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Subject: F-35 JSF Hit by Serious Design Problems
Volkodav    12/4/2007 4:50:17 AM
03-Dec-2007 20:55 | Permanent Link Related stories: Americas - USA, Scandals & Investigations, Fighters & Attack, Lockheed Martin, Other Corporation, Eng. Control Systems, Issues - Political, Testing & Evaluation F-35A #AA-1 (click to view full)by Johan Boeder in The Netherlands. Earlier versions of this article have been published in the Dutch press and Defense-Aerospace. DID has worked with the author to create an edited, updated version with full documentation of sources. On May 3, 2007, during the 19th test flight of the prototype of the F-35A Joint Strike Fighter (JSF), a serious electrical malfunction occurred in the control of the plane. After an emergency landing the malfunction could be identified as a crucial problem, and it became clear that redesign of critical electronic components was necessary. Producer Lockheed Martin and program officials first announced there was a minor problem, and later on they avoided any further publicity about the problems. The delay has become serious, however, and rising costs for the JSF program seem to be certain. In Holland, Parliament started a discussion again last week. Understanding the background behind these delays, and the pressures on European governments, is important to any realistic assessment of the F-35's European strategy – and of the procurement plans in many European defense ministries… The Fateful Incident F-35A AA-1 (click to view full)On December 15, 2006 the experienced Lockheed Martin chief test pilot Jon Beesley takes off for the first time with the JSF (Joint Strike Fighter), also known as F-35 Lighting II. The coming years, some 3000 Joint Strike Fighters are scheduled to be delivered to replace F-16 and Harrier fighters in the USA and in the air forces ad navies of several European countries. In most cases, replacement contenders are some combination of the Eurofighter, Rafale, Gripen and JSF. In many cases, the new fighters must also be available by 2014-2018 ultimately, when early-model F-16s bought in Europe will reach their end-of-life stage. Any further delay brings high maintenance costs, and too low operational availability. After a series of 7 quite successful flights, the test flight program stops in February 2007 to fix some minor problems in the JSF flight control software. This is not unusual in the early stages of a test flight program. In March 2007, the JSF returns to flight status and takes off for the first supersonic flight. At the end of April the JSF prototype AA-1 takes off several times a week. But then, destiny strikes. On May 3, 2007 with the second test pilot Jeff Knowles at the stick, a serious malfunction hits the JSF. At 38,000 feet (12 km) level flight and at a speed of some 800 km/hour, the plane executed a planned, 360-degree roll but experienced power loss in the electrical system about halfway through the manoeuvre. In an emergency procedure, power is restored and Jeff Knowles regains control of the plane. The pilot cuts short this 19th test flight and makes an emergency landing in Fort Worth, TX. Due to control problems with right wing flaperons, the JSF has to make that landing at an exceptional high speed of 220 knots (350 km/hr). The plane's undercarriage, brakes and tires are damaged. The plane is stopped, surrounded by emergency vehicles, and towed away, but several eyewitnesses take pictures of the emergency landing. Lockheed Martin technicians identify a component in the 270-power supply as the culprit in the near-accident. The JSF's new technology includes new electro-hydrostatic actuators (EHAs) for the flight control system, replacing more conventional hydraulic systems. In April 2007, chief test pilot Jon Beesley told Code One Magazine that the EHAs were production versions, and that testing could be restricted to the AA-1: "The electro-hydrostatic actuators, or EHAs, are another excellent example of risk reduction we're accomplishing on AA-1. This is the first real electric jet. The flight control actuators, while they have internal closed-loop hydraulic systems, are controlled and driven by electricity—not hydraulics. The F-35 is the only military aircraft flying with such a system. We proved that the approach works on six flights of the AFTI F-16 during the concept demonstration phase of the JSF program. We already have many more flights on EHAs on this test program. Because we are flying production versions of the EHAs on AA-1, we won't have to prove the EHA design on subsequent F-35s." After several weeks of evaluations, the engineers learn that there are serious design problems in this new electrical system. Expensive redesign will be necessary. 'No serious problem'? Grounded. (click to view full)Normally whenever the JSF takes an itty-bitty baby step, the manufacturer reports it to the media for PR purposes. First engine run? Reported. Roll-out? Reported. First flight? Reported. First Wheel-up flight? Reported. But "first emergency landin
 
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Herald1234    Ah, come on.....    12/6/2007 10:31:53 PM
You know that I have to respond.......
 
http://www.3squadron.org.au/pics%2004/image008.jpg" width=667 border=0>
 
 
Herald
 
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DropBear       12/6/2007 11:24:54 PM
Hmmm...not sure I like the thought of the Lemon Squeezers and Milk Maids in that scheme.
 
We need to jazz up the 35 and give it some sort of funky tactical wrap.
 
Now imagine the F-35 in a splinter version of the Kuwaiti F-18 colours.
 
Cafe latte anyone?
 
 
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beepa       12/7/2007 7:42:38 PM
FINALLY... after months it got up and flew yesterday...(and didnt crash).....
 
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Volkodav       12/7/2007 8:44:45 PM
So long as they get it sorted, I just don't want to see the RAAF having to rely exclusively on 48 F/A-18E's and F's into the 2020's.
 
If F-35 falls over it will be a double whammy for us as the US will be hurting too, they need the the F-35 to work because they don't have a fall back like the USN does.
 
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Aussie Diggermark 2       12/8/2007 11:12:03 PM

So long as they get it sorted, I just don't want to see the RAAF having to rely exclusively on 48 F/A-18E's and F's into the 2020's.

 

If F-35 falls over it will be a double whammy for us as the US will be hurting too, they need the the F-35 to work because they don't have a fall back like the USN does.

I seriously doubt the F-35 program is going to fall over as a whole.

IF people think the "problems" with F-35 are bad, thank god the internet wasn't around during the development of the F-14/15/18 programs...

 
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Volkodav       12/10/2007 6:56:45 AM
I am more concerned about the serious delays, capability compromises and excessive price increases that will result if too many players pull out of the program.
 
If the USAF becomes the only major buyer we could well see the F-35A evolving into a dedicated attack aircraft relying on the F-22 to sweep the skies.
 
Not likely I know but each delay and each price rise will see more nations pulling out resulting in more delays and increases in unit price.  At what point will the USAF decide it is getting too expensive and start dropping capabilities to get the cost under control.
 
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beepa       12/11/2007 12:30:01 PM
thanx to f16. net
 
 

http://money.cnn.com/news/newsfeeds/articles/prnewswire/LAF06907122007-1.htm wrote:


FORT WORTH, Texas, Dec. 7 /PRNewswire/ -- On its 20th flight, the first F-35 Lightning II successfully tested engine performance and aircraft handling qualities at up to 20,000 feet as pilots and crew prepare for air refueling in the coming weeks. Shortly afterward, a dedicated test-bed aircraft began final check-out flights for airborne testing of the Lightning II's Communication-Navigation-Identification system, initiating a test program that will ultimately integrate and fly the complete F-35 avionics package.

"We are poised for a long run of testing on both of these aircraft," said Dan Crowley, Lockheed Martin executive vice president and F-35 program general manager. "For the F-35, those tests include refueling from an airborne tanker in the short term and supersonic flights next year. At the same time, we are putting the finishing touches on our first short takeoff/vertical landing F-35 aircraft, which will roll out of the factory this month and initiate flight testing in the spring. By the end of 2008, we expect to have at least three F-35s in the air and numerous aircraft on the assembly line."

The Lightning II's flight began at 1:30 p.m. CST when Chief Test Pilot Jon Beesley executed a military-power (full power without afterburner) takeoff, ran the engine at various power settings and checked flying qualities at 6,000, 17,500 and 20,000 feet, and performed a fuel-dump test at 250 knots. Landing was at 2:15 p.m. CST. Beesley reported that the tests were successful and the jet was a pleasure to fly.

"The Lightning II embodies a long list of advancements that will make it better, smarter and more reliable than anything that's come before it, and those technologies are extraordinarily mature in this first-ever F-35," Beesley said. "When you project ahead to the F-35s that will be entering the fleet in 2010, you see fighters that benefit from the testing we're doing now -- fighters that will set new standards for combat-readiness right out of the box."

At 3:30 p.m. CST, the Cooperative Avionics Test Bed -- "CATBird" -- took off on a two-hour functional check flight, one of its final sorties before aerial F-35 mission systems testing begins. CATBird is a highly modified 737 airliner designed to test, integrate and validate the full F-35 mission systems suite in a dynamic, airborne environment before the system ever flies in an F-35 aircraft.

CATBird flights with the CNI system operating will be the first in a series of airborne tests that will methodically add constituent elements of the F-35 mission systems suite until the entire Lightning II avionics package is onboard the CATBird. The mission systems will be fully integrated and operating as they would on an F-35 aircraft -- a first for a fighter test program.

"The F-35 will have the most powerful and comprehensive avionics ever flown on a fighter aircraft, and it represents a phenomenal capability," said Doug Pearson, Lockheed Martin vice president of the F-35 Integrated Test Force. "Our goal is to get the system perfected on the CATBird so that it works exactly as advertised when we put it in the Lightning II fighter."

Other parts of the F-35's mission systems suite include a powerful Active Electronically Scanned Array radar with the ability to track multiple ground and air targets as well as provide Synthetic Aperture Radar mapping and electronic attack; an Electro-Optical Distributed Aperture System to provide spherical threat detection around the aircraft and supply the pilot with synthetic vision, in daytime or total darkness, that can be projected onto the helmet visor; an Electro-Optical Targeting System with search and track functions for ground or airborne targets; and an electronic warfare suite with emitter-locating capability. The F-35 mission systems suite is entirely internal to the aircraft, with no external pods or sensors, a configuration that preserves the Lightning II's stealth profile.

The first mission-systems equipped F-35 will fly in 2009. The F-35 mission systems suite is already operating in ground-based laboratories, and individual components like the AESA radar, EOTS and EO-DAS already are undergoing preliminary airborne testing in aircraft other than the CATBird. The F-35 Lightning II is a supersonic, multi-role, 5th generation stealth fighter designed to replace a wide range of existing aircraft, including AV-8Bs, A-10s, F-16s, F/A-18 Hornets and United Kingdom Harrier GR.7s and Sea Harriers.

Lockheed Martin is developing the F-35 with its principal industrial partn
 
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