Category: Aviation

Me Want!

No Comments

It appears that a bloke has a bunch of late model Spitfires in Myanmar:

This story is not about JSF, or Rafale or Typhoon or Gripen but about one of the world’s legendary planes: the Spitfire, a large number of which – up to 120 – [other reports list it at just 20] were found in almost pristine condition in Burma last February and are now going to be returned to the UK.

Thanks to an English farmer’s dogged determination and willingness to spend a considerable amount of his own money, the Griffon-engined Mark XIVs Spitfires have been located and British Prime Minister David Cameron has secured a deal that will allow them to be dug up and shipped back to Britain almost 67 years after they were hidden more than 40-feet below ground.

The aircraft were discovered in February by English farmer David Cundall, 62, who has spent 15 years, travelled 12 times to Burma and spent more than £130,000 in his quest. Using radar imaging technology Cundall found the aircraft buried at a former Royal Air Force base. They had been shipped to Burma and then travelled by train to the RAF base during the war, but were never used because by the end of the war they were nearing obsolescence. Unwilling to leave high-performance, if out-dated, aircraft in a country with an uncertain future, Britain’s South East Asia command decided to bury them. As many as 120 Spitfires, original cost about £12,000, may have been disposed of in this way.

“They were just buried there in transport crates,” Cundall told the Daily Telegraph which published the story today (May 7). “They were waxed, wrapped in greased paper and their joints tarred. They will be in near perfect condition.”

MoD Goes Back To Jump Jet

No Comments

About a year ago, the British decided to switch from the STOVL F-35B to the catapult and arrestor hook F-35C.

They were building two carriers, but they would only equip one with the necessary equipment to launch and land the aircraft, leaving the remaining carrier as the world’s most expensive helicopter carrier.

Well, they are back to the B model: (Paid subscription required)

In the depths of the crisis about 18 months ago surrounding the Stovl model, the U.K. walked away from the F-35B, saying it would instead buy the F-35C and denigrating the jump-jet version as an inferior aircraft. But since the F-35B gained the Pentagon’s blessing as having its Stovl-unique questions resolved, London is now embracing the variant it abandoned, in part citing the development progress. “The Stovl aircraft has made significant progress since the SDSR was published over 18 months ago,” the Defense Ministry says.

The back-and-forth is not just about semantics. The U.K. decision during the 2010 Strategic Defense and Security Review to opt for the F-35C added weight to those hoping to cancel the F-35B, irking U.S. Marine Corps officials who were eager to see the version survive.

U.K. Defense Secretary Philip Hammond, in announcing the move to Parliament, still defends the 2010 ruling. He says the decision on carriers “was right at the time, but the facts have changed and therefore so, too, must our approach. This government will not blindly pursue projects and ignore cost growth and delays.”

The U.K. expects to take delivery of its first Lockheed MartinF-35B Joint Strike Fighter in July. Credit: Lockheed Martin

In the end, it was cost that brought the U.K. back to the F-35B. The price to fit HMS Prince of Wales—the second Queen Elizabeth-class carrier—with catapult launch and arrestor gear doubled to £2 billion ($3.2 billion) since the initial estimates were made going into the 2010 review , Hammond asserts. Moreover, U.K. planners were increasingly concerned about higher manpower costs associated with operating such an aircraft carrier. The decision is a setback for General Atomics, which hoped to sell its electromagnetic aircraft launch system (EMALS) to the U.K.

Hammond also says the conversion would have delayed the restoration of the U.K.’s carrier strike capability by three years to 2023. The current plans call for HMS Queen Elizabeth to begin sea trials in 2017, with aircraft to fly from the deck in 2018 in preparation for an operational capability around 2020.

Understand that the Brit carriers are gas turbine powered, and so could not be retrofitted with steam catapults, and EMALS is still showing problems, and the cost is increasing.

Also, the MoD was committed to building both ships (the cancellation clauses are pricey) but only had money to convert to CTOL, which meant that when it was in retrofit, they would have no carrier capabilities.

It is yet another testament to David Cameron’s “genius” at governance:

For the government, the about-face on JSF is domestically embarrassing. While vowing to fix the lax acquisition practices that it blamed on the Labour administration, it is now reversing course on the first major item in its procurement agenda.

Yeah, like that competence is fairly oozing from the Tories.  (Not)

Pilots Refusing to Fly F-22 “Super Jet”

No Comments

In all the discussions of the relative merits of the F-22 Raptor vs. the F-35 Lightning II, one of the assumptions is that the F-22 actually works the way it’s supposed.

It appears that it doesn’t, and it’s bad enough that pilots are refusing to fly it:

While I was unable to attend this (30 April) morning’s briefing at Joint Base Langley-Eustis down in Hampton, Virginia, press reports from the event indicate that the US Air Force is admitting that a “small number” of Lockheed Martin F-22 Raptor pilots are refusing to fly the jet.

“Obviously it’s a very sensitive thing because we are trying to ensure that the community fully understands all that we’re doing to try to get to a solution,” says Air Combat Command chief Gen Mike Hostage as quoted by the Associated Press.

The USAF has not found the root cause of 11 hypoxia-like cases since the Raptor fleet returned to flight in September after a near five-month stand-down. The F-22 fleet has flown about 12,000 times since then.

What’s more, there is currently no clear indication as to what is causing the problem: (paid subscription required)

The U.S. Air Force is narrowing its focus on new combinations of factors as it explores hypoxia events that claimed the life of one F-22 pilot and plagued the fleet for more than a year.

Service officials remain frustrated, that a “smoking gun” for the cause is still elusive despite an extraordinary effort to enlist scientists, the medical profession and fighter experts in a quest for answers.

The Lockheed Martin F-22 is the Air Force’s premier, twin-engine, stealthy fighter. It cost more than $200 million per copy to produce, including R&D. It entered service in 2005, and the 188th and final unit was delivered on May 2.

The problem came to light after a November 2010 crash that claimed the life of a pilot. The fleet was grounded for four months last year as officials scrambled to find a cause; flights resumed in September. Since then, Air Combat Command (ACC) officials say there have been 11 hypoxic events. The unknown nature of the incidents has rattled the service. “There is no startling similarity [in the incidents] other than . . . hypoxic-like indications,” says Gen. Mike Hostage, ACC commander.

………

Additionally, pilots are wearing a pulse oximeter to monitor oxygen-saturation levels during flight ; if it dips below 85%, they are required to return to base immediately (the data are downloaded after landing and not dispatched in real time).

Lyon acknowledges an impact on the training hours that pilots can achieve. Hostage adds that the incidents have prompted some pilots to decline flying the Raptor , though he says these incidents are the exception. He notes that any guidance, such as returning to base with a low oxygen-saturation level, can be waived in the event of an operational requirement for F-22 use.

In the meantime, the Air Force acknowledged first to Aviation Week that F-22s have been deployed to the Middle East. The aircraft are operating out of Al Dhafra Air Base in the United Arab Emirates.

So, they don’t know what is causing this, they have to require pilots to wear a blood oxygen sensor, and they are (finally) deploying some of them overseas.

My guess would be that they won’t be deploying to the 65,000 foot ceiling.

Skylon Development Continues Apace

No Comments

Aspiring space plane manufacturer Skylon is beginning test with their key heat exchanger technology:

UK engineers have begun critical tests on a new engine technology designed to lift a spaceplane into orbit.

………

Its major innovation is the Sabre engine, which can breathe air like a jet at lower speeds but switch to a rocket mode in the high atmosphere.

Reaction Engines Limited (REL) believes the test campaign will prove the readiness of Sabre’s key elements.

This being so, the firm would then approach investors to raise the £250m needed to take the project into the final design phase.

………

Sabre is part jet engine, part rocket engine. It burns hydrogen and oxygen to provide thrust – but in the lower atmosphere this oxygen is taken from the atmosphere.

The approach should save weight and allow Skylon to go straight to orbit without the need for the multiple propellant stages seen in today’s throw-away rockets.

………

But it is a challenging prospect. At high speeds, the Sabre engines must cope with 1,000-degree gases entering their intakes. These need to be cooled prior to being compressed and burnt with the hydrogen.

Reaction Engines’ breakthrough is a module containing arrays of extremely fine piping that can extract the heat and plunge the intake gases to minus 140C in just 1/100th of a second.

Ordinarily, the moisture in the air would be expected to freeze out rapidly, covering the pre-cooler’s pipes in a blanket of frost and compromising their operation.

But the REL team has also devised a means to stop this happening, permitting Sabre to run in jet mode for as long as is needed before making the transition to a booster rocket.

The technology, first mooted in the early 1980s, is using the cryogenic hydrogen to extract oxygen from the air up to about 30,000m, and then convert to onboard oxygen for the rest of the journey.

The heat exchanger is a full size flight representative component so this is significant, but I really don’t see this becoming an actual aircraft without a major government backing.

Some background on Skylon here.

Israeli’s Get to Qualify Their Own Missiles on the F-35

No Comments

I think that the folks at Lockheed and the F-35 program office were pretty desperate to get the Israelis in as a customer for the JSF, as evidenced by the facility with which the IDF/AF has been able to incorporate indigenous systems into the aircraft:

The Israeli air force’s Lockheed Martin F-35 stealth fighters will be armed with a mix of US- and Israeli-made weapon systems, sources have confirmed.

“At least one main weapon system” for the nation’s conventional take-off and landing F-35As will be of Israeli origin, sources related to the issue said on 17 April. The Israeli air force has previously expressed its wish to equip the type with a nationally-developed new-generation air-to-air missile.

………

While the first batch of aircraft will carry the integral electronic warfare system being supplied under the Lockheed-led Joint Strike Fighter programme, it is expected that this will later be “enhanced” by additional units developed in Israel.

You’ll notice that none of the other customers, or for that matter the partners in the development program, have had this sort of ability to integrate their own systems into this.

Basically, the market dynamics are such that the if the Israelis are not willing to buy a US aircraft, it would seriously hinder other foreign sales, so they got some special considerations with regards to integrating their own systems.

I’m Not Sure if These are Winglets or Stators

No Comments
Click for full size


I Think that it’s more of a stator than a winglet

Aviation Week has an article about looking at winglets to increase the performance of the V-22 Osprey (paid subscription required):

The ability of the Bell Boeing V-22 Osprey tiltrotor to fly farther, as well as faster, than helicopters has been a key factor in its fight for survival for more than a decade. But now, with both CV-22B and MV-22B versions recently pressed into service on longer-range, self-deployed combat and rescue missions in Libya and Afghanistan, the hunt is on for greater unrefueled performance.

Squeezing more range out of the V-22 is not easy, however. Constrained from birth by the need to fit on the restricted decks of U.S. Navy amphibious assault ships, the tiltrotor was necessarily limited to smaller-than-optimal wing and rotor dimensions leading to an inevitable impact on range. Without the options of increasing wingspan or rotor diameter available to them, designers are taking a leaf out of the Boeing Commercial Airplanes playbook and studying nacelle-mounted “sails” that work on the same principle as winglets.

Although Bell Boeing declines to comment on the development, Naval Air Systems Command (Navair) confirms it is preparing to flight test a modified MV-22 with the upgrade which could boost range by almost 5%. The concept, which was studied by Boeing for the Special Operation Forces CV-22 version as far back as 1994, harnesses the energy from the vertical upwash around the wing and nacelle. In the case of the V-22, Bell Boeing’s research indicates upwash angles of 10-20 deg. around the nacelles at the nominal cruise pitch attitude of 8 deg. The additional upwash velocity produces a propulsive force by tilting the lift vector forward.

I should note that I am not an aerodynamicist, but it looks to me a lot of the gains from these surfaces are from straightening the rotational wash off the props, much in the same way that stators do in a multi-stage turbine.

Because it increases effective wing area, it would have the effect of reducing longitudinal stability, so the flight test regime will target this concern.

Well Duh!

No Comments

Gee, as a result of Bill Clinton’s “Reinventing Governmnent” initiative, basic functions of government were outsourced, things like supervising contractors.

The common sense descrption of this is letting the fox run the henhouse.

Case in point, the FAA :

The U.S. Federal Aviation Administration isn’t properly monitoring costs and potential ethical violations in contracts related to improvements in the nation’s air-traffic systems, an audit found.

Practices for selecting and overseeing contracts awarded since 2010 for work related to the so-called NextGen project are “not sufficient,” the Department of Transportation’s Inspector General said in a report released today.

The seven contracts examined, awarded to companies including Boeing Co., CSSI Inc., ITT Corp. and General Dynamics Corp., are valued at as much as $7.3 billion, the largest cumulative award in FAA history, according to the report. The contracts are for technical and professional support of new systems to let the FAA track aircraft using satellite navigation instead of radar.

The agency didn’t verify labor rates charged in five of seven contracts, according to the report. The FAA overestimated the labor hours required, the auditors found.

Basically, if you use contractors, and you don’t watch them like a hawk, they will do whatever they legally can to maximize profits.

The you can call this “capitalism”, or you can call it “maximizing shareholder value”, but it’s what managers are supposed to do.

I Was Wondering When Someone Would Do This

No Comments

It’s a fact that from its beginnings, the 7-inch diameter AIM-120 AMRAAM has outperformed its 8-inch diameter predecessor, the AIM-7 Sparrow, (30 miles for the final version of the Sparrow as versus 40+ for the first version of AMRAAM) even though it weighs less than half as much, and contains less far less fuel than its predecessor.

Part of this is due to improvements in propulsion, new propellants and whatnot, and part of it is because the aerodynamic configuration (tail steering rather than the Sparrow’s mid body control surfaces), but most of this is from an optimized flight path, because with its active seeker and sophisticated autopilot, the AMRAAM does not need to keep its nose constantly on target.

I’ve always wondered why someone hasn’t applied active radar homing on a Sparrow sized missile.

Well, it looks like Japan is looking at doing this (paid subscription required):

Japan already has bought Raytheon AIM-120 Amraams, so why is it spending ¥36 billion ($468 million) to upgrade about 60 F-2 fighters with the Mitsubishi Electric Corp. AAM-4B missile?

Although the benefits to Japanese industry are obvious, details of the upgrade and the missile itself suggest that the program is giving an enormous boost to the Mitsubishi Heavy Industries fighter’s ability to counter enemy aircraft. The weapon has at least one advanced feature that other such missiles lack: a seeker with an active, electronically scanned array (AESA) radar.

The program will move into high gear in the financial year that begins April 1. The work is progressing in two parallel programs: integration of the AAM-4B missile, and upgrade of the J/APG-1 radar to a more powerful standard called J/APG-2. The improved radar, needed to exploit the new missile, will incidentally raise the capabilities of the aircraft by offering greater detection ranges.

Both systems have been developed by the Japanese defense ministry’s Technical Research and Development Institute with considerable help from contractors, Mitsubishi Heavy Industries for the missile integration and Mitsubishi Electric for the radar. The same companies are contracted to do the installation work. Ministry officials tell Aviation Week that development went smoothly and is now complete.

Early in the development program, in 2001, the ministry gave rough indications of the AAM-4B’s capabilities. It could be launched at a 20% greater range than could the then-current AAM-4 and at least as far as an “AIM-120B+,” a standard that was expected to appear around 2004. The crucial claim was that the AAM-4B could switch to autonomous guidance at a 40% greater range than either of the other two missiles and would similarly outperform what was expected to be the 2009 standard of the Russian R-77 (AA-12 Adder). In a 2010 paper, the ministry attributed the seeker’s greater performance to the higher transmitting power available from the AESA.

The implication is that an F-2 firing AAM-4Bs can stop tracking the target for missile guidance much sooner than an unmodified F-2 can—and officials tell Aviation Week that the key aim of the project is indeed to increase the range at which an F-2 can turn away.

The AAM-4B won’t make any international sales, of course, because the Japanese constitution, and it won’t fit in the F-22 or F-35 weapons bays, but I can see a larger being an equalizer on other aircraft.

Next Generation Missile Cancelled

No Comments

The missile, intended to replace both the AMRAAM air-to-air missile and the HARM air-to-ground missile has been dropped from the Pentagon budget:

The US Air Force has cancelled the next generation missile (NGM) meant to replace both the anti-air AIM-120 AMRAAM and the anti-radiation AGM-88 HARM, both mainstays of the USA and its international allies.

The NGM programme, also formerly known as the joint dual-role air dominance missile and projected to cost up to $15 billion, was cancelled “for affordability reasons”, according to Gen Edward Bolton, USAF chief budget officer.

This is unsurprising.

In order to achieve what are almost diametrically opposed roles, the AMRAAM is a 7″ diameter missile which is designed to take a lofted trajectory to maximize range, and the HARM is A 10″ diameter missile which takes a direct route to the target to minimize time to target, you have to develop a whole series quantum leaps in propulsion and lethality, and gets the entire weapons system onto the cost escalation-schedule slippage hamster wheel.

It’s a good thing that this is canceled.

You Can Always Depend on Flight International for a Cutaway

No Comments

Full Size Pic at Link

This time, they are doing the Boeing F-15 Silent Eagle.

Seeing as how the F-15SE is supposed to have a very small forward aspect radar cross section, I have to wonder about their guess about the radar.

I am not am expert in low observability, but it seems to me that the radar would be angled off the centerline in order to reduce RCS.

While the full fit-out for the aircraft is not certain, how IRST is integrated into the airframe is unclear, for example, but the flight control system is is going to a digital fly by wire system.

It should be a good deal on fly away cost, but cost per hour might be higher than its likely competitors.

Huh, I Don’t Know How I Missed This………

No Comments

But the Dassault Rafale has won the Indian MMRCA competition, and will be delivering 126 fighters.

It appears that the Rafale largely beat the Typhoon largely on the basis of cost, though the fact that the Rafale is currently more capable in the strike role probably helped, as did what appeared to be a pretty good offset deal.

It’s interesting that the final decision came down to the cheapest of the two most expensive competitors (other competitors, were the MiG-35, Gripen, F-16, and F/A-18).

I still wonder how much of this was driven by a concern that the French were seen as more independent of US foreign policy.

What a Surprise

No Comments

The USAF is determined to avoid having a meaningful close support capability. Case in point, they are cutting 5 to 10 A-10 squadrons:

The A-10 Thunderbolt II provides the type of close-air support that ground-pounders love and the Taliban dread. Although the A-10s are workhorses in the war on terrorism, the Air Force in its new budget request is planning to get rid of five squadrons.

As part of the Defense Department’s efforts to trim close to $500 billion in spending over the next decade, defense officials said Friday that the service intends to cut five A-10 tactical squadrons and two other squadrons as well.

The Thunderbolt squadrons to be stood down encompass one active-duty, one Reserve and three National Guard units. The remaining two squadrons disappearing are a Guard F-16 tactical unit and an F-15 training squadron.

Let’s be clear about this: The F-35 and the F-22 cannot take over this role effectively.

The A-10 can deploy and loiter over the battlefield for hours below 15,000 feet, while the two supersonic stealth jets can loiter for something like 15 minutes before calling bingo fuel.

Why the USAF Should Be Abolished, Part MLXVII

No Comments

The US Army has real and current needs for transport, and the USAF response to addressing those needs is to do their beat to ensure that they are not met: (paid subscription required)

………

Apparently, this sentiment does not apply to the interservice skirmishes at the Pentagon. The U.S. Army and Air Force are in the final throes of hashing out an updated agreement on the time-sensitive, direct-support airlift mission, the latest chapter in a years-long saga over how to ship supplies to remote soldiers despite two wars and one stunted buy of Alenia’s C-27J.

The agreement is being made between the chiefs of staff of both services. At issue is how the time-sensitive airlift mission will be handled; this includes the shuttling of small loads of supplies to forward Army units in the field.

………

The last installment of this tug-of-war took place in 2005 when, during his first major speech to the Air Force Association, the then Chief of Staff of the Air Force, Gen. T. Michael Moseley, announced he wanted a new light cargo aircraft. This was considered odd as the Army was in the midst of setting up its future cargo aircraft program, which was then crafted to replace old C-23 Sherpas and provide more immediate access to commanders for cargo support. At the time, the Army moved ahead with its own program because it felt that it had lackluster support by the Air Force to properly back its needs.

………

Moseley’s push, along with his similar and later move to take over the Army’s burgeoning UAV force, was seen as an abrupt roles-and-missions grab by the Air Force in the midst of these two wars. In the case of the cargo aircraft role, the USAF won.

At the direction of then-Defense Secretary Robert Gates, in 2009 the Air Force took over authority for the C-27J buy and control of the direct-support mission; service officials said they would combine the use of C-27Js and C-130s to provide cargo lift for the Army (though Army officials had long complained that C-130 support was inefficient owing to underloading of these larger aircraft).

Army officials say that in actuality, the CH-47 Chinook fleet has been unduly burdened in providing timely support because the helicopters are used to shuttle goods from C-130s that land at hubs to the remote locales where soldiers are stationed.

“The major rub to us is responsiveness and not efficiency,” says one Army official who requests anonymity. “When a part is needed at the front line, it flies” and shouldn’t have to wait for enough requests to fill a C-130, the official adds. “We are more about effectiveness than efficiency, and [the Air Force is] more about efficiency than effectiveness.”

……………

Two C-27Js were deployed to Afghanistan in late July 2011 and quickly started flying operational direct support missions, Gen. Raymond Johns said last fall. The C-27Js are apportioned to Army officials there via Tacon (tactical control), although USAF pilots fly the missions, but the C-130s are not. This means the C-27Js are specifically set aside only for intratheater/direct-support missions under Army authority. Though C-130s are used for this mission, they can be reassigned elsewhere in the area, if needed, Johns said.

Army officials are less than satisfied with the Air Force’s delays in delivering C-27Js to the field. At least six were to be in Afghanistan by now, and why they have not been deployed is the “golden question,” the anonymous Army official said.

One industry official says the Army is “trying to hold the Air Force’s feet to the fire to do what they signed up for” in the 2009 pact.

Alenia has delivered 13 of 21 C-27Js on contract. Originally, Alenia officials projected the U.S. market for the C-27J (including Army/Air Force buys) to support as many as 125 aircraft. Tierney said that in 2005, the Army’s projections set a low risk of handling the mission with a fleet of 78 C-27Js and a moderate risk at 54. When Gates shifted the C-27J program from Army control to the Air Force, the buy shrank to 38 aircraft.

So basically, the army has a real and current need, and the USAF’s response is to hijack it, sabotage the purchases, and not deliver it.

The creation of an independent air force from the U.S. Army Air Forces has not shown itself to be a step forward in military efficiency.

FWIW, there are historical precedents.  During the Vietnam war, the Air Force took over the operation of smaller cargo aircraft, (the Otter/Caribou if I recall) and promptly decided that they could only fly into air strips that were capable of handling the much larger C-130, eliminating much of their utility.

This is Called Circling the Drain

No Comments

It looks like yet another capability is being removed being removed from the JSF (Paid subscription required):

The F-35 Joint Strike Fighter, long touted as the follow-on to the EA-18G Growler electronic attack aircraft, is no longer heir-apparent as the king of nonkinetic warfare.

The often-delayed Lockheed Martin JSF program is being more narrowly focused on its conventional attack role. Jamming is no longer a priority for the stealthy fighter. The airframes expected to carry the Next Generation Jammer (NGJ) are conventional-signature unmanned aerial systems and will be followed by stealthy unmanned designs.

The F-35 Joint Strike Fighter, long touted as the follow-on to the EA-18G Growler electronic attack aircraft, is no longer heir-apparent as the king of nonkinetic warfare.

The often-delayed Lockheed Martin JSF program is being more narrowly focused on its conventional attack role. Jamming is no longer a priority for the stealthy fighter. The airframes expected to carry the Next Generation Jammer (NGJ) are conventional-signature unmanned aerial systems and will be followed by stealthy unmanned designs.

One of the sales pitches for the JSF was that it’s engine, because it carried a lot of extra hardware to drive the lift fan, which would have allowed for it to be a stealthy platform with a few dozen megawatts of capability.

The can’t make the program work, so they are removing bits to ease the cost, weight, and schedule issues.

It will eventually enter service, but it’s going to be a lot less capable than it has been billed.

Defense.gov News Article: Panetta Lifts F-35 Fighter Variant Probation

No Comments

In a move that surprised no one, SecDef Leon Panetta has lifted the probation for the F-35B variant:

Defense Secretary Leon Panetta has ushered the F-35B out of the penalty box, after the short-takeoff-and-vertical-landing (Stovl) version of the stealthy fighter was sidelined for poor performance for more than a year by prior Defense Secretary Robert Gates.

Standing in a hangar in front of BF-4, one of two F-35Bs to conduct testing on the USS Wasp amphibious ship last fall, Panetta spoke to a small audience of government and industry workers on the Joint Strike Fighter test team.

“We now believe that because of your work the Stovl variant is demonstrating the kind of performance and maturity that is in line with the other two variants of JSF,” Panetta said here Jan. 20. “The Stovl variant has made — I believe and all of us believe — sufficient progress so that as of today I am lifting the Stovl probation.”

……………

George Little, Panetta’s spokesman, said the secretary’s decision to lift the probation was underpinned by improvements in five key areas: structural shortcomings in the Stovl bulkhead, flutter in the auxiliary inlet door, problems in the lift-fan clutch, unexpected wear and tear on the drive shaft, and heating on the roll-post actuator.

The writer also notes that, “Thus far, the F-35B has been flown to Mach 1.4,” which must have been before one of the “A” model test articles flew to Mach 1.6, and suffered significant damage, and the entire fleet was prohibited from supersonic flight.

The fact is that the real reason for the probation, and the one that Panetta and the Pentagon have neglected to mention, is that the F-35C is still significantly over weight, and for an STOVL aircraft, that doesn’t just mean a few percent drop in performance, it means that it cannot perform its allotted missions, because it cannot make a vertical landing.

This was why the British, before switching to the catapult launched and arrested recovery F-35C, were looking at a Shipborne Rolling Vertical Landing at about 100 km/h forward speed.  They were afraid that the lack of performance would require aircraft to jettison (multimillion dollar) munitions before landing.

Those problems are still there

Full Pentagon press release after the break:

Panetta Lifts F-35 Fighter Variant Probation

By Army Sgt. 1st Class Tyrone C. Marshall Jr.
American Forces Press Service

NAVAL AIR STATION PATUXENT RIVER, Md., Jan. 20, 2012 – Defense Secretary Leon E. Panetta announced today he’s lifted probation from the Short Takeoff, Vertical Landing variant of the fifth generation F-35 Lightning II joint strike fighter which is absolutely vital to maintaining air superiority.

Defense Secretary Leon E. Panetta and U.S. Rep. Steny H. Hoyer of Maryland look at the cockpit of the F-35 Joint Strike Fighter with Navy Capt. Erik “Rock” Etz on Naval Air Station Patuxent River, Md., Jan. 20, 2012. Panetta and Hoyer toured several facilities related to the F-35 Joint Strike Fighter, which is in its test phases at the base. DOD photo by Erin A. Kirk-Cuomo
(Click photo for screen-resolution image);high-resolution image available.!

Speaking during a town hall-style meeting here, the defense secretary discussed the latest development in the progress of the joint strike fighter program as service members, politicians and the civilian workforce listened.

“Early in 2011 DOD was compelled to put [the Short Takeoff and Vertical Landing] … on probation,” he said.

“Over the course of last year, you here at Pax River helped make an incredible difference by completing tremendous amounts of STOVL testing,” Panetta noted. “You demonstrated that we’ve made real progress towards fixing some of the known problems that we had with STOVL.”

Panetta lauded the joint strike fighter’s workforce at NAS Patuxent River for their efforts to bring the STOVL variant up to the standards of the two other existing versions of the F-35, the Conventional Takeoff and Landing and Carrier Variant.

“We now believe that because of your work, that the STOVL variant is demonstrating the kind of performance and maturity that is in line with the other two variants of the JSF,” Panetta said.

“As a result of your hard work and the hard work of JSF’s government and industry team … the STOVL variant has made, I believe and all of us believe, sufficient progress so that as of today, I am lifting the STOVL probation,” he announced.

Panetta commended the crowd for their hard work, but cautioned that the JSF program still has more work to do. “We’ve got a long way to go with the JSF testing, and it’s obviously not out of the woods yet,” he said.

“But I am confident that if we continue to do the hard work necessary … that both the Carrier and the STOVL Variant are going to be ready for operations and are going to be ready for doing the work that they have to do, which is to help protect this country,” Panetta said.

“I want you all to know that as secretary of defense, my department is committed to the development of the F-35,” he said. “It’s absolutely critical … that we get it right. And that’s why you’re here. The developmental testing that’s going on here will ensure that we get this right.”

Marine Corps Commandant Gen. James F. Amos called Panetta’s decision to lift the probation of the F-35B “hard-earned.”

“Secretary Panetta’s decision to take the F-35B Lightning II Short Takeoff, Vertical Landing variant off probation was a hard-earned and rewarding announcement for the entire DOD/industry team that worked very hard last year,” he said.

“Successful F-35B performance ashore and at sea has very positively advanced the state of demonstrated capability in 2011,” Amos said. “The positive momentum generated during 2011 will continue as testing proceeds, production aircraft are delivered, and fleet training begins in 2012.”

Panetta said it is important that the U.S. military maintains its technological edge into the future.
“That’s where we have to be,” he said. “We’re going to have a strong defense; we have got to be there.”

Panetta praised the capabilities of Patuxent’s workforce.

“Because of you, because of the very unique testing and capabilities that are offered here, we are able to maintain that technological edge,” Panetta said. “And I want to thank you again for your dedication, for your commitment, for your great skills.”

Panetta lauded the Patuxent River installation calling it “a very unique facility” and “a national treasure” that is important to maintain.

“These are world-class facilities … that [are] important to our military, important to our men and women in uniform who have to put their lives on the line, and it’s important to our national security,” Panetta said.

“Please accept my deepest thanks for your work and dedication,” he said. “I couldn’t do it without you.”

OK, This is Good Policy from the White House

No Comments

But I’d approve of anything that had the effect of f%$#ing the airlines:

Starting in late January, the Obama administration will force airlines to be more transparent about the full cost of tickets they often disguise in ads touting cheap fares. Low-price airlines Southwest, Spirit, and Allegiant are going to court to stop the rules, arguing that they violate corporate free speech rights.

But consumer advocates say the changes are a positive development for travelers who have been swindled by airlines for too long:

………

This is common sense regulation, and as to the argument business have a free speech right to defraud consumers, talk to the cat.

The Euro Crisis Starts to Hit Defense Contractors

No Comments

It looks like Italy is having 2nd thoughts about its JSF purchase🙁paid subscription required)

The Italian government is ushering in a new round of defense cuts in which, for the first time, the fate of Rome’s participation in the F-35 Joint Strike Fighter program will be seriously threatened.

The newly launched defense review not only has sweeping implications for Italy’s defense ambitions but also rings in a further belt-tightening in Europe among countries that are just beginning to come to grips with the scale of their budget and debt problems. Spain, where a new conservative government is grappling with greater-than-anticipated economic troubles, may follow with budget reductions. France is also expected to scale back defense spending after presidential elections in May.

In Italy, much of the work on the military review remains to be completed. Nevertheless, a sharp reduction in the number of F-35s Italy will buy is virtually certain, military officials say. At least a third of the 131 fighters slated for procurement will likely fall under the budget ax, with some minority parties arguing for an outright program termination.

Rome is one of the largest international buyers of the F-35—after the U.K. drastically cut its procurement objective in its 2010 spending review. Italy plans to spend €13 billion ($16.7 billion) to buy and sustain both the F-35A conventional-takeoff-and-landing and the F-35B short-takeoff-and-vertical-landing versions, though it has not ordered any aircraft yet.

I wonder how people are going to start feeling about the austerity fairy fixing everything now that it’s defense spending on the block.

The folks who endorse austerity always seem to think that it’s just things like healthcare and the social safety net that need to be cut, and that somehow, the bloated derfense procurement programs all over the world will somehow continue apace.

I think not.

Japan Orders F-35

No Comments

This is very good news for Lockheed-Martin.

I think that the devil will be in the details though.

The details that most likely cause problems is that, “But Japanese companies are likely to be excluded from work on the confidential and more lucrative stealth and radar capabilities of the fighters.”

Seeing as how Japanese defense contractors are constitutionally prohibited from exporting their wares, I think that this might end up a major area of contention with their defense contractors.

The JSF, It Just Gets Better and Better

No Comments

Seriously, this is seriously f%$#ed up:

When the Joint Strike Fighter team told Guy Norris about the jet’s first run to its Mach 1.6 design speed, a couple of minor facts slipped their minds. Nobody remembered that the jet had landed (from either that sortie or another run to Mach 1.6) with “peeling and bubbling” of coatings on the horizontal tails and damage to engine thermal panels. Or that the entire test force was subsequently limited to Mach 1.0.

(emphasis mine)

So, they took the aircraft to its design speed, and it melted.

In addition to this, we have (to name a few):

  • The helmet mounted display that gives the pilot 360° visibility, and “makes maneuverability irrelevant,” does not work, and has been replaced by a less capable system.
  • The emergency fuel dump system, is likely to cause flammable accumulations of fuel next to the integrated power package (IPP) exhaust.
  • The IPP itself is unreliable, and has been failing and throwing out bits that have punctured fuel tanks.
  • The arrester hook for the naval version is improperly located, and simply won’t work, requiring a relocation, and a major structural redesign.
  • Excessive buffeting, causing control as well as fatigue issues.

The problem here has been exacerbated by the fact the, true to the latest theories of American techno-whiz bank, everything was supposed to work out of the box, because analysis and simulation techniques have become so sophisticated.

So testing became validation, and every test is supposed to be a success, and this (erroneous) assumption allowed to proceed and build of systems in parallel, even though a failure of one system could (and has) cause a disastrous cascade of delays.

Epic fail