at the same time we also highlighted that the simulated dogfight mentioned in the unclassified report obtained by War Is Boring according to which the JSF was outclassed by a two-seat F-16D Block 40 (one of the aircraft the U.S.we debunked some theories about the alleged capabilities of all the F-35 variants to match or considerably exceed the maneuvering performance of some of the most famous fourth-generation fighter, and explained that there is probably no way a JSF will ever match a Eurofighter Typhoon in aerial combat. To summarize what has been written about the F-35 dogfighting capabilities in the past: True, but these are the same aggressors that train many modern combat planes (don’t forget the F-22s practice their air-to-air skills against the T-38s) and take part in Red Flag exercises. Someone may argue the A-4 Skyhawks are quite obsolete aircraft and not even comparable with modern 4th generation enemies. Here below, reposted under permission, you can read the latest story “Dolby” has written for Kampflybloggen (The Combat Aircraft Blog), the official blog of the Norwegian F-35 Program Office within the Norwegian Ministry of Defence.Īlthough it’s written by someone with a bias for the plane (he flies the F-35 as the Assistant Weapons Officer with the 62nd Fighter Squadron at Luke Air Force Base in Arizona), once again it’s worth a read as it provides some interesting details about the way the Lightning II performs during mock air combat against several adversaries. In that post “Dolby” provided a first-hand account of what dogfighting in the controversial F-35 looked like to a pilot who had a significant experience with the F-16. Navy Test Pilot School graduate and the first to fly the F-35. In March 2016, we published an article written by Major Morten “Dolby” Hanche, a Royal Norwegian Air Force experienced pilot with more than 2,200 hours in the F-16, a U.S. The feelings your vestibular system tell you can be overwhelming, but if you fly your instruments, you'll make it out in once piece.Air Combat in the F-35, a new chapter in the saga. Level your wings, focus on your attitude indicator, altimeter and heading indicator, and slowly pull back to stop your descent. If you do find yourself in the beginning stages of a spiral, trust your instruments. Spirals typically happen when you're distracted, and when you haven't scanned your instruments for a long period of time. Preventing a graveyard spiral is a matter of maintaining a good instrument scan, whether you're a private pilot on a night flight, or an instrument pilot in IMC. 2) You're so convinced that you are wings level in the first place, you never pay attention to the attitude indicator, and you continue your left turn until you hit the ground.Įither way, you hit the ground, and that's not a good thing. This overwhelming sensation makes you believe your attitude indicator is incorrect, and you return to the left bank turn, spiraling until you hit the ground. One of two things happen next: 1) You return the wings to level, but because the fluid in your ears was at rest in the turn, you now feel like you're banking to the right.
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