Lucky escape...

Anyway I actually for real did some analysis work on a part of the propulsion system for that, they never used it in the end though.
That is my claim to fame.
 
Slam62 said:
Anyway I actually for real did some analysis work on a part of the propulsion system for that, they never used it in the end though.
That is my claim to fame.
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My Brother in Law is working on the F35 project for the RAF. Stationed out in Florida.
I cant wait to find out what happened with this one.
The F35 that failed to take off from the Carrier was a talking point well before the official story.
 
A few years ago I used to work for a company that employed a large number of ex-fast jet pilots from a certain country's airforce. Every single one of them seemed to have an ejection story to tell. I suspect some of them must have been pulling my leg otherwise I'm sure said country would have been bankrupted by having to replace all that expensive hardware.

moon man said:
.....Ejection is an insanely violent event that most pilots hope they never experience. There are multiple parts of an ejection that can easily kill a pilot, and are completely outside of their control once the handle is pulled

sorry on the gin tonight
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It sure is a hell of a way to get a nice watch.
 
Good old F35.
esmozz said:
It sure is a hell of a way to get a nice watch.
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And a tie and a tiepin from Martin Baker.

Anyway, good old F35. Constantly showing that's it's excellent.

Also, turns out that airframe was brand new and hadn't even delivered to the military yet. That was a test flight. I'm guessing that it will be considered a fail?
 
hyperseven said:
always preferred the X32 design from the JSF project, pity it lost out :(
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Oh, the one with the Jay Leno chin? Wasn't a looker. But seemed very capable with the design evolution. More importantly, didn't need a stupid lift engine, so a single design could perform both land a carrier roles.

YF-23 has been my favourite experimental aircraft recently.
 
Pilot uses escape mechanism specifically designed to get them away from dangerous situation.

Not sure how this is "lucky" to be honest?

If he had successfully come to a stop without ejecting and survived unharmed - THAT I would call "lucky".

This is not what happened though.

Is a person who survives a car accident while wearing their seatbelt and protected via the airbags also "Lucky"?
 
While the jet was spinning on it's nose the engines sounded like they were powering as oppose to shutting down.

Auto or manual eject, deffo a right call to eject. If the engines were locked in power, it could have gone a lot worse. It seems only after he ejected did the engines power down.

We'll have to wait for the report.
 
ivrytwr3 said:
While the jet was spinning on it's nose the engines sounded like they were powering as oppose to shutting down.

Auto or manual eject, deffo a right call to eject. If the engines were locked in power, it could have gone a lot worse. It seems only after he ejected did the engines power down.
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Something I wrote on another forum has more info about the engine response, the Throttle section is relevant to why the engine's were powered -

Throttle - Both the pitch/roll grip and the throttle are fully digital, with zero mechanical links to the parts they control. This means that their function can be changed during flight, which is what the F-35B does. When the F-35B is in "Mode 4" (using the lift fan) the throttle no longer controls the thrust output of the engine (unlike a Harrier) but now controls the fore/aft movement of the aircraft. To do this the throttle is set in the middle position and then fore/aft movement of throttle moves vanes at the bottom of the lift fan and moves the engine nozzle to direct thrust to move the aircraft forward/backward. The thrust (height) itself is then controlled by what was previously the Pitch function of the right side control column.

The basic thought process behind this design choice by LM is that pilots understand the throttle makes them go forwards faster/slower and the Pitch makes then go up/down during normal flying so lets keep the same setup during the hover as well. As this is a fully FBW aircraft with no mechanical links its a simple software command to slowly blend the change of throttle/stick functions between flight and hover when the pilot commands a Mode change into Mode 4.

Engine Action during Incident - The reason I point out those previous things is to help explain what happened after the nose dropped (still only a guess why that happened). Once the nose dropped the engine can be heard at full throttle still but the aircraft doesn't try to rise. As mentioned this due to the throttle no longer controlling height but fore/aft movement, which is why the aircraft continuously tries to move forwards but with both a limited amount of thrust (20KN) and only a limited amount of nozzle deflection the amount it can push the aircraft forwards against the friction of the ground is fairly limited. My pure guess is that the pilot, with their hands on both sticks, due to the impact of the nose dropping onto the floor, pushed the throttle forward as part of the impact as they were slammed forward, but again that is just a guess. Then post nose drop the pilot is just holding onto a bucking bronco of an aircraft and I guess they probably had their hands already on the ejection seat handles ready to eject, rather than trying to move the throttle back to a more neutral position or to kill the engine completely (again, just a guess).
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