"Have you ever played videogames? Then you will know how to fly with the F-35 ". It's a warm morning on Wednesday, May 6, in Istanbul. The international defense fair, in full swing, is home to the most powerful military companies on the planet.
Among the presentations of the new platforms and exclusive panels, in the largest Turkish city the experts (only those invited by the organization) came from all over the world. Among the companies present (over 800 those that have reached Istanbul), there is obviously also the powerful Lockheed Martin, an American company and the largest military contractor in the United States.
Let's just say that Lockeed did not bring his F-35 to the show, betraying perhaps the expectations of those who, two months after entering the Marine Corps service, expected to see one of the JSF variants live. (maybe just the one bought by the Turkish government).
The American company is in Istanbul with representatives of the US Department of Defense. I can see that on Wednesday morning there would be an F-35 report, behind closed doors and only with specific company invitations. Certainly for those like me who find themselves writing almost weekly, unfortunately not always positive (based on what was said by the Pentagon not for party taken) on the fifth generation fighter, to find me in that panel would hardly be an opportunity. It is, therefore, a real surprise when a representative of the company tells me to be on the list to participate in the deepening organized by Lockheed.
Obviously I do not miss the opportunity and together with Andrea Cucco (director of Difesa Online, the only Italian newspaper invited to IDEF), we go to the 10,30 that Wednesday morning, on the second floor of the main building that houses the show.
We immediately understand that there is something different in the air. Reached the first floor, I notice that surveillance is no longer local, but exclusively American. They check our data. "Welcome Sir", a security officer tells me with a card with Lockheed Martin hanging on his elegant blue jacket. Same thing for the director. Together we reach the second floor: same procedure, more attention in the controls, usually graceful.
On my second day at IDEF, I decided to go with a collectible polo shirt called "Aeronautica Militare" (specifically bought at my expense), leaving the jacket in the hotel. That Turkish heat was unbearable for me.
We reach the room after walking a long corridor. At the entrance a last check, then finally we enter the room used for the reserved panel. A very kind girl, invites us to communicate our data: we discover with amazement that only twenty-five people from all over the world have been accredited and that we are the only Italians. We sit on an elegantly furnished table, noticing a waiter behind us who would not move for the duration of the conference and ready to meet our every culinary request. The room is decorated with high-definition Lockeed posters and a giant central screen.
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The American class is not long in making itself heard. The heads of the JSF Project, Pratt & Whitney department heads and other Program officials immediately approach our table and thank us for being there and for the numerous articles written. We will tell you about the real conference in the coming days. We can only tell you that Lockheed delivery projects are different from the official ones of the Italian government. Indeed, to be honest: Lockheed has communicated data and information that our country has never released.
When my turn came during Ask Me Anything, I ask a series of questions (cannon, engine, technical problems, internal hold, a version for all the armed forces, A-10 / F-35, cell stability), which make turn up the nose to the officials of American society and the chief test driver of Lockheed, a former military pilot who has flown in every war theater in the last twenty years. The same director Cucco looks at me with wide eyes and even if it will never confirm, at that moment seemed to say "what the hell do you do".
But I have been invited and can not stand prostratio nor Spagnolesco at any level. After just under ninety minutes, the conference ends and the surprises begin. The Lockheed officials invite us to visit their exhibition space, which we naturally welcome with enthusiasm.
I lose sight of the manager and as I walk into the Lockheed Martin area, I think to myself in the face of the Americans during my questions.
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Arrived on the spot, I notice the pavilion dedicated to the F-35 dominated by a small circular structure, surmounted by a writing dedicated to hunting. At first glance it looks like a hyper-technological area of call, but the director of DO invites me to look at it carefully. That structure, in fact, is not only exhibition, but houses something that immediately attracts my interest. I try to look through the only semi-transparent opaque screen when I am immediately stopped by a Lockheed security officer. Before he can speak, the head of the American communication of the society reassures the guard, who gives me his apologies and accompanies me by opening the door to that futuristic environment. It is dark, circular. After a few seconds, the panels light up and I discover a position that reads "F-35 LIGHTINING II - COCKPIT DEMONSTRATOR" on one side.
We are in the F-35 simulator equipped with the final version of the 2B software. Those panels that surround the fighter are there to simulate every aspect of the software. At the controls of the station you immediately put a tester of Lockeed (not the military known during the panel), which is observed while making a flight. I ask if I can take some pictures, which is authorized to me without any kind of problem and with extreme kindness. I take a dozen photos when I decide it would be better to continue my tour and visit the Russians.
Just before proceeding with the ritual greetings, the tester comes down from the station, who kindly tells me "want to fly?".
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Of course, I answer, and before you think about it, I immediately go to the station. The tester starts the demonstrator remotely. During my collaboration with the Air Force and NATO, I had the chance to board a few aircraft and study the cockpits of the Tornadoes, the EFA 2000, the F-16 and the French Rafale, but that's totally different from anything else I've ever sat in before (including the F-16 AM simulator I tested years ago).
I enter without telling me where to put my feet, performing the sequence that those who have ever had the good fortune to sit down on a fighter know. In short: hands and feet should be placed in a certain sequence and in certain spaces to avoid touching the equipment and the screens. I sit down immediately. The thing seems to have been appreciated by the tester who gives me a pat on the shoulder closes the fuselage by pressing a button located behind the station.
At that moment, the F-35 comes to life. The one called "Panoramic Cockpit Display", is a touch screen of 50 x 22 centimeters even if it seems to be much larger. At a command of the external operator, the CPS lights up and begins to transmit information.
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The F-35 was designed without HUD: all information is projected onto the HMDS helmet. The Lockheed demonstrator, however, showed the info on the screen as he would have seen the pilot wearing the helmet. Made of carbon fiber, the 400 thousand dollars helmet made by Rockwell Collins is not far from my seat, but it is not connected. The helmet display system will be integrated into all F-35 models.
The one supplied today is the third generation helmet. It presents improvements in terms of software and night vision. There are, however, problems of sharing between fighters when they fly together. The problem does not arise when the training is made up of two fighters. In that case, the two F-35 are able to share information to the bitter end and without problems. A formation of four fighters, instead, provides a real unstable picture, providing pilots with false signals on targets. I think for a moment if the problems of Vision Systems have been resolved. Recent flights have shown that progress on the helmet continues and that many of the previous problems have been solved. The greatest difficulties are found in the night vision and in the projection of images on the helmet visor.
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I look away and start to become familiar with the platform. Hands On Throttle And Stick: vital switches, radar functions, weapons control systems, identification, flight controls, radio, navigation are placed on the controls and thrust lever. In this way the pilot can carry out the mission without having to remove his hands from the flight controls.
The index finger of my right hand immediately goes to the fire button which one day will also enable the 22mm GAU-25 / A cannon and which, I think to myself, will only work in 2019 because the software code has not yet been written . The US16E seat is truly unique, the sensation transmitted is extremely comfortable. Nothing to do with the narrow spaces of the fighters of previous generations.
I ask if this demonstrator presents special measures for civilians or if it is the identical version to the military one. The answer amazes me: "it's the one for pilots, 2B software". There are no more doubts, the demonstrator implements the latest F-35 flight and management software, the same that will equip the Marine Corps in two months.
I try to get even more in tune with the cockpit. I notice that the seat is not inclined to 30 ° like that of the F-16, but the post is well erected. The tester lets me and I realize that on my left is also the former military pilot who does not say a word.
Which version do you want to try, asks the Lockheed test driver?
The demonstrator is able to simulate the three versions of the F-35, but being static (without the support of shock-absorbing systems that can simulate physics and gravity), I propose for the A version, a conventional takeoff and landing variant. I choose excellent weather conditions with maximum visibility to 360 degrees in a mild day at the base of Yuma, Arizona (the same that will host the first group F-35 for the Marine). In fact, a few seconds later, I realize that the weather conditions are absolutely indifferent considering that I will not see through my physical eyes, but with those of the hunt. Image targeting sees through clouds, perturbations in the air as well as on the ground. My stealth configuration, my standard equipment: two air-to-air missiles and two air-to-ground weapons.
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With a slight pressure on the screen, the computer tells me my defensive and offensive apparatus: chaff, flare, two AIM-120 AMRAAM missiles and two Joint Direct Attack Munitions from 900 chili. Green light also for the cannon (which I should not have). Maximum fuel level, control the wind and await pre-flight checks.
The F-35 takes ninety seconds to complete the entire control cycle in a completely autonomous way. The pilot must "just turn the key, turn the engine on and off". In my mind the words of the military tester during the panel come back to me: "piloting the F-35 is very easy, you would not believe your eyes".
While I await the procedure, I use the "panoramic cockpit display" as if it were an iPad. The two pilots observe me, but let me do it. This is what they want: that they understand the level of integration achieved between the different sensors for an optimal Initial Operational Capacity. I open folders, close them, touch the weapons, check the AESA APG-81 radar, the TFLIR electro-optical pointing system, the color-weather radar, the Advanced Sensor Fusion, the Distributed Aperture System and the 325 AN / ASQ system -239 Barracuda. I've only been sitting for a couple of minutes, but the affinity is immediate.
Have you ever played - the military test driver asks me - to video games?
Of course - I answer - I'm also good.
Have you ever flown? - reply.
Ultralight for passion - I answer - but I often stay in the air.
In my mind, I return the flights on the HH3F and HH139 military helicopters of our Navy and Air Force, but I clear my mind as soon as I receive green light. I'm ready to take off.
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All the very high resolution screens surround me at 360 degrees, wrapping my station: I am no longer in Istanbul, but in a Marine base. I turn my eyes and begin to see reality as seen through the eyes of an F-35. I receive the GO. I start to give power, pushing the throttle to my left. The loudspeakers placed throughout the room simulate the Pratt & Whitney F135 engine. No pushing against the seat or anti-G suit, but it doesn't matter.
I see all the main info on the panel that simulates the helmet. The test driver beckons me to reach the maximum speed and I push even more the throttle feeling the "shutter" that confirms the ignition of the post burner. Maximum power. A few seconds later and a slight pressure on the tail rudder, the hunt rises. Before the testers tell me, during the pushing phase I bring the cart back, which seems appreciated.
Start the climb, clean flight profile. I stabilize at ten thousand feet, reduce speed and start focusing on what the F-35 sees. The reconstruction of the 3D map with photorealism is impressive.
Start to "communicate" with the Distributed Aperture System and its infrared cameras installed on the aircraft (they can operate in single or in synergy). I do not see the physicality of the cockpit, but only earth and sky. The cameras detect the entire sphere around the aircraft which is about 41.000 square degrees, while the radar sees 10.000 square degrees (I could detect a missile trail at over 1.900 kilometers).
The testers behind me, meanwhile, are confabulating something. I notice that the DAS tells me that I have identified something on the screen, info that is immediately shared with the radar. With a slight pressure on the screen, I identify an enemy convoy. Here's what they wanted me to try: understand how systems integration works. The pilot can decide to isolate the detected track. Should the pilot for any reason decide not to display that specific track, the F-35 will continue to monitor it collecting all kinds of information on it. A sort of synergy of on-board sensors, but the information is absolutely manageable and, in my simulation, never invasive or confusing.
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I do not identify any threats: the Radar Warning Receiver as well as the electronic support measures do not report anything to me. If something were thrown at me I would see a "red dot" in one of the panels with all the information. There is no enemy, so it is always the DAS that communicates to me via GTL procedure, or ground target launch, a shooting solution on the enemy convoy. GTL is the fusion capability of the DAS track with the missile. I see a symbol on the display and I get ready to fire. As I would do on my iPad to zoom in on an image, I zoom in on the target. The electric optical aiming system is called TFLIR, a thermal imaging camera installed on the aircraft (in the other fighters it is loaded on one of the external pods). The shooting solution is excellent, altitude and speed are perfect and I decide to fire.
The JDAM leaves the hold of the weapons and closes immediately to avoid undermining the radar signature and reaches the target a few seconds later. I have been on the demonstrator for about fifteen minutes and I have interacted with the fighter, identified a threat and knocked out my first enemy. Gradually I begin to understand the initials OODA: "observe, orient, decide, and act". The minutes pass and now I am fully familiar with the platform. I turn the head, select an area and the sensors cover the entire distance allowed. No threat on the ground or in the air.
I decide to see what's behind me and I rely on the tail sensor. I see a shed hundreds of km away, I zoom in on the image, but I see nothing. The CNI suite as well as the Advanced Data Link is perfectly implemented, but I did not start the radio software so I did not physically use this system as well.
I reach the twenty minutes of flight, when I understand that the time has come to land. I turn gently to the right and point the snout towards the base. At about 1,5 km, start the descent, reduce power and start the sequence. Trim control and angle of incidence. Cart out. I decide to give back power to counteract the greater friction with the air and a little 'wind blowing on the base. Small movements on my "joystick", check the muscles of my arm: I'm not in tension, I'm relaxed. Rate of constant descent. Aerofreni and start to glide gently on the track. I execute the callback without problems. Retta. I remember one of the main rules for landing: "delicacy, not speed". Touch the ground, slow down and free the track. Good job, the tester tells me with a smile, good flight.
Conclusions
The perfect flight? Without a doubt and could not go differently. The 2B software communicates perfectly with all its parts, but the flight performed was just an optimal non-evaluative test where everything had to fit.
Deliberately in the story of my flight, I left some purely technical aspects, granting me, whenever possible, a language of common use. Beyond the problems that afflicting hunting in progress (because this is the F-35), from Lockheed are sure to be developing the definitive game changer.
"We see everything, they do not see us", this is the company's slogan to present the F-35 to the selected audience in Istanbul. Two months after the entry into service of the fighter with the Marine Corps, we can certainly say one thing: the ease of learning and the extreme immediacy that transmits the 2B software, defined as unique in the world.
The F-35 could still do exceptional things for a context that probably still does not exist.
Last curiosity
Coming out of the simulator, I find the director of Difesa Online, Andrea Cucco.
The Program Integration and Business Development Jack Crisler (one of the main figures of the F-35 program), observing my pole of the Air Force (I repeat, paid at my expense), tells me to wait, leaving me and the director Cucco with the others from Lockheed. Return after a few seconds with two exclusive Lockheed Martin polo shirts with the F-35 logo.
You deserve it - he tells us - you can wear them. You are the first Italian civilian - adds Crisler - to test the demonstrator with the final software.
Thank you with kindness and I think to myself: in three hours I piloted the demonstrator F-35 and also gained a non-commercial pole of the F-35. It did not go so badly.
Franco Iacch
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(photo: © Online Defense)
