Prevailing weather conditions have always played a part in the operation of military fixed wing aircraft, whether land-based or carrier-borne. In peacetime, adverse weather can and often does limit flying operations. This is common sense, especially regarding flight safety.
For combat situations, the Command at sea and frontline operators need to find ways of overcoming or limiting the impact of such limitations. The Fleet Air Arm has often demonstrated the ability to do this.
This short paper places F-35B Short Take Off and Vertical Landing (STOVL) carrier deck operations in context with that ability.
Background.
The decision to configure our new carriers with a ski jump as opposed to an angled deck with catapults and arrester gear was flawed. It was made largely at the behest of the loudest voice in the MoD – arguably a case of the blind (the RAF) leading the blind (Government Ministers). That decision was fundamental to the procurement of the F-35B STOVL fighter as the weapon system that would provide vital air defence and air supremacy/airspace denial roles within a Carrier Battle Group.
When discussing the operability of the F-35B from and to the deck in different weather conditions, it is important to remember that:
this aircraft is designed specifically for stealthy operations,
it can only remain stealthy if it is not carrying external stores, and
regarding 5 b above, the aircraft configuration for all combat missions must be carefully established by the Command at sea.
Discussion.
“Stealth” is the key word here, endowing the aircraft with fifth-generation fighter capability. And it is Stealth that must be a prime mover in tasking the deployment of the aircraft from the deck in a combat theatre.
A second prime mover in mission tasking is prevailing weather conditions. What mitigating measures concerning adverse weather can be taken by the Command at sea in search of a robust 24/7 air defence of a Carrier Battle Group and associated units?
This question is closely tied to the misguided, knee-jerk decision to incorporate Shipborne Rolling Vertical Landings (SRVLs) as an intended Normal Procedure for recovering F-35Bs to the deck. That decision was taken without reference to the available expertise of experienced VSTOL naval carrier deck landing aviators. And the MoD committed approximately £200 million for the development of an SRVL landing sight system – without researching properly the operational utility of the same.
What is the relevance of SRVLs to the peacetime and wartime operation of the F-35B carrier borne fighter?
Shipborne Rolling Vertical Landings.
The SRVL may have a place strictly as an Emergency Procedure when prevailing conditions prevent F-35B Vertical Landings on board. But the feasibility of such a Procedure in varying conditions has yet to be proven in trials. “Varying conditions” are the key words here along with “aircraft configuration” and “in peacetime or war”.
In calm seas with a dry deck, high temperatures, little prevailing wind and little deck movement, the F-35B may well be able to conduct relatively safe SRVLs using the full length of the deck, thus allowing the aircraft to recover to the deck with a greater margin of fuel remaining and, hence, increased Flight Safety. But that may only be applicable for an aircraft with no external stores and a limited internal war load. Mission preparation and briefing will be able to establish what level of ordnance may be carried, if any, and what aircraft recovery fuel state is acceptable. In such peacetime conditions, this is a “no-brainer” for the Command – carry no ordnance and either fly or don’t fly.
During periods of high tension or war, the Command will have to balance the need for Stealth with the amount of ordnance to be carried and with the prevailing conditions. Having the F-35B airborne on combat air patrol as the outer layer of air defence up threat, with just an internal air-to-air weapons war load, will maintain Stealth, deter attack and provide a robust engagement capability against enemy air launch platforms and missiles.
With moderate or high prevailing winds combined with the ship’s movement into wind, the total lift provided by the F-35B’s wing (and its engine thrust) during vertical landing will be considerably increased. This, in turn, will decide how much fuel remaining and unexpended air-to-air internal ordnance may be recovered to the deck. The Command may have to push the limits somewhat to achieve the aim but that is normal during the conduct of hostilities and a higher level of risk compared with peacetime operations must be considered acceptable (as it was with HMS Invincible’s Sea Harrier air group in the Falklands war).
In extremely foul weather conditions, with the ship pitching, rolling, heaving and yawing in gale force winds, there is no place for the conduct of SRVLs. In such circumstances they become an extreme flight safety hazard. But the good news is that with the increased lift provided by the high winds, the F-35B in its Stealth mode will still be able to conduct safe vertical landings amidships where ship movement is at a minimum.
Conclusion.
In calm seas with a dry deck, high temperatures, little prevailing wind and little deck movement, the SRVL may be considered to have utility as an Emergency Landing Procedure. Trials will demonstrate whether this is so.
In moderate to high prevailing winds (which are the cause of increased deck movement), increased lift from the F-35B wing when in the hover over the deck should allow the aircraft to conduct Vertical Landings as a normal procedure.
Careful mission planning by the Command will decide the amount of ordnance that can be carried in the prevailing conditions, whilst still preserving the vertical landing capability.
With such planning, the impressive latent war fighting capability of this carrier borne aircraft, especially in Stealth mode, can and will be realised.
