JSF F-35 Lightning II

Rappel du premier message :

Bonjour à tous,

Le F-35 est l'avenir de beaucoup de forces aériennes, il remplacera les F-16, A-10, Harrier et autres. Je propose que soient postées ici, si vous êtres d'accord, toutes les infos au sujet du F-35. Merci de m'avoir lu.

Article (en anglais) fort intéressant sur l'avion qui comprend un pdf avec les différents armements que pourra emporter le F-35, tant en soutes, que sous les ailes. Furtif, moins furtif...

http://www.codeonemagazine.com/archives/2007/articles/apr_07/lightningstrike/index.html

Dans cet autre article, une image montre qu'il serait aussi possible de rajouter de l'armement en bout d'aile, info, intox?

http://www.codeonemagazine.com/archives/2002/articles/arp_02/jsf/index.html

Rafi

Citation :: Two new F-35s set to join flight-test fleet

Two more Lockheed Martin F-35s are set to join the flight-test fleet as programme officials work to recover from a setback on 9 March.
Carrier variant flight-test aircraft CF-2 is scheduled in early April to become the eleventh member of the active flight test fleet, Lockheed says.
The final addition, CF-3, is in the company's "final finishes" position on the assembly line in Fort Worth, Texas, but should achieve first flight before June.
With the original AA-1 prototype inducted into live-fire testing last year, the arrival of CF-2 and CF-3 means the test fleet will finally reach full strength in a few months.
The new F-35s will join a fleet that is just overcoming an electrical power shutdown during a test flight of the AF-4 test aircraft on 9 March.
That incident forced the programme to ground all 10 flying aircraft for seven days. Seven of the 10 flight-test aircraft were cleared to return to flight on 16 March. The last three F-35s in flight test resumed flying on 25 March after being grounded for nearly 16 days.
An internal investigation revealed the cause of the power failure to be a maintenance procedure. A small amount of "extra" oil was allowed after maintenance service to remain inside the generator, according to the F-35 joint programme office.
"Under some conditions, the extra oil that is churning inside a narrow air gap," the office says.
This causes the temperature within the generator to increase. On the 9 March flight, both generators over-heated, forcing the F-35's second back-up - the integrated power-pack - to take over. The F-35 needs electricity to move its flight controls.
The problem affected the alternate engine starter/generator, which is installed on AF-4, BF-5, CF-1 and all low-rate initial production aircraft. The other seven flight-test aircraft operate with a different engine starter/generator, and were not affected by the grounding.
Despite the flight-test disruption, programme officials do not expect the overall schedule to change. "Flight-test schedules are built with a margin for precautionary safety stand-downs," the programme office says.

flightglobal

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Citation :: F-35B test aircraft accomplish formation test

At a test range near Naval Air Station Patuxent River,
Md., two F-35B test aircraft accomplish a formation test point March 17.
Lockheed Martin test pilot David “Doc” Nelson flew BF-2 and Royal Air Force
Squadron Leader Steve Long piloted BF-3. The F-35B and F-35C variants are
undergoing test and evaluation for delivery to the Marine Corps and Navy
respectively. (Photo courtesy of Lockheed Martin)
Lockheed Martin press release

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Citation :: US rewards Norway with F-35 JSF parts order

Kongsberg has received an order worth MNOK 125 for rudders and vertical leading edges to the F-35 Lightning II Joint Strike Fighter (JSF).
The order is part of the framework agreement signed in 2008. This order includes delivery to 32 aircrafts in the LRIP 5.
Accumulated, Kongsberg has received orders for a total of 82 aircraft, demonstrating that the production in Norway for the F-35 program is well underway.

defenseworld

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Wawwo

Testing F-35′s Martin-Baker US16E ejection seat

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Citation :: HEres

PATUXENT RIVER, Md. (March 22, 2011) U.S. Marine Corps Lt. Col. Matt "Opie" Taylor pilots a Navy F-35 flight test aircraft CF-1 during approach to the TC-7 catapult at Naval Air Station Patuxent River. The CF-1 completed functional checks and performed the first test hookup of the F-35C to the catapult. Shipboard testing of the F-35C will take place aboard a Nimitz class aircraft carrier in 2013. The F-35C Navy variant and F-35B Marine Corps variant are being tested and evaluated at NAS Patuxent River in preparation for delivery to the fleet. (Photo courtesy of Lockheed Martin/Released)

HEres

PATUXENT RIVER, Md. (March 22, 2011) U.S. Marine Corp Lt. Col. Matt "Opie" Taylor pilots a Navy F-35 flight test aircraft CF-1 during approach to the TC-7 catapult at Naval Air Station Patuxent River. The CF-1 completed functional checks and performed the first test hookup of the F-35C to the catapult. Shipboard testing of the F-35C will take place aboard a Nimitz class aircraft carrier in 2013. The F-35C Navy variant and F-35B Marine Corps variant are being tested and evaluated at NAS Patuxent River in preparation for delivery to the fleet. (Photo courtesy of Lockheed Martin/Released)

HEres

PATUXENT RIVER, Md. (March 4, 2011) An F-35C Joint Strike Fighter test aircraft returns from a flutter envelope expansion flight. Marine Corps test pilot Lt. Col. Matt Kelly flew the aircraft faster than the speed of sound for the first time, reaching Mach 1.02 at 30,000 feet. The F-35B short take off and vertical landing (STOVL) variant and F-35C carrier variant are undergoing flight test and evaluation at the integrated test facility at Naval Air Station Patuxent River. (U.S. Navy photo courtesy of Lockheed Martin by Phaedra Loftis/Released)

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Invité

Citation :: Restructuring Places JSF Program on Firmer Footing, but Progress Still Lags

07:45 GMT, April 8, 2011 The F-35 Lightning II, also known as the Joint Strike Fighter (JSF), is the Department of Defense’s (DOD) most costly and ambitious aircraft acquisition, seeking to simultaneously develop and field three aircraft variants for the Air Force, Navy, Marine Corps, and eight international partners. The JSF is critical for recapitalizing tactical air forces and will require a long-term commitment to very large annual funding outlays. The current estimated investment is $382 billion to develop and procure 2,457 aircraft.

This report, prepared in response to a congressional mandate in the National Defense Authorization Act for Fiscal Year 2010, discusses (1) program cost and schedule changes and their implications on affordability; (2) progress made during 2010; (3) design and manufacturing maturity; and (4) test plans and progress. GAO’s work included analyses of a wide range of program documents and interviews with defense and contractor officials.

To sustain a focus on accountability and facilitate tradeoffs within the JSF program, GAO recommends that DOD (1) maintain annual funding levels at current budgeted amounts; (2) establish criteria for evaluating the STOVL’s progress and make independent reviews, allowing each variant to proceed at its own pace; and (3) conduct an independent review of the software development and lab accreditation processes. DOD concurred.

WHAT GAO FOUND

DOD continues to substantially restructure the JSF program, taking positive actions that should lead to more achievable and predictable outcomes. Restructuring has consequences—higher up-front development costs, fewer aircraft in the near term, training delays, and extended times for testing and delivering capabilities to warfighters. Total development funding is now $56.4 billion to complete in 2018, a 26 percent increase in cost and a 5-year slip in schedule compared to the current baseline. DOD also reduced procurement quantities by 246 aircraft through 2016, but has not calculated the net effects of restructuring on total procurement costs nor approved a new baseline. Affordability for the U.S. and partners is challenged by a near doubling in average unit prices since program start and higher estimated life-cycle costs. Going forward, the JSF requires unprecedented funding levels in a period of more austere defense budgets.

The program had mixed success in 2010, achieving 6 of 12 major goals it established and making varying degrees of progress on the others. Successes included the first flight of the carrier variant, award of a fixed-price aircraft procurement contract, and an accelerated pace in development flight tests that accomplished three times as many flights in 2010 as the previous 3 years combined. However, the program did not deliver as many aircraft to test and training sites as planned and made only a partial release of software capabilities. The short take off and landing variant (STOVL) experienced significant technical problems and did not meet flight test expectations. The Secretary of Defense directed a 2-year period to evaluate and engineer STOVL solutions.

After more than 9 years in development and 4 in production, the JSF program has not fully demonstrated that the aircraft design is stable, manufacturing processes are mature, and the system is reliable. Engineering drawings are still being released to the manufacturing floor and design changes continue at higher rates than desired. More changes are expected as testing accelerates. Test and production aircraft cost more and are taking longer to deliver than expected. Manufacturers are improving operations and implemented 8 of 20 recommendations from an expert panel, but have not yet demonstrated a capacity to efficiently produce at higher production rates. Substantial improvements in factory throughput and the global supply chain are needed.

Development testing is still early in demonstrating that aircraft will work as intended and meet warfighter requirements. Only about 4 percent of JSF capabilities have been completely verified by flight tests, lab results, or both. Only 3 of the extensive network of 32 ground test labs and simulation models are fully accredited to ensure the fidelity of results. Software development—essential for achieving about 80 percent of the JSF functionality—is significantly behind schedule as it enters its most challenging phase

defpro

La Belgique et le F-35
la Belgique est revenue dans le programme F-35 en 2009 cette info est a prendre au conditionel bien sur
toutefois la source est tres fiable elle parle de 45 à 50 avions dont minimum 6 biplaces
je ne devoilerai pas le dessous des cartes secret defense oblige

bonne nouvelle thierry, la belgique décide alors de rester dans le cours des grands Like a Star @ heaven

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"La stratégie est comme l'eau qui fuit les hauteurs et qui remplit les creux" SunTzu

FAMAS a écrit:: bonne nouvelle thierry, la belgique décide alors de rester dans le cours des grands

mouais bon je fais partie de ces opposants aux F-35 qui pour moi n'est pas adpatés aux missions ni à l'environement
tels que l'afghansitan ou la lybie mais bon
ce qui me derange vraiment c'est les conditions dans lequel ce futur contrat sera signé

Invité

thierrytigerfan a écrit:: mouais bon je fais partie de ces opposants aux F-35 qui pour moi n'est pas adpatés aux missions ni à l'environement
tels que l'afghansitan ou la lybie mais bon
ce qui me derange vraiment c'est les conditions dans lequel ce futur contrat sera signé

Salam Gawri Like a Star @ heaven

Je pense que la belgique doit d'abord se soucier de sa propre sécurité et son autodéfense avant de penser à d'éventuels déploiments de forces à l'étranger, le F35 est bon, c'est le seul appareil de nouvelle génération qui sera vraiment en mesure de tout faire pour une raison très simple, c'est que les appareils de série ne verront le jour qu'une fois le développement achevé, pas comme les Rafale et Typhoon qui ont déjà équipé plusieurs forces aériennes avant d'acquérir toutes les capacités opérationnelles.

En ce qui concerne des théâtres d'opération comme la Libye et l'Afgha, je suis navré de le dire mais des avions relativement ''anciens'' se sont montrés plus utiles! Tels que le bon vieu F16MLU, le Tornado, le Hornet...

Invité

Raptor a écrit:

thierrytigerfan a écrit:: mouais bon je fais partie de ces opposants aux F-35 qui pour moi n'est pas adpatés aux missions ni à l'environement
tels que l'afghansitan ou la lybie mais bon
ce qui me derange vraiment c'est les conditions dans lequel ce futur contrat sera signé

Salam Gawri Like a Star @ heaven

Je pense que la belgique doit d'abord se soucier de sa propre sécurité et son autodéfense avant de penser à d'éventuels déploiments de forces à l'étranger, le F35 est bon, c'est le seul appareil de nouvelle génération qui sera vraiment en mesure de tout faire pour une raison très simple, c'est que les appareils de série ne verront le jour qu'une fois le développement achevé, pas comme les Rafale et Typhoon qui ont déjà équipé plusieurs forces aériennes avant d'acquérir toutes les capacités opérationnelles.

En ce qui concerne des théâtres d'opération comme la Libye et l'Afgha, je suis navré de le dire mais des avions relativement ''anciens'' se sont montrés plus utiles! Tels que le bon vieu F16MLU, le Tornado, le Hornet...

Mais le development des "fighters" comme le F35, est conçu, a mon avis, pour faciliter la tache contre les systems de moyen/extrem-orient avec les quels occident est "en crise" (Syrie, Iran, Corée, etc..) avoir un F16MLU Vs MIG-29 sirien, Iranien ou Nord-coréen...c'est jouer un peut avec du feu...mais avoir un F22, F35, EF2000 ou Rafale, peut donner une avantage en ce qui cocerne avionics, armament superiority, maneuver handling etc etc...

Invité

oui t'a raison il faut se régénéré !!! se matos (f-16-tornado...) était redoutable a l'époque de la guerre froide mais maintenant je pense que s'est injuste de comparé un MLU a un SMT ou MKA !!!

Invité

Tabrisius a écrit:: Mais le development des "fighters" comme le F35, est conçu, a mon avis, pour faciliter la tache contre les systems de moyen/extrem-orient avec les quels occident est "en crise" (Syrie, Iran, Corée, etc..) avoir un F16MLU Vs MIG-29 sirien, Iranien ou Nord-coréen...c'est jouer un peut avec du feu...mais avoir un F22, F35, EF2000 ou Rafale, peut donner une avantage en ce qui cocerne avionics, armament superiority, maneuver handling etc etc...

Je n'ai pas dit qu'il faut avoir des F16MLU, si tu as lu mon post tu comprendras que je suis pour l'acquisition de F35 par la belgique, j'ai constaté un fait, c'est que ces avions se sont montrés utiles ./ ça n'a rien avoir avec ce que je veux moi et ce que tu penses toi, c'est un fait réel sur le terrain que je constate.

Il faut bien comprendre le sens des posts pour éviter de déviler le sujet et provoquer des HS inutiles, ton histoire de F16MLU vs MiG2 c'est HS ici, mais sache que le F16MLU c'est fait et conçu pour manger le Mig29, les Mig29 abattus en serbie c'est grâce à des MLU. Et saches aussi que les 3 nations dont tu parle ne possèdent plus une aviation de combats proporement dite, l'aviation syrienne a été détruite par l'armée israelienne en 1982 et ce qu'il en reste est victime du manque de moyens, l'aviation iranienne est constituée d'avions hors d'age+des copies fabriquées localement comme le sa3i9a et autres, l'armée nord coréenne et inopérationnelle après la chute de l'URSS, il y a 20 ans qu'ils ont pas reçu de pièces de renchange...

Stp évite moi ce désagrement, mon post était claire, je ne peux pas à chaque fois t'expliquer à toi seul une 2ème fois après chaque post.

adnane pacha a écrit:: oui t'a raison il faut se régénéré !!! se matos (f-16-tornado...) était redoutable a l'époque de la guerre froide mais maintenant je pense que s'est injuste de comparé un MLU a un SMT ou MKA !!!

ALLAH ie3fou 3lik.

Raptor a écrit:

thierrytigerfan a écrit:: mouais bon je fais partie de ces opposants aux F-35 qui pour moi n'est pas adpatés aux missions ni à l'environement
tels que l'afghansitan ou la lybie mais bon
ce qui me derange vraiment c'est les conditions dans lequel ce futur contrat sera signé

Salam Gawri Like a Star @ heaven

Je pense que la belgique doit d'abord se soucier de sa propre sécurité et son autodéfense avant de penser à d'éventuels déploiments de forces à l'étranger, le F35 est bon, c'est le seul appareil de nouvelle génération qui sera vraiment en mesure de tout faire pour une raison très simple, c'est que les appareils de série ne verront le jour qu'une fois le développement achevé, pas comme les Rafale et Typhoon qui ont déjà équipé plusieurs forces aériennes avant d'acquérir toutes les capacités opérationnelles.

En ce qui concerne des théâtres d'opération comme la Libye et l'Afgha, je suis navré de le dire mais des avions relativement ''anciens'' se sont montrés plus utiles! Tels que le bon vieu F16MLU, le Tornado, le Hornet...

salham mon ami

oui c'est clair que la défense nationale doit etre assurée, on c'etait fait à l'idée de ne plus avoir d'aviation de combat
et paf nous voilà à nouveau dans la confrerie
comme tu le dit si bien les avions anciens sont meilleures que les derniers nés de l'industrie aéronautique, les Us l'ont
bien appris avec le A-10 qui restent un des meilleur avion dans son role, de meme les F-16 Mlu belge démontrent
a certaines puissances on decrites comme telle que c'est dans les veilles casseroles qu'ont fait la meilleure soupe
la disponibilité des F-16 Belge en Astan est optimale et grace à l'emploi de la nacelle Sniper les belge se voient confié
les missions de haute précision, là où un F-16 belge part seul en mission d'appui les français par exemple doivent deployés
des paires de 2000d ,de supe Etendard voir même de Rafale, la nacelle Damocles etant moins précise et les avions n'etant pas à même de porter et l'armement et la nacelle de désignation
ceci dit le nombre de F-35 qui seront commandés par les Belges leurs permettront de continuer a mettre a disposition des
avions pour des opérations similaires à la Lybie ou l'Astan
24 avions ready combat + 4 scramble c'est encore dans le domaine du possible
et compte tenu que le cokpit du F-16AM M6 est assez semblable au cokpit du F-35 il n'y aura pas d'obstacle majeur pour la prise en main du F-35

Citation :: Third F-35B aircraft completes STOVL mode flight

Over an Atlantic test range near Naval Air Station Patuxent River, U.S. Marine Corps test pilot Lt. Col. Fred “Tinman” Schenk completes the first flight of F-35B test aircraft BF-4 in short takeoff, vertical landing (STOVL) mode. The flight marks growing maturity of STOVL flight with the third F-35B aircraft at NAS Patuxent River performing STOVL test missions. BF-4 is also the only mission systems test aircraft flying Block 1.0 software to fly in STOVL mode. The F-35B STOVL variant and F-35C carrier variant are undergoing test and evaluation at NAS Patuxent River prior to delivery to the fleet. Photos courtesy of Lockheed Martin.

aviationnews.eu

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Citation :: F-35 effort stabilizes, but may still be late

Overall, the F-35 Lightning II program is making progress, but much more needs to be done before the tri-service effort can be considered truly back on track, Vice Adm. David Venlet, the program’s manager, told reporters Thursday. dwe
Venlet said that flight testing has begun to pick up as of the beginning of the year. As well, the program’s ability to manufacture aircraft is beginning to stabilize.
Still, the admiral reiterated other senior Pentagon officials’ warning this year that the initial operational capability might slip past the planned 2016 date for the Air Force and Navy versions of the stealthy fifth-generation fighter jet.
“Our [Technical Baseline Review] schedule now shows development test completing in ’16. Realistically, I don’t see it being in ’16 for Air Force and Navy,” he said.
But Venlet said he deferred to the service chiefs about exactly when the aircraft would be declared operational.
This year and next year, the program must demonstrate that costs are under control, with the first order of business to determine the actual cost of the Low Rate Initial Production (LRIP) Four contract aircraft, he said.
“We’re probably just approaching about the early first 10 percent of LRIP-4 production, and I’m waiting to see actuals align to the baseline,” Venlet said. “Then we’ll be negotiating LRIP-5.”
LRIP-5 will consist of 35 aircraft, he said.
Lockheed Martin, the F-35’s prime contractor, is set to deliver its proposal shortly. After the government receives the contract, the program office will extensively review the proposal before negotiations begin, Venlet said. The program office also will conduct a “should cost” review.
It is important that Lockheed deliver on the LRIP-4 contract, Venlet said. Though the LRIP-4 contract is based on a fixed price, the dollar amount the government pays is allowed to rise by about 6.5 percent. If the price exceeds that amount, Lockheed is on the hook for that additional cost.
However, Venlet said the government cannot allow the company to be driven out of business by absorbing huge additional costs indefinitely, and as such, contracts for LRIP-5 could be adjusted to ensure the company has an acceptable margin. This, Venlet said, is why Lockheed’s performance on LRIP-4 is so important. Venlet said, thus far, he is very pleased with the F-35’s radar cross-section, which has undergone testing over ranges.
“We don’t have any worries currently that [is] going to be a defective piece of the aircraft,” he said.
However, other manufacturing issues are plaguing the program. There are parts shortages for the Navy’s F-35C version, and some engines have had to be replaced due to quality problems.
Venlet also said the manufacturing timelines of certain parts need to be shorter. Currently, some parts take 29 months to build; he wants that down to 24 months.
The other big task on the plate for the F-35 program is to build a sustainment strategy for the aircraft, Venlet said.
“This is really a year to focus on sustainment,” he said.

airforcetimes

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Citation :: New engine snag upsets F-35 manfacturing progress

A new quality issue with Pratt & Whitney F135 engines has upset a manufacturing system for the Lockheed Martin F-35 that is otherwise showing signs of reaching stability, according to the programme's top executive.
While previous manufacturing schedules wasted one day of work for every two days of calendar time, the latest approved timetable - internally dubbed "shop operating plan (SOP)-5" - has not deviated by more than about two days cumulatively since being adopted six months ago, says Rear Adm David Venlet, F-35 programme executive officer.
Speaking to reporters on 21 April, Venlet predicted that the pace of deliveries would start increasing after Lockheed delivers the last three of 13 test aircraft that have long been associated with unforeseen complications and schedule delays.
Engine quality problems, however, have become a major issue for that F-35 manufacturing schedule in the last several weeks.
Pratt & Whitney confirms that a "small number" of F135 test and production engines have been replaced with spares since March. The replacements were ordered after a ground test engine was found to be mis-assembled after an overhaul, Pratt & Whitney says. Further checks identified the same problem on other test and production engines.
"These engines are being replaced by spare engines on site in Fort Worth, with no impact to the F-35 flight test program," the company says.
However, Venlet says the engine problem has caused a short-term interruption to the new manufacturing plan.
"The engines are getting there and they are recovering to schedule," Venlet says. "The shop operating plan has some resilience in it - a few engine changes. We can't be changing every engine. So [the manufacturing schedule] will drop off but I think we'll see it recover."
Venlet's predecessor, Brig Gen David Heinz, also complained about quality control issues on the F135 engine, telling reporters in July 2009 that although individual turbine stages met quality specifications, the combined stack of stages in a completed engine did not meet tolerances for quality.
P&W officials have said that the "stack" problem cited by Heinz was corrected long ago.
The F135 is now the only F-35 engine after the Department of Defense terminated the General Electric/Rolls-Royce F136 alternate engine on 25 February.

flightglobal

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Citation :: F-35B prepares for rough seas
NAVAL AIR SYSTEMS COMMAND, PATUXENT RIVER, Md. – The F-35B moved another step forward to shipboard testing on board USS Wasp (LHD-1) this year, as F-35 integrated test force personnel used weights to simulate shipboard padeyes during an evaluation of chain down procedures on F-35B test aircraft BF-1. The team observed no points of interference and identified ways to optimize aircraft jacking techniques. Padeyes are used on ships to secure equipment to the deck during various sea states. The F-35B and F-35C Lightning II Joint Strike Fighter variants are undergoing test and evaluation at Naval Air Station Patuxent River prior to eventual delivery to the fleet. Photo courtesy of Lockheed Martin.

Click here for High Resolution Photo

navy.mil/press

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Citation :: Second F-35C Completes Inaugural Flight

FORT WORTH, Texas, May 2nd, 2011 -- The second F-35C Lightning II carrier variant takes off on its first flight from Naval Air Station (NAS) Fort Worth Joint Reserve Base Friday, April 29. Lockheed Martin F-35 Test Pilot Bill Gigliotti piloted the jet on its first flight. The supersonic F-35C, known as CF-2, is scheduled to fly to NAS Patuxent River, Md., later this year, where it will join the first F-35C and four F-35B short takeoff/vertical landing jets to continue flight testing.
(Lockheed Martin )

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Citation :: Reserve tanker crew first operational crew to refuel F-35

5/5/2011 - SEYMOUR JOHNSON AIR FORCE BASE, N.C. (AFNS) -- What started out as a routine mission for Airmen from the Air Force Reserve Command's 916th Air Refueling Wing turned into an historic 'first in flight' moment recently.

Flying a KC-135R Stratotanker, a flight crew and a maintenance crew from the wing's 911th Air Refueling Squadron thought they were headed to California to support training and airlift for other wings. But what surprised these five Airmen when they arrived at Edwards Air Force Base was the mission they were actually given, to be the first operational tanker crew to refuel the F-35 Lightning II joint strike fighter.

"We were the very first aircrew allowed to refuel the F-35, since the guidance allowing AMC crews to do so had just come out the night before," said Capt. Robert Draper, a 911th ARS pilot.

The crew was in California to support both F-35 and F-22 Raptor flight testing.

Coincidentally, members of the 916th ARW also were the first to refuel the F-22 a few years ago off the coast of Florida.

Along with Captain Draper, Lt. Fred Burnette, Staff Sgts. Travis Swinson and Jonathan Wygal and Airman First Class Timothy Carter were part of this historic mission.

www.af.mil/news

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Citation :: Lockheed Martin’s F-35 Fighter Jet Passes Initial Stealth Hurdle

By Tony Capaccio -
document.write(dateFormat(new Date(1304543371000),"mmm d, yyyy h:MM TT Z"));
May 4, 2011 10:09 PM GMT+0100

Lockheed Martin Corp. (LMT)’s F-35 fighter jet has passed its initial radar-evasion testing and there are no “major potential changes contemplated for any of the stealth design,” according to the U.S. program office.
The program office has collected radar cross-section information on the Air Force version of the aircraft and “we are very pleased, very pleased,” U.S. Navy Vice Admiral David Venlet, the program manager, said in an interview.
Still, “this is not a one-test ‘Eureka’ and it’s done,” he said. The Air Force version will comprise the greatest number of the 2,457 planned F-35s.
Venlet said he expected similar results from the Navy and Marine Corps short-takeoff-and-vertical-landing versions when they are tested. Lockheed Martin in November measured two early- production Air Force models, which also passed with no “major variances,” Venlet’s office said.
“So we do not have major concerns,” Venlet said. “We are always going to pay attention to it, because if you don’t, it will always be a source of rework and cost growth. But as early as we are, we are very pleased.”
The F-35 is being developed as the Pentagon’s premier fifth-generation stealth fighter, capable of penetrating the heaviest enemy air defense. When fielded, it would join the B-2 bomber and the F-22 fighter in the U.S. stealth jet inventory.
DCMA Concerns

The Pentagon’s Defense Contract Management Agency told congressional investigators that it had “noted difficulties” with Lockheed Martin manufacturing of the aircraft’s outer surface, or “mold line.” The process involves detailed attention to the skin’s finish, fasteners and drain holes that affect an aircraft’s radar-evading profile.
The U.S. Government Accountability Office, in an F-35 report last month based on DCMA input, said the “inability to meet the outer mold line requirements could have major impacts on cost as well as stealth requirements and capabilities.”
“This problem is not expected to be resolved until the June 2015 time frame, after which a large number of aircraft will have been built and would need to be retrofitted for any design changes,” the GAO wrote.
Venlet said the DCMA raised valid concerns and reflected “signs of the early attention being paid” to outer mold line manufacturing tolerances “because it can’t get out of control.”
The DCMA’s reports “are extremely accurate, and we act on them,” he said. “It triggered attention, drove action.” Action has been taken to “optimize production for stealth requirements,” his office said.
Lockheed Martin spokesman Michael Rein said in an e-mail that “while there are challenges in holding tight tolerance specifications, all F-35s are meeting the requirements and are compliant in form, fit, function and stealth.”
“Manufacturing improvement processes and changes are in place to address tolerance challenges,” Rein said, and more changes are being made “to continually improve the product.”

bloomberg

Citation :: Pratt & Whitney Delivers First F135 Engine for Low Rate Initial Production Lot 3

EAST HARTFORD, Conn., May 6, 2011 – Pratt & Whitney has delivered the first F135 engine for low rate initial production (LRIP) 3 to the U.S. Government for the F-35 Lightning II program. F135 engines in LRIP 3 meet established affordability targets and include engine modifications and improvements based on findings from the F-35 flight test program. Pratt & Whitney is a United Technologies Corp. (NYSE: UTX) company.

“Delivery of our 21st production engine is a significant milestone for the F-35 program, as we continue to deliver a more mature and capable F135 engine to meet the evolving needs of the war fighter,” said Bennett Croswell, vice president, F135/F119 Engine Programs. “In doing so, we continue reducing costs to produce a more affordable and reliable product for our customers.”

As part of LRIP 3, Pratt & Whitney will begin delivery of F135 engines to all three branches of the U.S. Armed Forces, as well as F-35 partner countries the United Kingdom and The Netherlands. Pratt & Whitney has delivered all 20 of the F135 engines in LRIP 1 and 2.

Pratt & Whitney has designed, developed and tested the F135 to deliver the most advanced fifth-generation fighter engine for the United States and its allies around the world. The F135 is the only engine powering the F-35 test program with more than 88 flawless vertical landings, 845 flight tests and 1,200 flight hours.

Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines, space propulsion systems and industrial gas turbines. United Technologies, based in Hartford, Conn., is a diversified company providing high technology products and services to the global aerospace and building industries.

This press release contains forward-looking statements concerning future business opportunities. Actual results may differ materially from those projected as a result of certain risks and uncertainties, including but not limited to changes in the U.S. Government funding related to the F-35 and F135 programs, changes in government procurement priorities and practices or in the number of aircraft to be built; challenges in the design, development, production and support of technologies; as well as other risks and uncertainties, including but not limited to those detailed from time to time in United Technologies Corporation’s Securities and Exchange Commission filings.

pratt-whitney

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Citation :

Lockheed Martin F-35 Program Flight Test Update

May 11, 2011 by Marcel van Leeuwen

JSF F-35 Lightning II - Page 14 F-35-formation-tests-2-600x337

Lockheed Martin F-35 Program Flight Test Update, May 11th, 2011 — Since the last F-35 flight test program update issued March 31, Lockheed Martin [NYSE: LMT] F-35 Lightning II aircraft have conducted 125 test flights, bringing the total number of flights for the year to 331.
Several flight test key milestones were accomplished since the last report:

The F-35 program flew the most flights ever recorded on one day (May 6) when a combined total of eight test flights were completed at all three of its flight test locations. (Edwards AFB, Calif.; Fort Worth, Texas, and Naval Air Station Patuxent River, Md.)
The U.S. Air Force accepted into its fleet the first of a planned 1,763 production-model F-35 Lightning II stealth fighters when AF-7 was delivered to Edwards Air Force Base, Calif., on May 6. It is the first aircraft from Low Rate Initial Production (LRIP) lot one delivered.
The first F-35A production aircraft that will be delivered to Eglin Air Force Base, Fla., accomplished its first flight on May 6. Known as AF-8, the aircraft will be delivered to Eglin for pilot and maintainer training later this year. This jet is the first aircraft to fly from Low Rate Initial Production lot two.
The second F-35C carrier variant (CV), known as CF-2 completed its first flight April 29. Later this month it is scheduled to be delivered to the F-35 test fleet at Naval Air Station Patuxent River, Md., (PAX).
The program recorded the 300th System Development and Demonstration flight of 2011 on May 6.
At Edwards, F-35s passed the 250 flight mark of the conventional takeoff and landing (CTOL) variant on May 5. The first test jets, AF-1 and AF-2, arrived there on May 17, 2010.
Two more F-35B short takeoff/vertical landing (STOVL) jets, BF-3 and BF-4 performed their first vertical landings. BF-4 flew its mission on Apr. 27 and BF-3 on Apr. 29. STOVL jets have conducted 94 vertical landings to date in 2011.

The following totals and highlights capture the overall flight test activity since March 31, and cumulative totals for 2011:

F-35A (CTOL) aircraft conducted 57 flights. In 2011, CTOL jets have flown 146 times.
F-35B (STOVL) aircraft conducted 43 flights. In 2011, STOVL aircraft have completed 144 flights and 84 vertical landings.
F-35C (CV) aircraft accomplished 25 flights. In 2011, CV jets have flown 41 times.
From the start of flight testing in December 2006 through Tuesday, F-35s flew 878 times.

Lockheed Martin press release

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Citation :: F-35A may need mods to fix range shortfall

An internal report predicts the Lockheed Martin F-35A conventional take-off and landing (CTOL) variant is falling short on a key performance requirement, forcing programme officials to consider a range of aircraft modifications to fix the problem.

Combat radius, the maximum distance of an out-bound leg with a full load of weapons and fuel, has dropped to 1,080km (584nm) for the F-35A, according to a leaked copy of the 2010 F-35 selection acquisition report (SAR).

That falls slightly below the specification for a minimum combat radius of 1,091km, one of seven mandatory “key performance parameters” that apply to the CTOL variant, the 31 December report states.

The SAR report shows combat radius for the other two F-35 variants has also declined, but remain above the threshold mandated by Lockheed's development contract.

The CTOL variant was originally expected to exceed the minimum combat radius by 185km, flying almost 1,280km one-way before needing to return to base or refuel in-flight.

But the number has been falling for several years and dropped by 41.8km this year based on a set of new assumptions.

The F-35's propulsion and avionics are running at higher temperatures than expected. To compensate, more bleed air from the Pratt & Whitney F135 engine is used for cooling, but this reduced propulsion efficiency and shortened range by 19.3km, according to sources familiar with the design issues. Another 16.1km of range was lost by new estimates about the aircraft's actual fuel capacity. Finally, the weight and drag of the aircraft's electro-optical targeting system was factored into the F-35's performance calculations, further reducing range by 6.4km.

As a result, the programme office is considering “realistic aircraft modifications to add fuel capacity” in an effort to meet the requirement, according to the SAR report.

One simple change under review is a software tweak that would maximise the amount of fuel taken onboard during in-flight refuelling. Another relatively simple fix is to raise shut-off valves higher inside the fuel tank to create slightly more capacity, a source said, adding: "That gets you back a lot of the fuel that you need to recover" to meet the range mandated by the contract.

A more complex solution also being considered is to install new fuel tanks in a small number of hollow spaces within the aircraft's structure.

But programme officials are also debating whether to change how the range of the F-35A is calculated, the source said. The equation does not include a buffer margin of 5% of fuel capacity, which is intended to be preserved through the end of the flight test period in 2016. Eliminating the buffer margin adds another 72.4km to the aircraft's combat radius, the source said.

flightglobal

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Citation :: F-35 Tests Proceed, Revealing F/A-18-Like Performance

The U.S. Marine Corps' short-takeoff/vertical-landing (STOVL) F-35B Joint Strike Fighter (JSF) has completed all of the vertical landings and about 80 percent of the short takeoffs required to begin testing aboard an amphibious assault ship later this year, according to a test pilot at Naval Air Station Patuxent River, Md.
The tests are filling in details about the plane's flight characteristics, which are turning out to be quite similar to the F/A-18 Hornet
The STOVL variant, which was placed on a two-year "probation" late last year by Defense Secretary Robert Gates, has been plagued by teething problems with various inlet doors and other ancillary hardware associated with vertical landings.
"The testing has been going very well over the last couple of months," said Marine Lt. Col. Matthew Kelly, an F-35 test pilot with an F/A-18 Hornet background. "We have performed all the vertical landings necessary to go out to the boat and do testing. We're at about 80 percent of the short takeoffs."
Over the past three months, pilots at the Maryland base have flown more than 125 sorties, many of which were dedicated to preparing for shipboard testing, Kelly said.
"Right now, we're in very good shape to get all of our testing done and to be ready to go to the ship this fall," he said.
Eventually, the F-35B will perform vertical takeoffs, but that testing has yet to be performed because other STOVL trials are of more immediate import, Kelly said.
"There is a requirement for that and we do plan on performing vertical takeoffs," he said.
Marine Corps leaders, who have steadfastly stood by the F-35B as their primary warplane, said they are optimistic about the variant's future.
"We're very encouraged with the performance of the aircraft in tests this year," said Brig. Gen. Gary Thomas, the Marines' assistant deputy commandant for aviation. "Just through early May, we've done seven times the number of vertical landings that we did all of last year. I think we're at about 200 percent of our planned test points today."
The improving test results will be part of discussions between Marine Corps and Defense Department leaders on how the F-35B will get off the probation list, Thomas said.
But so far, there has been no decision on the criteria that will be used to judge the jet's progress, he said. A Familiar Flight Envelope

The F-35 program is also making headway in clearing the flight envelope to begin training at Eglin Air Force Base, Fla. There have been few surprises, Kelly said.
Operational pilots should be thrilled with the F-35's performance, Kelly said. The F-35 Energy-Management diagrams, which display an aircraft's energy and maneuvering performance within its airspeed range and for different load factors, are similar to the F/A-18 but the F-35 offers better acceleration at certain points of the flight envelope.
"The E-M diagrams are very similar between the F-35B, F-35C and the F/A-18. There are some subtle differences in maximum turn rates and some slight differences in where corner airspeeds are exactly," Kelly said.
Thomas, who is also an F/A-18 pilot and a graduate of the Navy's Top Gun program and the Marines' Weapons and Tactics Instructor Course, agreed that all three variants should be lethal in the within-visual-range fight.
Beyond visual range, the aircraft's radar and stealthiness will enable it to dominate the skies, Thomas said.
Stealth will allow the F-35 to go into the teeth of enemy air defenses, which are becoming increasingly lethal, Thomas said. The Marines intend to operate the F-35 for 30 to 40 years, when stealth may be required even for close-air support.
"Stealth is going to be a requirement," Thomas said, echoing a point one normally hears mostly from U.S. Air Force officials.
Alongside stealth, the sensors and networking are crucial to the F-35 program.
To that end, Kelly said that mission systems testing for the jet's radar and infrared sensors have been going well. He offered unqualified praise for the F-35's APG-81 active electronically scanned array radar. Software Update

The program is testing Block 1 software, which will be used to start training. The standard for Initial Operational Capability (IOC) will be the Block 3 software for the Air Force and the Navy, but the Marine Corps will likely declare IOC with interim software Block 2B flying on F-35B aircraft based at Marine Corps Air Station Yuma, Ariz., Thomas said.
The pace of software development will ultimately dictate when IOC will happen, he said.
The first operational F-35Bs will be delivered in 2012 using Block 2B software, Thomas said. Defending The Buy

Thomas vigorously defended the service's planned purchase of 340 F-35B aircraft as vital to the Marine Corps' amphibious operations. The "basing flexibility" offered by the aircraft would allow the Marines to operate not only on amphibious assault ships, but also from expeditionary airfields closer to ground combat zones.
Marine air wings have the ability to construct short runways easily, he said. Moreover, there are 10 times as many short runways as 10,000-foot runways.
The service has singled out the F-35 and the Amphibious Combat Vehicle, which replaced the recently canceled Expeditionary Fighting Vehicle effort, as its two most essential programs in the forthcoming budget crunch.
"Within our investment portfolio, we feel those are capabilities we really need, and that's where our priorities are going to be," Thomas said. "There is no Plan B."
However, the Marines are also planning to buy 80 F-35C carrier variant aircraft, which would fill out five squadrons of 10 planes each. Those aircraft would operate as part of the Navy's carrier air wings while the remainder would be used for training, depot maintenance and attrition reserves. The Marines will receive three F-35C models in 2014.
The shift came about because STOVL operations would disrupt the launch cycle onboard the Navy's large deck carriers, Thomas said. "The Navy felt at this time it would be more appropriate to continue with the conventional F-35C," he said.
Flying both variants will not impose enormous strains on the Marines' training and logistical pipelines because the planes are largely similar, Thomas said.
It should be comparatively easy for pilots to move between F-35 variants, Kelly said.
Flight testing for the F-35C carrier variant is also proceeding on course.
"We've made very good progress over the last few months with what we call flutter testing, which is generally the first line of testing of a new airplane," Kelly said.
The C-model aircraft has flown supersonic and has performed the first trial hook-ups for the catapult launchers found onboard U.S. Navy aircraft carriers.
Next week, a second F-35C will arrive at Patuxent River and will be used to expand the G-loading envelope, Kelly said.

defensenews

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Invité

J'ai pas reussi a poster les images donc je vous donne le lien.. les scannes en rapport au JSF sont a partir de la 19ieme image à la 28 ieme.
Vraiment dsl et bonne lecture.

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