AB93, the new Royal Navy CVF carriers will be large enough to have both ops if required - together but likely they'll have one or the other at any one time. They could have takeoffs and vertical landings at same time also for example. Anyway I'm very much interested in the SRVL and the F-35B in particular. Maybe in near future the Royal Australian Navy will buy extra (3rd & 4th?) LHDs for F-35B ops or even a purpose built carrier like the CVF? A pipe dream at moment, anyway here is some info about SRVLs:
http://www.f-16.net/f-16_forum_viewtopic-t-12631-postdays-0-postorder-asc-start-240.htmlGo backwards/forwards from this page in the thread to see a heap of SRVSL info. Scroll down the above page to long story starting here [at
above URL - many pages to look through] for example:
Date Posted: 11-Dec-2008 International Defence Review
http://militarynuts.com/index.php?showtopic=1507&st=120Preparing for take-off: UK ramps up F-35 carrier integration effort "A range of simulation, modelling, risk-reduction and technology-demonstration activities are under way to optimise the safety and operability of the ship/air interface between the UK's new aircraft carriers and the F-35B Joint Strike Fighters that will operate from them. Richard Scott reports....
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SRVL manoeuvre As currently conceptualised, an aircraft executing an SRVL approach will follow a constant glidepath (five to six degrees) to the deck. This angle is about twice that of a normal CV approach, offering increased clearance over the stern and less touchdown scatter. The touchdown position on the axial flight deck is about 150 ft from the stern, similar to that of a conventional carrier.
No arrestor gear is required. Instead, the aircraft brakes are used to bring the aircraft to a stop.
Low-key studies to investigate the SRVL technique were initiated by the MoD in the late 1990s, but the work has latterly taken on a much higher profile after the MoD's Investments Approvals Board (IAB) in July 2006 directed that SRVL should be included in future development of the JCA design to mitigate the risk to KUR 4. Accordingly, the JCA IPT amended the CVF integration contract in mid-2008 to include this requirement.
Addressing IPLC 2008, Martin Rosa, F-35 technical coordinator in Dstl's air and weapon systems department, said the SRVL studies to date had shown "a way forward exists to achieving operationally useful increases in bring-back, compared to a vertical landing, on board CVF with an appropriate level of safety".
Dstl began early work to examine the feasibility of employing the SRVL manoeuvre in 1999. According to Rosa, an initial pre-feasibility investigation demonstrated the potential payoff of the manoeuvre in terms of increased bring back, but also threw up four key areas demanding further examination: performance (as affected by variables such as deck run, wind over deck, aerodynamic lift and thrust margin); carrier design; operational issues (such as sortie generation rate); and safety.
Further feasibility investigations were conducted in 2000-01 using generic aircraft and ship models. Dstl also ran a two-day safety workshop in late 2001. This showed that there were no "showstoppers, and no SRVL-specific safety critical systems were identified", said Rosa. "Also, the ability to ditch weapons and carry out a vertical landing instead of an SRVL in the event of a failure was seen as a powerful safety mitigation."
During 2002, more representative F-35B information became available which altered assumptions with respect to aircraft 'bring back' angle of attack (from 16 degrees to about 12 degrees, so reducing the lift co-efficient); wing area (revised downwards from 500 ft2 to 460 ft2, reducing lift available on approach at a given speed by 8 per cent); and jet effects in the SRVL speed range (which were significantly greater than those in the hover).
Aggregated, these revised assumptions significantly reduced predicted bring back performance. Even so, the improvement offered by an SRVL recovery was still substantial and MoD interest continued.
In the 2003-04 timeframe, Lockheed Martin became formally engaged in the investigation of SRVL recovery, with the JPO contracting with Team F-35 for a study into methods for Enhanced Vertical Landing Bring Back. Once again, safety and performance characteristics were considered broadly encouraging. "However," pointed out Rosa, "at this stage work on the adaptable CVF design was progressing rapidly.... Consequently the obvious next step was to consider the detailed impacts that SRVL might have on the CVF design."
