging AN/ALQ-99 tactical jamming system, currently the primary offensive airborne electronic attack system for the EA-18G Growler. Traditional AEA is intended to deny, degrade, or deceive the enemy’s use of the EMS while en-hancing its friendly force usage. The NGJ is being developed to fulfill this traditional role specifically for the EA-18G, as well as address new threats in a diverse and rapidly expanding electronic battlefield.

Following the U.S. Navy’s reaffirmation of the Raytheon contract, development of the NGJ has continued despite reductions in funding. In October 2014, a flight demonstration pod was carried onboard a Gulfstream G-III. Despite having an array with a limited number of active elements, the demonstration pod successfully jammed a variety of threat representative radar systems over the China Lake test ranges. This small demonstration provided a glimpse into the future capabilities of the NGJ.

Following PDR in 4QFY15, the program will move on to Milestone B and EMD Award in 2QFY16. Construction of the pods will begin at Raytheon’s facility in El Segundo, CA and then transition to the Raytheon facility in Forest, MS. The first test pods will be delivered to NAS Patuxent River in FY18 with aero-mechanical testing beginning later that year, and mission systems testing beginning in FY19.

Poster on the next page.

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Poster on the previous page.

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SHIP SUITABILITY PROJECT TEAM

SHIP SUITABILITY DEPARTMENT HEAD LCDR Daniel “Butters” Radocaj

Carrier Suitability has been leading the fleet since 1910 and we continued this tradition in 2015. It has been an extremely busy year with several projects and detachments happening in the past 12 months. Our bread and butter, PALS certifications, continued this year with over 50% of the CVN fleet certified this year and we will see the rest of the fleet next year. This included a rescue det to the Persian Gulf to repair the USS Carl Vinson’s (CVN 70) PALS system while on a combat deployment, and two detachments to Japan to certify the USS George Washington (CVN 73) and the USS BonHomme Richard (LHD 6). The MAGIC CARPET program was a grand slam with its first field tests and at sea trials onboard USS G.H.W. BUSH (CVN-77). Operating it behind the boat was eye watering and I cannot say enough good things about this system, the safety improvements and how it will revolutionize Naval Aviation. The Mk-7 arresting gear here at Pax River went through a major upgrade this year receiving the ARC system. The 27 Chiefs and Sailors we have running our Mk-7 arresting gear and TC-7 catapult site performed flawlessly during the upgrades, with our first Shake Rattle and Roll (SRR) only two weeks after the install. The intense pace of testing will keep up the rest of the year with more SRR testing as well as detachments to Lakehurst New Jersey for AAG and EMALS testing with eventual at sea trials on CVN-78 next year. The following articles highlight in greater detail our progress. As always VX-23 CVS is here to serve the fleet. Please feel free to contact us with any questions or concerns.

MAGIC CARPET shipboard flight test team, April 2015


USS Gerald R. Ford (CVN-78)The first carrier of its class, the USS GERALD R. FORD (CVN-78) will incorporate many significant design changes from the current Nimitz class, with goals of reducing manning requirements, increasing operational efficiency, and allowing for significant growth potential with respect to future systems. Ensuring that this carrier is compatible with current and future fleet aircraft will require a wide variety of testing support from the VX-23 Carrier Suitability (CVS) team over the coming years. VX-23 has already been heavily involved with the development and shore-based testing of the Electromagnetic Aircraft Launch System (EMALS) and Advanced Arresting Gear (AAG), both of which will make their operational debut aboard CVN-78.

Initial shipboard Aircraft Compatibility Testing (ACT) for CVN-78 is scheduled to begin next spring, with the first Super Hornet launches and traps slated for summer 2016. Testing will include EMALS and AAG verification, Precision Approach and Landing System (PALS) checkout, and evaluation of approach handling qualities. Notably, the tower has been completely rede-signed and located further aft, and the corresponding effect of the ship’s air wake for aircraft on final approach will need to be examined. The flight deck lighting systems have also been modified, so night compatibility testing will be required. Final testing to verify full flight operations for all current fleet aircraft type/model/series is slated for spring 2017. It’s an exciting time to be a part of the CVS team, leading the fleet into the future of carrier operations!

LT William “Magic Legs” Dann

A Dead-load test sled launched from EMALS catapult 1

onboard CVN-78


Electromagnetic Aircraft Launching System (EMALS)The EMALS is the first new aircraft launch technology to be employed by the U.S. Navy in more than 60 years. The system is designed to take advan-tage of the increased electrical power generation capability of the Ford-class carriers, and is not planned for retrofit to the Nimitz-class ships. EMALS is designed to reduce manpower and maintenance requirements, while increasing reliability and allowing for more accurate launch performance across a larger range of current and future fleet aircraft.

From the flight deck, EMALS appears very similar to the current steam catapults on Nimitz-class carriers, with the same spreader-to-aircraft interface and holdback buffer. Below the flight deck, however, the system is completely different. The conventional steam-driven components are replaced by a linear induction launch motor, energy storage and power conversion subsystems, and various control consoles to provide a precise accelera-tion force (and thus reducing the stress on the aircraft during launch).

ACT Phase 2 was conducted last spring at the NAVAIR testing facility at Joint Base McGuire-Dix-Lakehurst, New Jersey, and included off-nom-inal launches and degraded modes. Additional testing of updated EMALS software will be tested this December at Lakehurst to finalize the Aircraft Launch Bulletins (ALBs) for the Super Hornet. Shipboard verification of these ALBs is scheduled to take place in July 2016 onboard CVN-78, with VX-23 aircrew conducting the first EMALS catapult launches from the Navy’s newest carrier.

Advanced Arresting Gear (AAG)The Advanced Arresting Gear (AAG) is a complete overhaul of the aging MK-7 arresting systems currently installed on all CVNs. The AAG upgrade is designed to reduce mainte-nance requirements while increasing safety and reliability for arrestments across the entire energy range of intended aircraft recoveries. The system will make its operational debut onboard CVN-78, with plans to retrofit to Nimitz class carriers in the future.

While the MK-7 utilized compressive linear loads with a hydraulic ram sys-tem, the MK-15 AAG will use a rotary hydroelectric system with a mechanical friction brake back-up. Verification of system design and performance has required numerous phases of testing at the NAVAIR facility in Lakehurst over the past several years. Currently, dead-load testing at the jet car track site (JCTS) is being conducted to confirm system suitability for actual aircraft arrestments at the runway arrested landing site (RALS).

RALS testing at Lakehurst will be conducted for several months begin-ning this December to establish Super Hornet Aircraft Recovery Bulletins (ARBs). Using a build-up approach, the RALS testing will include a series of roll-in and fly-in arrestments under both nominal and degraded conditions. VX-23 pilots will then be the first to go “hook down” at CVN-78 in

July 2016 to verify these ARBs and evaluate overall system performance. Development of ARBs for other type/model/series aircraft will continue next year to support the next round of CVN-78 ACT in May 2017.

Joint Precision Approach and Landing System (JPALS)The Joint Precision Approach and Landing System (JPALS) is an all-weather precision approach guidance system designed to support both land and sea-based instrument approaches using the Global Positioning System (GPS). The system will be designed to provide approach guidance to both the F-35B/C Joint Strike Fighter (JSF) and the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) program. For the JSF, it will provide the capability to conduct coupled landings with a decision height and altitude of 200 ft and ½ nmi. This is the same capability currently provided by the radar based AN/SPN-46 Automatic Carrier Landing System (ACLS) system. The UCLASS will need the additional capability to conduct 0 ft and 0 nmi landings on the ship as it is an unmanned platform. Fall of 2015 will see the F/A-18 and C-12 aircraft used as surrogate test platforms to test JPALS functionality for both JSF and UCLASS onboard the USS DWIGHT D. EISENHOWER (CVN 69). JPALS is not currently slated for any aircraft other than JSF or UCLASS.

EMALS by Hank Caruso


LT Brent “ROTC” Robinson

Magic Carpet Project Magic Carpet is an innovative set of flight control laws combined with enhanced Head-Up Display (HUD) symbology for the F/A-18 E/F/G designed to significantly simplify the carrier landing task. The improvement to the flight con-trol laws is twofold. First, we introduce Integrated Direct Lift Control (IDLC), and second we let the flight control computers compute and then maintain the desired ‘ideal’ glideslope. IDLC uses combined trailing edge flap and aileron movements to affect lift directly with an improved auto-throttle function. This allows the pilot extremely precise glidepath control using a single controller (the stick) to affect lift, vice the traditional method of artfully balancing AoA, manual throttle manip-ulations, and stick inputs. Furthermore, because most of the glideslope deviations will now come from lift, the engines remain in a much tighter RPM band; thus, waiting for engine spool-up/down is no longer a factor. To make this whole ‘landing on a moving boat’ task even easier, the system can now maintain itself on the ideal glideslope with little to no inputs from the pilot. The glideslope reference angle and ship speed is selected by the pilot prior to the approach turn (or during, in cases of the SHB!). Then, with a subsequent depression of a single button, the aircraft will rotate, capture, and maintain the glideslope…hands off!

The enhanced HUD includes a new Ship Relative Velocity Vector (SRVV) and a Glideslope Reference line while removing the normal velocity vector and E-bracket. Together, these two tools allow the pilot to precisely view not only the magnitude of deviations, but also the magnitude of commanded corrections, completely removing the guesswork currently involved in flying the ball. Additionally, the SRVV acts as a novel lineup aid by allowing the pilot to simply place the symbol on the landing area centerline in order to maintain sufficient lineup to avoid a call from the Air Boss…essentially just ‘put the thing on the thing!”

After successful shore based testing, we took two jets to the mighty USS G.H.W. Bush to truly put MAGIC CARPET through her paces. After 181 approaches of intentional (and some un-intentional) ‘underline’ high, low, and overshooting starts, the data were eye-watering. With a significant decrease in pilot workload ratings, an increase in handling qualities ratings, and a reduction of over 50% in average touchdown dispersion the team believes they are on the cusp of revolutionizing the most stressful and dangerous part of daily operations of pointy-nose aircraft aboard carriers! Over the next two years, we will be further refining MAGIC CARPET to make the system more robust and useable in any F/A-18E/F/G configuration including asymmetric loadouts, half flaps, and single engine. MAGIC CARPET is expected to hit the fleet at the same time as the H12 SCS release.


“Shake, Rattle and Roll”VX-23 Ship Suitability performs Shake, Rattle, and Roll (SRR) loads testing on aircraft, systems, and ord-nance to ensure those test articles are able to withstand the unique demands of shipboard flight operations. A stan-dard “shake” is executed at our unique shore based facility here at Pax and utilizes actual shipboard TC-7 catapult and Mk-7 arresting gear systems. The primary goal of the catapult testing is to demonstrate sufficient operational capability under maximum allowable longitudinal acceleration (Nx) and off-center alignment launch scenarios. Arrestment testing requires much more difficult flying techniques and truly embodies the ‘art’ of ship suitability flying. Shake arrestments typically begin with buildup to a high sink rate landing using a MK-8 Fresnel Lens Optical Landing System (FLOLS) gradually increased from 3.5° up to as high as 6°! The end point rate of decent is usually greater than 20 fps or 1200 fpm, nearly twice the ‘standard’ fleet operational landing rate of decent. A “free flight” arrestment is performed such that the hook engages the wire prior to the main landing gear touching the deck, requiring a very shallow and precise approach usually flown at ~2.5° on the FLOLS. A “roll/yaw” test

point is performed with greater than 5 degrees wing down and up to full opposite rudder pedal on touchdown. Maximum deceleration test points are achieved by targeting a specific ground speed near the limit of either the arresting gear or the aircraft itself. Depending on flight conditions, pilots may fly these approaches at angles of attack between 6°-12°. Usually con-ducted last, off-center points require the pilot to target an engagement 18 ft to the right and/or left of centerline, without exceeding 20 ft, which would then ‘down’ the arresting gear.

Over the past 12 months CVS shake testing on F/A-18E/F/G has been fairly light, but the successful events included: Advanced Capability Mission Computers (ACMC) for Super Hornets, Aerial Refueling Store (ARS) Upgrade package for Super Hornets, E-2/C-2 Wing cracking investigation, APX-123 Transponder for F/A-18 A-D, and F-35C Initial Sea Trials Demonstration. In the next 12 months we should see a return to a busy shake schedule as we attempt to break numerous items on their way out to the fleet. These include: F-35C mis-serviced landing gear, Harpoon Block 2+, Common Range Integrated Instrumentation System (CRIIS) Pod, CRU-123 On-Board Oxygen Generating System

(OBOGS), F/A-18E/F/G Fiber Channel Network Switching (FCNS) System, and the long-awaited Infrared Search and Track (IRST) Pod!

Precision Approach Landing System (PALS)Equally important to developing new technologies such as Magic Carpet and EMALS is the responsibility to verify and if required fix current fleet systems. VX-23 verifies the precision approach and landing systems (PALS) for all CVN, LHD and LHA class ships. For CVNs, PALS certification testing examines the Improved Fresnel Lens Optical Landing System (IFLOLS), Instrument Carrier Landing System (ICLS) and the Automatic Carrier Landing System (ACLS). The goal is to make sure the systems are functioning properly, are aligned with each other, and get the pilot to a good start.

The PALS certification process typi-cally takes about three weeks. It starts with engineers from NAVAIR 4.11.7 visiting the ship up to two weeks prior to flight test to inspect and overhaul all of the systems. Testing culminates with flight tests flown by VX-23 pilots in Hornets and Rhinos. While some flight tests can be conducted with the ship at the pier (Norfolk only), the majority of flight test is conducted with the ship at sea. VX-23 pilots frequently borrow fleet aircraft to conduct the flight test. Flight testing can be conducted concurrently with Case I CQ with flight test aircraft flying under the Case I CQ pattern. PALS verification of LHD and LHA class ships is conducted similarly to a CVN verification. For LHD and LHA, the precision approach radar (SPN-35), ICLS and optical lens are aligned. NAVAIR 4.11.7 engineering examinations precede flight test. Flight test is conducted with Hornets or Rhinos that break off approaches at 200 feet AGL.

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MAGIC CARPET Enhanced HUD Symbology


As PALS systems continue to age on all ships, system certification tests are conducted every two years to prevent impending failures. The mechanical components of the SPN-46 radars frequently need to be overhauled to eliminate slop in gearing that can cause approach path errors. If you are having trouble with any part of PALS, please do not hesitate to contact the VX23 Carrier Suitability Department. We can help troubleshoot the system and, if required, send engineers and pilots to conduct flight test wherever your ship may currently be. In the meantime, we’ll see you next time your boat is due for certification.

What to Expect When Coupled UpFor some aviators, the Mode I approach has a reputation as the “VFA Department Head Night- Currency Maintenance Machine.” For others, handing over a carrier approach and arrestment to “Hal” is disagreeable. While there might be some truth in this reputation and sentiment, a Mode I approach is a valuable tool for the aviator who may have experienced hypoxia, severe fatigue, and/or disori-entation. Experiencing such a problem should not be the first time one couples up to a Mode I, as the automatic carrier landing system (ACLS) flies an approach to arrestment in a manner

distinctly different than a fleet aviator. Understanding how ACLS works and how it flies differently may prevent an aviator from unnecessarily de-coupling during an approach.

The ACLS system aims to fly an exact 3.5-degree glideslope. In fact it is good enough to typically be within one foot of a perfect glideslope at ¾ nmi. Conversely, the IFLOLS can be set within its calibration specification anywhere between 3.45 and 3.55 degrees (four feet off glideslope at ¾ nmi). With an IFLOLS technician biased to set higher IFLOLS glide-slopes (3.5 to 3.55 degrees), pilots frequently see a sagging ball from the start to touchdown when riding the Mode I. This can frustrate carrier aviators since we strive to not accept a low pass and fly the cresting ball to touchdown. Accustomed to flying slightly high passes, a Mode I pass may look a little low all the way. In reality, normal uncoupled passes tend to average a little higher than the nominal glideslope.

ACLS reacts to deviations in glideslope when they occur while a fleet aviator anticipates deviations. For example, many pilots add a little power approaching the burble to prevent a settle. The ACLS is unaware of the impending burble and thus typically has a little settle in close. Further,

just before touchdown the SPN-46 antennas lose the ability to track the aircraft due to the rapidly increasing line of sight tracking rate approaching and crossing the ramp. One and a half seconds prior to touchdown the system enters ‘command freeze’ and attempts to hold the last commanded rate of descent. The flight controls and throttle continue to maintain the last commanded descent rate through the remainder of the approach. Any unpredicted disturbances in the flight path during the command freeze (e.g., shifting or turbulent winds) will not result in an updated descent rate. The ACLS has frequently already reacted to a settle in the burble with a decreased rate of descent when command freeze occurs. Thus the last commanded descent rate is shallower resulting in the typical Mode I pass: (SIC)(LOBAR).

The strength of the burble is increased by starboard winds and greater wind over the deck. A stronger burble will increase the deviations observed during a Mode I approach. Rhinos tend to overcorrect for the settle in the burble, get a little flatter at the ramp, and land a little long and right with the occasional bolter. Hornets do not have the same power response and do not overreact to the burble and tend to land a little short of the ideal touchdown point in strong burble conditions.

These ACLS behaviors are general trends and will vary with envi-ronmental conditions and aircraft configuration. Ultimately it is up to the pilot and the LSO to determine the acceptable magnitude of deviations, so hopefully the information above gives you a better idea of normal Mode I expectations. Please contact VX-23 if you have any questions about the Mode I performance you’re seeing on your ship.

F/A-18C “Endos” after a high-sink test point. NO 904!


F-35 PROJECT TEAM

F-35 DEPARTMENT HEADCDR Christian “Wilson” Sewell

The F-35 Lightning II Naval Variants flight test team at the Patuxent River Integrated Test Force (PAX ITF) is more than half way through the System Development and Demonstration (SDD) phase of the program. To date, VX-23 test pilots assigned to the PAX ITF have flown more than 4,000 flight hours as they test five F-35B Short Takeoff and Vertical Landing (STOVL) and four F-35C Carrier Variant (CV) aircraft aboard NAS Patuxent River, along the Atlantic Test Ranges and on detachments to Edwards Air Force Base (AFB) and Naval Air Weapons Station (NAWS) China Lake in California, Eglin AFB in Florida, and aboard USS WASP and USS NIMITZ. Overall, the Pax River ITF test team has achieved many successful milestones for the F-35 test program this past year.

First, the F-35C completed Developmental Test I (DT-I) Initial Sea Trials aboard USS Nimitz (CVN 68) with flying colors. Check out the “F-35C Carrier Suitability” article below for details, but the bottom line is the F-35C was 100 percent successful, achieving 124 arrestments out of 124 attempts with no one-wires or unintentional bolters during its first-ever at sea period.

The team also completed all of the Block 2B (initial warfighting capability) test points to deliver an expanded envelope to the USMC in support of their F-35B Initial Operating Capability (IOC) requirements. The successful completion of Block 2B testing was a major enabler for the USMC, resulting in their July 31 IOC declaration — on the leading edge of the timeline the USMC established two years ago on May 31, 2013 when they notified Congress of their anticipated IOC date for the F-35 Lightning II:

Marine Corps F-35B IOC shall be declared when the first

operational squadron is equipped with 10-16 aircraft, and U.S.

Marines are trained, manned, and equipped to conduct CAS [close

air support], Offensive and Defensive Counter Air, Air Interdiction,

Assault Support Escort, and Armed Reconnaissance in concert

with Marine Air Ground Task Force resources and capabilities.

Based on the current F-35 JPO schedule, the F-35B will reach the

IOC milestone between July 2015 (Objective) and December 2015

(Threshold). Should capability delivery experience changes or

delays, this estimate will be revised appropriately.

“

” continued...


Declaration of F-35B IOC is a major step forward, bringing fifth generation and STOVL warfighting capabilities to the Marine Corps. Not only is F-35B IOC the dawn of a new era for the Marines, it’s also the culmination of years of hard work and dedication by more than 900 military, govern-ment and contractor team members assigned to the VX-23 F-35 Pax River ITF. In fact, since 2010, the PAX ITF has flown more than 1,800 F-35B test flights, logged 2,544 F-35B test hours and completed 12,800 test points, directly resulting in the USMC IOC flight clearance.

During the year, the Pax River ITF went on det to Edwards AFB and NAWS China Lake to conduct wet runway and crosswind testing where they were successful at expanding the crosswind landing envelopes for both conventional and STOVL mode landings.

Additionally, the team completed a six-month test period at the at the world’s largest environmental testing chamber, the McKinley Climatic Laboratory (MCL) at Eglin AFB. The six-month detachment enabled the team to test the F-35 in wind, solar radiation, fog, steam, humidity, rain intrusion/ingestion, freezing rain, windblown rain, icing cloud, icing build-up, vortex icing and snow — the extreme conditions stated in the F-35 Lightning II’s operational require-ments. As MCL engineers recreated nearly every weather condition on earth, the test team assessed the performance of the aircraft via 60

percent ground operations and 40 percent flying operations, including engine runs and simulated flight in both conventional and STOVL modes. Testing the F-35’s ability to withstand each meteorological condition in flight was made possible by placing the aircraft onto a purpose-built frame constructed by the MCL engineers. Our test pilots ‘flew’ a standard profile in accordance with defined test sequences. This profile featured a normal start-up, a VSBIT (vehicle systems built-in test) to check the on-board systems, a simulated short take off, a climb out, full afterburner runs in conventional mode, and a simulated vertical landing. Throughout the broad spectrum of climatic testing, maintain-ers performed standard maintenance actions while testers monitored the aircraft’s fluids, flight control surfaces and doors. The test will support an all-weather flight clearance for F-35.

Last, both the F-35B and F-35C completed the majority of their High Angle of Attack (HiAoA) testing with extremely positive results. The team also completed testing the “clean wing” aerial refueling configurations

of strategic tanker (KC-10 and KC-135). The team then began external store aerial refueling testing as well as F/A-18 Super Hornet aerial refueling testing.

At present, the VX-23 PAX ITF continues to test the F-35B and F-35C variants through the scheduled System Development and Demonstration (SDD) completion date of summer 2017. They will also conduct post-SDD testing through the Follow-On Development and Test or “F-Dev” phase of the program. Stay tuned to the Pax River ITF by visiting our new Defense Video & Imagery Distribution System (DVIDS) page at www.dvidshub.net/unit/F-35LIIPRITF for a free subscription to the latest F-35 Lightning II public released videos, photos, and news.

The PAX ITF is looking forward to many exciting years of testing the F-35 Lightning II with a cadre of talented USN, USMC and UK test pilots. If you’re interested in becoming an F-35 test pilot, we highly encourage you to apply to the U.S. Naval Test Pilot School.

F-35B receiver certification on the KC-135


F-35 High Angle of Attack TestingThe High Angle of Attack (AOA) program made significant progress over the last year, leaving less than 30 percent testing remaining. For both the F-35B and F-35C variants, initial envelope expansion and intentional departures are complete, as is departure resistance testing in symmetric air-to-air and landing configurations. All that remains is asymmetric air-to-air and asymmetric air-to-ground testing.

The aircraft has flown to ever-increasing AOAs (+180 to -180 deg), culminating in intentional dynamic departures and tailslides. While purposely saturating the flight control system through as-aggressive-as-possible departures, the aircraft remains remarkably robust with the control laws promptly resolving the dynam-ics and consistently recovering the aircraft without pilot interaction.

The impressive performance of the flight control system should give resounding confidence to the Fleet operators that the full envelope of the aircraft is available for total exploitation in a dynamic combat scenario. This line of testing has been an unquestionable success.

F-35C with Spin Chute installed for initial

Hi AoA testing

SQUADRON LEADER Andy “Gary” Edgell, RAF


F-35 Short Takeoff and Vertical Landing (STOVL) ModeThe F-35B team continued to expand the STOVL envelope last year in the clean wing configuration and with symmetric and asymmetric external stores. The process began with flying qualities testing in semi-jet, short takeoff, and jet borne modes to clear the aircraft for takeoff and landings. The team completed testing at airspeeds as low as 70 knots with 24,000 lb of asymmetry and jet borne with 10,000 lb of asymmetry. Next year, the team will feature jet borne testing to 19,000 lb of asymmetry.

Flying qualities during asymmetric testing were nearly identical to symmetric testing from the pilot’s perspective. The team performed Rolling Vertical Landings (RVL), Creeping Vertical Landings (CVL), Vertical Landings (VL), Slow Landings (SL), and Short Take Offs (STO) tests with nominal winds at Patuxent River. They continued landing and takeoff testing during a detachment to Edwards AFB, Air Force Plant 42 in Palmdale, California, and at NAWS China Lake. Testers focused on expanding the crosswind envelope with crosswinds of up to 25 knots. We also performed the first high altitude CVL and VL during the detachment.

The test team also conducted mission systems testing in the STOVL environment. Together, we accomplished Daytime STOVL Distributed Aperture System (DAS) testing during VLs. Additionally, we completed Nighttime DAS and Night Vision Camera (NVC) testing with the GEN III helmet. Testing included

BF1 semi-jetborne, symmetric stores, flying qualities testing.

Maj M. Andrew “Tac” Tacquard

main runway-aided conventional takeoff and landings, SLs, and STOs. The team also conducted aided STOs and VLs during field carrier landing practice sessions at the expedi-tionary airfield aboard NAS Patuxent River.

Last, the first-ever F-35B ski jumps made aviation history June 19 and July 10 at the NAS Patuxent River Expeditionary Airfield. The ski jump tests — major milestones achieved by the joint U.S.-U.K. ski jump team — will determine the aircraft’s compatibility with British and Italian aircraft carriers. (The U.K. and Italy use the ski jump approach to carrier operations as an alternative to the catapults used aboard U.S. aircraft carriers. The U.K. and Italian carriers feature upward-sloped ramps at the bow of their ships. A ski-jump ramp simultaneously launches aircraft upward and forward, allowing aircraft to take off with more weight and less end-speed than required for an unassisted horizontal launch.)


F-35C Carrier Suitability The F-35C completed initial sea trials from November 3-14, 2014 aboard USS Nimitz (CVN 68). The at-sea test event was the culmination of a year of shore based test operations at the TC-7 and MK-7 catapult and arresting gear site at NAS Patuxent River as well as at Joint Base McGuire-Dix-Lakehurst. At sea, the F-35C accomplished 124 arrested landings, 222 touch and gos, zero one wires and zero unintentional bolters. (The team conducted two hook-down intentional bolters as part of the DT-I test plan.) The F-35C demonstrated exceptional per-formance both in the air and on the flight deck, accelerating the team’s progress through the DT-I schedule and achieving 100 percent of the threshold test points three days early. Test pilots flew approaches in three different approach modes (Manual, Approach Power Compensation (APC), and Delta Flight Path (DFP)). Handling qualities in all three approach modes were excellent. DFP is a new approach mode that allows the pilot to directly command a glideslope. The test team characterized the performance of DFP as an enhancing characteristic of the airplane. In fact, test pilots and engineers credited the F-35’s DFP technology with significantly reducing pilot workload during the approach to the carrier, increasing safety margins during carrier approaches and reducing touchdown dispersion. Calling the aircraft a three-wire machine, they noted that the F-35C was very good at flying behind the ship, that the flight control system was precise, stable, responsive and delivered carefree handling in all flight regimes, and they predicted that future Fleet pilots would be able to correct any devia-tions quickly and accurately.

Since the aircraft flew very well behind the ship, the test team decided to conduct night ops — an unheard of feat during the first at sea period of any naval aircraft since the F-4 era. They conducted multiple approaches, two hook-down passes, and two traps. However, due to the quality of the image in the Helmet Mounted Display (HMD), they delayed further night operations until the second at sea developmental test period (DT-II). The improved image quality of the new GEN III helmet HMD release will enable upcoming night carrier landings during DT-II. Overall, DT-I was an extremely successful effort, proving the sea worthiness of the F-35C and developing a large amount of the initial Aircraft Launch and Recovery Bulletins.

LCDR Daniel “Tonto” Kitts

continued...


The Pax River ITF team is now in heavy preparation for F-35C DT-II. Shore-based catapults and arrested landings are prerequisites for DT-II and modification to the jet that incorporated the hardware for the GEN III helmet HMD is undergoing “Shake, Rattle, and Roll” tests. Additionally, the team is conducting a structural survey with mis-serviced landing gear on the aircraft.

The goal of DT-II will be to complete the Aircraft Launch and Recovery Bulletins. Additional at-sea tests include afterburner catapult shots, DFP performance with a 4-degree glideslope, completion of catapult minimum energy shots, and night arrested landings. The completion of all of the DT-II objectives and the shore-based mis-serviced landing gear tests will clear the envelope for

operational users to conduct day and night carrier qualifications.

The pace of testing will remain high as the F-35C Carrier Suit team pre-pares for the final developmental test at-sea period (DT-III) in 2016 and for USN IOC. In the meantime, various loadings of external stores will require a significant amount of shore-based catapults and arrested landings at Patuxent River and Lakehurst.

First trap for the F-35C


Mission SystemsThe F-35 ITF tests four SDD aircraft fully equipped with production-representa-tive mission systems. Aircraft modifications are ongoing to continue testing on Block 3i and 3F capabilities including the GEN III HMD.

The GEN III HMD features improved stability, more accurate bore sighting, and improved night performance. In place of traditional Night Vision Goggles, the helmet-mounted night vision camera aids night operations for the F-35. The GEN III HMD also features a higher resolution camera than previous HMDs. This new system enables the electronic removal of the aircraft canopy bow from the scene by using a new fixed camera installed within the aircraft. Aided aerial refueling, simulated expeditionary airfield operations, and shipboard operations with the GEN III HMD are ongoing and are demonstrating promising results for acuity, clarity, and stability.

The Pax River ITF test team is evaluating the Offboard Mission Support (OMS) software tool used for preflight mission planning and post flight analysis as it evolves with each updated mission system software release. With an eye to shipboard and expeditionary operations, the ITF continues to test the software’s effectiveness in preflight aircraft configuration, mission planning, debriefing, and post flight analysis. The vast amount of data the F-35 produces and receives renders OMS a critical piece of the air system. Assessment of the OMS post flight debriefing capability has included video recording, shot validation, and display playback. Further testing is ongoing.

Gun PodThe Pax River ITF test team will begin ground gun validation testing this year, first with the F-35B, followed shortly by F-35C. The team will leverage the Patuxent River gun firing tunnel to conduct ground firings of an aircraft-mount-ed GAU-22 25mm gun from an ITF test aircraft. Following the ground firings, airborne testing will begin.

F-35C Crosswind TestingDuring the ITF detachment in Edwards, the F-35C conducted wet runway landing and braking validation testing, as well as crosswind landing envelope expansion. Testing completed during the detachment validated the aircraft envelope out to 25 knot crosswind with high asymmetric air to ground loadings. Even with one fully loaded wing the aircraft performed well, with the high asymmetry (up to 26,000 ft-lbs) and crosswind requiring little additional attention of the pilot.

F-35 Strike Loadout

26,000 ft-lb asymmetric loading used for F-35C crosswind testing at Edwards

Maj John “Ike” Dirk


F-35 WeaponsThe F-35 Lightning II Pax River ITF Weapons team recently completed a very successful block of F-35B weapons separations in June, which included the first AIM-120 shots from stations 4 and 8 of the internal bomb racks. These weap-ons separations pave the way to clearing an internal load-out of four AIM-120s for Fleet use. For our brethren in the U.K., we also completed the first two Paveway IV separations (akin to the Dual-Mode Laser-Guided Bomb (LGB)). Each weapons separation continues to match the simulation models very well, which — as confidence continues to grow in these models — should expedite the clearances of future weapons and employment envelopes.

Moving forward, the Weapons team will conduct a series of releases from the F-35C this fall, which will include the first Joint Stand-Off Weapon (JSOW) separations from the F-35C’s internal weapons bay and the first firing of the gun pod. Additionally, we are on track to carry out our first AIM-9X shots from both F-35B and F-35C in 2016. By the end of 2017, we expect to have expanded the AIM-120 envelope out to Mach 1.44, cleared the initial AIM-9X carriage and release envelope, cleared GBU-12 and the gun pod for external carriage and employment, and cleared the U.K.’s initial envelope for Paveway IV and AIM-132 ASRAAM employment.

F-35B Weapon Separation Testing

Maj Justin “Geico” Carlson

F-35C JPALSThe Joint Precision Approach and Landing System (JPALS) will equip the F-35 with a precision and non-precision approach capability at the ship as well as a means of aligning the Inertial Navigation System (INS) without a cable — similar to Radio Frequency (RF) alignments in legacy aircraft. Pilots will primarily rely on JPALS during night-time and inclement weather carrier landing operations. The PAX ITF has tested both the alignment and non-precision capability of JPALS at the field. The F-35C completed the first non-precision JPALS approaches in August. The system worked as designed, providing stable TACAN-like course guidance as well as automatic final bearing indication. The PAX ITF will test the alignments and non-precision approach capability during the F-35C’s second phase of Developmental Test (DT-II) aboard a CVN this fall.

LT Chris “TJ” Karapostoles .


X-47 PROJECT TEAM

LT Dan “Mangle” Bellinghausen

X-47The X-47B test team continued to make historic advancements for naval aviation by successfully completing the first ever autonomous aerial refueling of an unmanned aircraft. Supported by an Omega KC-707 tanker, the X-47B utilized a differential GPS system to join one mile in trail of the tanker and slowly close on the drogue. Within 20 feet of the hose, an optical system with two cameras mounted behind the fixed refueling probe on the right side of the aircraft provided inputs for fine corrections leading up to basket contact. Over the course of three test flights where contact was attempted, the X-47B achieved all test objectives including multiple successful plugs, staying engaged in the basket for greater than five minutes, and transferring 4,000 lbs of fuel. The refueling probe installed on the X-47B was specifically built for the test asset and was not retractable, but the Omega hose and basket were the exact same system used by fleet aircraft. The successful refueling is another large step toward integration of unmanned aircraft with current fleet aircraft.

While the future status of the X-47B is unclear at this point, all of the informa-tion gleaned from the program will go to inform the final program of record, the Unmanned Carrier-Launched Airborne Surveillance and Strike (UCLASS) system.

X-47 Pre-contact on Omega Following Autonomous Join-up.

CDR Brian “Dumpy” Hall

LCDR Jeff “Lick” McLean


RVSM WHISKEY TANGO FOXTROT??These ugly behemoths are representations of the Navier-Stokes equation (simpli-fied for 2 dimensional flow fields). This equation, formulated independently by a Frenchman and an Englishman in the first half of the 19th century, describes the motion of viscous fluids (such as air). A solution to the equation would provide a velocity flow field around an object, defining the velocity of every air particle in a region of space and over an interval of time. In other words, we would be able to see (and more importantly predict) what every particle is doing as they flow around a wing or other object, at all points in time, and how particles interact/how the flow shifts. This also would enable us to compute other quantities of interest including pressure and temperature.

But there is a problem. We say “would” in the paragraph above because the Navier-Stokes equation has never been solved. In fact, it is listed as one of the top 7 open problems in mathematics and the Clay Mathematics Institute still offers a $1 million dollar prize for a solution or counter-example (remember the equations were formulated in the early 1800s). The trouble is that the equations in 3 dimensions can arrive at a singularity and some believe a solution does not exist. The equations involve partial derivatives of particle velocity components in each axis as functions of what is happening in the other axes and account for stress, compressibility, and other factors. And just when you think you have a solution (meaning you have figured out the 3 dimensional velocity profile of a single particle of air at a point in time) that scary (time dependency) term pops up and reminds you that all the relationships are variable and an instant later may be different. Not to mention that airplanes fly when millions of air particles pass across the lift generating surfaces…not one.

The Navier-Stokes equations are elliptic, unsteady, nonlinear, partial differential equations meaning they require an iterative solution process for each particle,

LT TJ “Tipper” Hartman

SMARTER EVERY DAY WITH TIPPER

The short story on why a CNAP/CNAL message was released, greatly restricting the F/A-18 E/F RVSM capability to specific configurations.

By: LT TJ “Tipper” Hartman & Mr. David Replogle, NAVAIR 5.1.6.1

2D simplified Navier-Stokes Equation at each point in time. Actually, part of the impetus for the development of super computers during the Cold War was to produce machines that could rapidly execute the iterative process and produce solutions to specific cases of


viscid fluid flow so we could develop better fighters, bombers, and weapons than the Soviets. Even today a single solution involves hours of computation by the DoDs fastest computers (obvi-ously non-NMCI...but I still wouldn’t get a thumb drive within 50ft of them). Additionally, even the current state of the art computer modeling is incredibly limited in its predictive powers because its programming involves simplifications of the Navier-Stokes equations. Programmers have to make assumptions such as the flow field being incompressible, laminar, uniformly viscous, etc. to enable the equations to be repeatedly solved and this leads to errors when something that was modeled is then used in the real world.

It is about time we got to the “so what?”

Recently VX-23 executed a series of regression tests on flight control com-puter (FCC) software upgrade v39.1. In v39.0, released in 2012, the Super Hornet incorporated new AoA vanes to replace the aging AoA cones that had proven themselves less durable than

desired. However, because the vanes are of a different shape than the cones, the air flows around them differently, and the disturbances in the velocity flow field have implications in terms of the pressure and temperature of the flow. Thus, while any disturbances in the flow induce pitot-static errors that must be corrected (the Super Hornet already takes the raw pitot-static readings and applies a correction as a function of Mach number before displaying altitude to the aircrew), the pressure disturbances induced by the vanes differed from those produced by the cones to a degree that the aircraft no longer met FAA RVSM tolerances (deviation plus 3 sigma value of about 120ft). Thus, the birth of v39.1 with new error correction tables in the FCCs to reduce this error and enable jets flying with any configuration of AoA devices (cones, vanes, or one of each) to maintain RVSM compliant altitude tolerances.

At this point, however, ole Navier-Stokes was already out of the bag, reminding us (and the FAA) that in subsonic flow everything affects

everything. What does this mean? Conceivably, the flow around an AGM-65 on Station 2 could induce the airflow around the pitot-static tubes to behave differently. Thus, the blanket RVSM clearance that was once granted to the Super Hornet was replaced by a configuration dependent clearance (the reason the message traffic involved certain configurations was because those were the ones utilized in vali-dation testing for v39.1, so they have been explicitly proven to be within the altitude accuracy tolerances). What we are doing now is taking a prioritized list that we have received from the Fleet of other desired aircraft ferry/transit configurations and working to get validation testing organized and funded to “expand the space” and earn back RVSM compliance for other configurations. So expect more message releases to follow in the future. In the meantime I expect to spend my summer and fall burning bags of dinosaurs whilst flying straight-and-level in the upper atmosphere to prove to the bureaucrats that FL400 may be FL400.1 but isn’t FL401… and responding to your hate mail. Prost!

VX-23 POINTS OF CONTACTCommanding OfficerDuty Desk

NAVAIR POINTS OF CONTACTNaval Air Systems CommandWarfighter Response Center Help Desk Naval Air Warfare Center, Aircraft DivisionNaval Test Wing Atlantic

PROGRAM OFFICESPMA-201 Conventional Strike WeaponsPMA-202 Aircrew Systems ProgramPMA-205 Aviation Training SystemPMA-209 Air Combat ElectronicPMA-234 EA-6B ProwlerPMA-242 Direct & Time Sensitive StrikesPMA-251 Aircraft Launch and Recovery EquipmentPMA-259 Air-to-Air Missile SystemsPMA-260 Aviation Support EquipmentPMA-265 F/A-18 & EA-18GPMA-272 Advanced Tactical A/C Protection SystemsPMA-273 Undergraduate Flight Training SystemsPEO-JSF F-35 Program Office

PHONE NUMBER 301-757-4262301-342-4137

877-418-6824Option 2, 1 & 5

301-342-1133301-342-3435

301-757-7477301-757-6991301-757-6994301-757-6480301-757-7994301-757-7422301-757-6825301-757-7311301-757-6894301-757-7580301-757-7906301-757-5196701-602-7390

NAVAIR Public Release 2015-750 | Distribution Statement A _ “Approved for public release; distribution is unlimited”

strike test news 2015

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