The F-35 has a real dependence on multinational logistics, which is different from the rejected claim of a remote kill switch. The preference for catapult-assisted take-off and arrested recovery (CATOBAR) in principle is qualified by Britain's existing ships and the cost of changing systems. Gas-turbine-powered Queen Elizabeth-class carriers would need electromagnetic catapults (EMALS), major electrical work, a new aircraft type, and a new pilot-training pipeline. The estimated refit period is twelve to eighteen months per carrier. EMALS would itself have to be bought from America, so conversion would retain dependence on foreign equipment. Keeping F-35B would let the two carriers and any future Trieste-type LHDs share aircraft. Stockpiling could reduce exposure to interrupted stores supplies, but a solution to possible mission-tasking and profiling dependencies remains uncertain. Transition time, commonality, and unresolved support requirements therefore qualify the preference for a different carrier system.
Notable Point · 2:03:30-2:07:45
CATOBAR conversion would trade commonality for a new gap
Converting the Queen Elizabeth class to CATOBAR would require EMALS, new aircraft and training, and long refits while breaking commonality with proposed F-35B-capable LHDs.