F-35 ITF, Italian air force KC-767 'fuel' the way for milestone

by Jet Fabara
412th Test Wing Public Affairs

9/10/2015 - EDWARDS AIR FORCE BASE, Calif. -- Italy's F-35 program achieved two recent milestones with the completion of the first aerial refueling certification between an Italian air force KC-767A tanker with an F-35A and the inaugural flight of an Italian-built F-35A.

"Italy is one of the partner nations on the F-35 program and since we are getting ready to receive our first two F-35s from our Cameri [Italy] Final Assembly and Check Out Facility, we needed to certify the Italian tanker. This is a full certification with all the F-35s, so it doesn't matter if the F-35s are Italian, USAF or Australian assets," said Italian Air Force Maj. Fabio De Michele, 311th Flight Test Squadron experimental test pilot.

The Italian test team arrived here in early July and the first test sortie was flown July 22.

"We require only three more test sorties to complete the program. If the remaining flights are successfully completed as scheduled, the program will complete this week," said Vince Caterina, 461st Flight Test Squadron, F-35 experimental test pilot.

"Overall, we are pretty satisfied with the campaign since we are nearing the end of full certification. We are really happy to be the first international tanker to be certified with the F-35. This is truly a historic milestone for the Italian air force," said De Michele.

With these specific tests, De Michele highlighted the Italian tanker's incorporation of a new concept of refueling, called a remote vision system, which involves boom operators looking through a helmet-mounted display.

"The HMD displays three-dimensional imagery through the use of two stereoscopic cameras on the bottom of the KC-767A," De Michele said.

Throughout the duration of testing, De Michele noted the multiple organizations that were involved in order to ensure the success of each of the refueling certification trials.

"There were test boom operators [from the 418th Flight Test Squadron] that were responsible for checking the compatibility between the two aircraft involved. There were also flight test engineers who were tracking data and making sure that nothing was going to go beyond the limit of the receiver and the tanker," said De Michele. "Since we had the aircraft fully instrumented, we could see all the data real-time and capture what we needed to certify the aircraft."

The testing included additional organizations and teams of personnel.

"There were four primary organizations directly involved with the test program: the Italian air force, the 461 FLTS/JSF ITF, the 418 FLTS, and the Lockheed Martin Corp. The integrated test team developed and executed the test plan to ensure aerial refueling certification requirements would be met in a safe and effective manner," said Christina Ryskey, 418 FLTS Aerial Refueling flight test engineer.

In addition to this, Ryskey said there were teams of flight test boom operators, human systems integration engineers, fuel systems engineers, flying qualities engineers, Boeing personnel, F-35 maintenance teams, the F-35 Joint Program Office, the Air Force Life Cycle Management Center at Wright-Patterson Air Force Base, Ohio, the 412th Test Wing Range Squadron and the Navy Sea Test Range, that were all part of the testing process.

Of those organizations, the 418 FLTS was the designated lead test organization, which prepared the test package to include the test plan and safety plan, according to Sawn Sandland, 418 FLTS program manager.

"This is the first time we've done this sort of thing. This is No. 1 in a long line of foreign tankers that will be tested at Edwards AFB to support AR certification with multiple USAF receivers," said Sandland. "Right after this Italian tanker test, we'll be testing the Australian tanker. We have a whole other coalition tanker effort that's going to certify additional receivers with the Italian, Australian and United Arab Emirates tanker, which we plan to start within the next year."

Italy's first F-35A Lightning II, known as AL-1 and assembled at the Cameri Final Assembly and Check Out (FACO) facility, flew for the first time on Sept. 7 and marked the program's first ever F-35 flight outside the United States.

When the first Italian-built F-35As are ready to be ferried to Luke AFB, Arizona, next year for their student pilots to begin fight training, their KC-767s are anticipated to refuel them on the cross Atlantic voyage.

Edwards squadron does prerequisite testing for KC-46 program

by Rebecca Amber
412th Test Wing Public Affairs

8/20/2015 - EDWARDS AIR FORCE BASE, Calif. -- The 418th Flight Test Squadron is setting the stage for the arrival of the new KC-46 Pegasus aerial refueler with legacy tanker fuel surge testing conducted July 26 through Aug. 9. Both the KC-135 and the KC-10 were tested successively on the ground to baseline surge pressure environments.

The same test will be conducted upon the arrival of the Boeing KC-46 to determine what its surge environments will look like in flight based off of comparisons to legacy platforms.

"We know that the KC-10 and KC-135 don't cause damage to the receivers in flight during refueling. Therefore, with successful test data, we can deduce that the KC-46 should have no greater risk of causing damage in flight than any legacy platform we have in place right now," said Justin Almeleh, 418th FLTS aerial refueling flight test engineer.

The test was a risk-reduction effort designed to eliminate the need to instrument receiver fuel systems in flight. The instrumentation required to test in flight would have been very costly, technically challenging and difficult to schedule.

Instead, the ground test is conducted using a Boeing tool that is a combination of a boom test unit that connects to a surge test tool. The surge test tool in essence is a multi-pronged flow diverter that simulates a variety of fuel receiver classes seen in different airplanes.

Using that set up, fuel was sent through the boom of each aircraft and stabilized at a specific flow rate in each given line. Then, they deliberately generated surge pressures in the fuel lines to determine the maximum surge pressure a receiver would see in flight behind a KC-10 and KC-135.

With the use of different sized fuel lines and varying valve closure rates, the test team was able to simulate everything from a light and fast fighter plane receiver, to a heavy, slow cargo-type receiver.

While the purpose of the test was not to simulate the flight conditions, the team used the same pressures, loads and pump conditions that aerial refueling systems would use in flight. In the aircraft there was a full air crew, including a test conductor, discipline engineer, boom operator, pilot, and in the case of the KC-10, a flight engineer.

According to Almeleh, there were 97 people involved in the test from more than ten shops on base including 418th Flight Test Squadron, 370th Flight Test Squadron, 412th Logistics Readiness Squadron, AGE Flight, Special Instrumentation, the 412th Maintenance Squadron, fire department, 412th Civil Engineering Group, NASA and the Air Drop shop.

"It was a huge choreographed opera of support equipment with Aerospace Ground Equipment and maintenance teams and hydraulic mules," said Robert Schlein, 418th FLTS flight test engineer.

They also received logistical support from Scott Air Force Base, Illinois, maintainers from Travis AFB, California, air crew support from Air Force Reserve Command and 10 Boeing employees from Seattle. At any given time, there were at least 16 different pieces of ground equipment being used for the test.

All of that was done at night, due to heat restrictions.

By the end of the test the KC-135 off-loaded 500,000 pounds of fuel over four nights and the KC-10 off-loaded 715,000 pounds of fuel over two nights. In all, 1,215,000 pounds of fuel were off-loaded between the two aircraft over six nights.

For now, the KC-46 is being tested by the 412th Test Wing at Boeing Field in Seattle. According to Almeleh, the KC-46 will arrive at Edwards in stages, starting with specific test events. At some point two KC-46s will be stationed at Edwards for one to two years while they conduct aerial refueling certification.

The KC-46 Pegasus development program completed its first flight of Engineering and Manufacturing Development aircraft (EMD-1) Dec. 28, 2014, from Paine Field in Everett, Washington, to Boeing Field in Seattle.

EMD-1 is a provisioned 767-2C freighter and the critical building block for the KC-46 missionized aerial refueler.

"One of the biggest changes between the legacy platforms and the KC-46 is that there was a complete remake of how the boom is controlled," said Schlein.

The boom operators will no longer rely on a window view in the back of the aircraft. Instead, there is an air refueling operator's station behind the cockpit that uses video cameras, panoramic and 3D cameras to provide a 3D picture of the back, which is a "revolutionary change."

"The situational awareness that they have is significantly increased because they now have the ability to see over a 180-degree view using these panoramic cameras," said Almeleh. "Special glasses, along with the remote vision system, allow [the boom operator] to see depth perception in three dimensions of the aircraft while he's making contact [with the receiver]."

The Pegasus is also equipped with infrared cameras allowing for night vision refueling for the first time by an Air Force tanker.

The new equipment is expected to increase usability and functionality of the system during an "inherently dangerous" operation.

But, without tankers, "the reach of our military shrinks dramatically," said Almeleh. "The tanker fleet we have now is based on Cold War Era technology and it's time to upgrade and bring it into the 21st century."

The Air Force contracted with Boeing in February 2011 to acquire 179 KC-46 refueling tankers to begin recapitalizing the aging tanker fleet. The surge testing was an early but important step toward meeting the required assets available date -- a milestone requiring 18 KC-46 aircraft and all necessary support equipment to be on the ramp, ready to support warfighter needs by August 2017.

"The support and knowledge that Edwards has is unbelievable," said Almeleh. "The ability for us to execute our tests as effectively and quickly as we did was made possible only by the incredible support of those squadrons that helped."

Airmen conduct tests for KC-46 program

by Rebecca Amber
412th Test Wing Public Affairs

8/21/2015 - EDWARDS AIR FORCE BASE, Calif. -- The 418th Flight Test Squadron is setting the stage for the arrival of the new KC-46 Pegasus by conducting legacy tanker fuel surge testing at Edwards Air Force Base California, July 26 through Aug. 9, 2015.

In the past, both the KC-135 and the KC-10 were tested successively on the ground to baseline surge pressure environments. The same test will be conducted upon the arrival of the Boeing KC-46 to determine what its surge environments will look like in flight based off of comparisons to legacy platforms.

Justin Almeleh, 418th FLTS, aerial refueling flight test engineer said, "We know that the KC-10 and KC-135 don't cause damage to the receivers in flight during refueling. Therefore, with successful test data, we can deduce that the KC-46 should have no greater risk of causing damage in flight than any legacy platform we have in place right now."

The test was a risk-reduction effort designed to eliminate the need to instrument receiver fuel systems in flight. The instrumentation required to test in flight would have been very costly, technically challenging and difficult to schedule.

Instead, the ground test is conducted using a Boeing tool that is a combination of a boom test unit that connects to a surge test tool. The surge test tool in essence is a multi-pronged flow diverter that simulates a variety of fuel receiver classes seen in different airplanes.

Using that set up, fuel was sent through the boom of each aircraft and stabilized at a specific flow rate in each given line. Then, they deliberately generated surge pressures in the fuel lines to determine the maximum surge pressure a receiver would see in flight behind a KC-10 and KC-135.

With the use of different sized fuel lines and varying valve closure rates, the test team was able to simulate everything from a light and fast fighter plane receiver, to a heavy, slow cargo-type receiver.

While the purpose of the test was not to simulate the flight conditions, they used the same pressures, loads and pump conditions that aerial refueling systems would use in flight. In the aircraft there was a full air crew, including a test conductor, discipline engineer, boom operator, pilot, and in the case of the KC-10, a flight engineer.

According to Almeleh, there were 97 people involved in the test from more than ten shops on base including 418th FLTS, 370th FLTS, Petroleum Oils and Lubricants, Air Ground Equipment Flight, Special Instrumentation, the 412th Maintenance Squadron, fire department, 412th Civil Engineering Group, National Aeronautics and Space Administration and the Air Drop shop.

"It was a huge choreographed opera of support equipment with Aerospace Ground Equipment and maintenance teams and hydraulic mules," said Robert Schlein, 418th FLTS, flight test engineer.

They also received Logistical support from Scott Air Force Base, Illinois, maintainers from Travis AFB, California, air crew support from Air Force Reserve Command and 10 Boeing employees from Seattle. At any given time, there were at least 16 different pieces of ground equipment being used for the test.

All of that was done at night, due to heat restrictions.

By the end of the test the KC-135 off-loaded 500,000 pounds of fuel over four nights and the KC-10 off-loaded 715,000 pounds of fuel over two nights. In all, 1,215,000 pounds of fuel were off-loaded between the two aircraft over six nights.

For now, the KC-46 is being tested by the 412th Test Wing at Boeing Field in Seattle, Washington. According to Almeleh, the KC-46 will arrive at Edwards in stages, starting with specific test events. At some point two KC-46s will be stationed at Edwards for 1-2 years while they conduct aerial refueling certification.

The KC-46 Pegasus development program completed its first flight of Engineering and Manufacturing Development aircraft (EMD-1) Dec. 28, 2014, from Paine Field in Everett, Washington, to Boeing Field in Seattle.

EMD-1 is a provisioned 767-2C freighter and the critical building block for the KC-46 missionized aerial refueler.

"One of the biggest changes between the legacy platforms and the KC-46 is that there was a complete remake of how the boom is controlled," said Schlein.

The boom operators will no longer rely on a window view in the back of the aircraft. Instead, there is an air refueling operator's station behind the cockpit that uses video cameras, panoramic and 3D cameras to provide a 3D picture of the back, which is a "revolutionary change."

"The situational awareness that they have is significantly increased because they now have the ability to see over a 180-degree view using these panoramic cameras," said Almeleh. "Special glasses, along with the remote vision system, allow [the boom operator] to see depth perception in three dimensions of the aircraft while he's making contact [with the receiver]."

The Pegasus is also equipped with infrared cameras allowing for night vision refueling for the first time by a USAF tanker.

The new equipment is expected to increase usability and functionality of the system during an "inherently dangerous" operation.

But, without tankers, "the reach of our military shrinks dramatically," said Almeleh. "The tanker fleet we have now is based on Cold War Era technology and it's time to upgrade and bring it into the 21st century."

The Air Force contracted with Boeing in February 2011 to acquire 179 KC-46 refueling tankers to begin recapitalizing the aging tanker fleet. The surge testing was an early but important step toward meeting the required assets available date - a milestone requiring 18 KC-46 aircraft and all necessary support equipment to be on the ramp, ready to support warfighter needs by August 2017.

"The support and knowledge that Edwards has is unbelievable," said Almeleh. "The ability for us to execute our tests as effectively and quickly as we did was made possible only by the incredible support of those squadrons that helped."

F-35B Completes First Airborne Engine Start Tests

By Victor Chen, F-35 Integrated Test Force Public Affairs

EDWARDS AIR FORCE BASE, Calif. (NNS) -- The F-35 integrated test force announced the completion of a major prerequisite test for in-flight performance on the short take-off and vertical landing variant of the F-35 Lightning II Joint Strike Fighter Sept. 4.

BF-2 completed the first air starts, which test the ability of the F-35's propulsion system to restart during flight. Verifying the restart capability of the propulsion system is part of the initial flight test program for the F-35 and a prerequisite for high angle-of-attack testing, scheduled to start next year.

"High alpha, or angle-of-attack tests, are important for us to fully evaluate the aircraft's handling characteristics and warfighting capability," said Marine Corps test pilot Lt. Col. Matthew Kelly. "Maximizing the performance of the airplane around the very slow edges of the flight envelope is probably some of the most challenging testing we will conduct. After we get through it, we'll know a lot more about how this aircraft will perform during combat within visual range."

Using multiple restart methods during the tests, BF-2 successfully completed a series of 27 air starts at various altitudes Aug. 15.

To execute air start testing, the F-35 Integrated Test Force (ITF) at Naval Air Station Patuxent River ferried BF-2 and an F/A-18 chase aircraft from Air Test and Evaluation Squadron (VX) 23 to the F-35A testing facility at Edwards AFB.

"At Edwards, we have a unique testing range, which provides ideal and controlled conditions for completing air start testing. The Edwards range is comprised of 20,000 square miles of airspace, and has 65 linear miles of useable landing area on Rogers and Rosamond Dry Lakes, if required during engine out testing," said Lt. Col. George N. Schwartz, commander of the 461st Flight Test Squadron and government site director. "In addition, we've recently completed air start testing on the F-35A, so we're able to share some of our expertise with the Pax team as well."

The core of the F-35B's propulsion system is the F135 engine, capable of more than 40,000 pounds of thrust.

"The F135 continues to power a successful flight test program," said Roy Hauck, Pratt & Whitney site lead at the F-35 Patuxent River ITF. "The aircraft and its integrated systems demonstrated intentional flameout and successful recovery scenarios during air start flight tests, and BF-2 and the team did a great job."

A team of approximately 60 ITF and VX-23 personnel provided engineering and maintenance requirements for the events.

The detachment to Edwards from NAS Patuxent River overlapped with a busy summer flight testing schedule.

"In the past two months, we've sent detachments to Edwards and Lakehurst [N.J.], and maintained a full-tempo test schedule here," said Navy Capt. Erik Etz, director of test for F-35 naval variants at NAS Patuxent River. "The team of military, government and industry personnel rallied to make all the events happen, and they can be proud of their accomplishments."

The F-35B is the variant of the Joint Strike Fighter designed for use by U.S. Marine Corps, as well as F-35 international partners in the United Kingdom and Italy. The F-35B is capable of short take-offs and vertical landings to provide air power from amphibious ships, ski jump aircraft carriers and expeditionary airfields. The F-35B is undergoing test and evaluation at NAS Patuxent River prior to delivery to the fleet.