Moderadores: Lepanto, poliorcetes, Edu, Orel
Milites escribió:La verdad que los propagandistas del Irrenunciable se ganan el jornal
ruso escribió:Milites escribió:La verdad que los propagandistas del Irrenunciable se ganan el jornal
Si la US Navy te invita a una visita a uno de sus portas, encima viajando en un C-2, lo menos que puedes hacer es hablar bien de su avión.
Urcitano escribió:Por esto España comprará el F-35
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Pathfinder escribió:Vamos con cosas importantes. Localizando Sistemas SAM rusos desde Polonia o aguas internacionales situados en Kaliningrado y Ucrania. Desde centenares de kilómetros. Probablemente gracias en su mayor parte al Barracuda. Probablemente algún sistema S ruso fue eliminado en Ucrania gracias a la geolocalización por parte de Lightnings, luego esa info se pasaría a Ucrania.
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Air System Modernization
The original program engine specification allocated 15 kW of bleed air extraction to support system cooling requirements, and the F135 engine was designed, tested, and qualified to this specification with a level of margin available for future growth. During the final stages of initial aircraft development, air vehicle cooling requirements grew to exceed planned bleed air extraction. To provide the necessary bleed air, the engine is required to run hotter, and the program is realizing the effects of this through an increase in operating temperature, and a decrease in engine life, which is driving earlier depot inductions and an increase in lifecycle cost. Without upgrades, the addition of Block 4 capabilities will further degrade engine life and increase program lifecycle costs, because while the current TR-2 and TR-3 aircraft have sufficient cooling and power (while impacting the engine life as stated above), capabilities in Block 4 and beyond will increase cooling and power demands beyond current capabilities of the air system. To avoid this, upgrades to the engine, the Power and Thermal Management System (PTMS), and other vehicle systems may be required.
With this President’s budget, the Department has selected an F135 Engine Core Upgrade (ECU) and a PTMS upgrade as the path forward to address these challenges. This Course of Action (COA) was selected following a thorough Air System Modernization Business Case Analysis (BCA) completed in FY22. The BCA included the ECU COA, a COA for Adaptive Engine Transition Program (AETP) engines, and a COA for Tri-Variant Adaptive (TVA) Engines. The results of the BCA have been shared with your committee staff members. With the Department’s selection of the ECU and PTMS upgrades as the way forward, my team is implementing the planning and design work to affect these upgrades.
The work for the ECU upgrade is already underway, thanks to congressional adds for that effort. Over the next few months, we will continue developing an acquisition strategy for air system modernization addressing all development, test, production, and sustainment risks and opportunities.
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War on Readiness
The F-35 Enterprise is driving towards continued improvements to our sustainment system, with the objective to improve availability rates. As the FY22 Annual DOT&E Report indicates – the F-35 combat coded fleet achieved its 65% target for monthly average availability for the combined twelve months ending in September 2022. Still, readiness challenges remain, as indicated in multiple GAO findings. As of February 2023, the monthly average readiness rates for the U.S. F-35 Fleet were 53.1% Mission Capable and 29.3% Full Mission Capable. This is unacceptable, and maximizing readiness is my top priority as the F-35 PEO. I have set a target over the next twelve months to increase availability by at least 10%.
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Thanks to congressional assistance, I’m pleased to say we have continued positive progress on F135 Power Modules (PMs) over the past year. This year, we implemented expanded limits for the High Pressure Turbine (HPT) section, along with new processes for borescope and triage of internal engine damage. This resulted in a removal rate reduction of fifty-seven percent from May to December 2022, for a total annual removal of eighty-four modules versus the one hundred twenty-seven forecasted. Our 2023 forecast removal rates are now reduced by thirty-three PMs.
Additionally, Tinker’s Heavy Maintenance Center (HMC) produced seventy-three PMs in 2022, surpassing plans for sixty as presented in last year’s testimony. The HMC remains on track to produce 120 PMs required to meet anticipated demand. HMC lessons learned are being communicated to Fleet Readiness Center Southeast (NAS Jacksonville, Florida) to ensure smooth depot production standup at that facility.
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The three-pronged PM recovery plan was implemented, and the PM availability degrader issue was resolved three years ahead of schedule. At the beginning of 2022, we had forty-eight holes in aircraft due to PMs; by the end of the year that number was down to three. As of February 2023, only one aircraft was awaiting a PM.
Finally, as a result of F-35 readiness efforts over the past five months, we’ve accelerated two of our top degrader return-to-green plans by three months and incorporated reliability improvements, which will have positive impacts on reducing failure rates and improving availability.
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Technical Data Rights
As the program matures, we continue to look for ways to reduce sustainment operating costs. Securing technical data to enable organic maintenance and repair of aircraft, assemblies, and components remains critical to this effort. For example, we have government software depot personnel at industry locations actively engaging in software sustainment activities. We are developing strategies to address the activation of software depots to enable organic software sustainment capability and we anticipate activation of software depots in FY24. Terms negotiated as part of the Lot 15-17 Air Vehicle Production contract with Lockheed Martin will enable the Government to place orders for data that were developed on older contracts. Specifically, Lockheed Martin is obligated to deliver noncommercial technical data and computer software developed under prior contracts without schedule restrictions that would otherwise apply. Under this term, the Government is no longer restricted by such time frames which increases Government ability to order data to support depot functions. The F-35 program is currently evaluating data necessary to support organic maintenance and repair including software sustainment, and we will be utilizing the extended ordering authority to secure such data. We have seen successes in deferred ordered delivery of Component Maintenance Manuals (CMM) to expand the Government’s ability to perform repairs. Finally, we are committed to improving the data contracting processes to support enterprise objectives. As such, we have established a Data Requirement Review Board (DRRB) to review contracted data requirements within the program. The board evaluates and authenticates requirements and reduces redundancy of data deliverables by reviewing contract data packages. While we’ve made significant progress on technical data rights, there is more work to be done. We’re appreciative of the House Armed Services Committee’s continued focus on this topic, and will do our part as we work alongside industry teammates, ensuring fair and reasonable contracts lead directly to enhanced warfighter readiness.
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Through November 2022, the JPO has captured $21.0B (CY12$) of sustainment cost reductions over the program lifecycle. These reductions reflect a collection of initiatives fielded through the JPO’s Affordability Directorate and consist of various reliability and maintainability projects, propulsion component improvement projects, capability updates, and administrator headcount reductions. Historically, the F-35 JPO has driven down the CY12$ cost per flight hour (USAF A-Variant: O&S less indirects & mods, plus production support) from $87.3k in 2014 to $36.1k in 2022 and cost per tail per year (CPTPY) from $8.7M to $6.4M over the same timeperiod. As the fleet continues to grow, sustainment cost reduction is more important than ever before. This is a primary focus for me – and the entire F-35 Enterprise.
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(ibidem)capabilities in Block 4 and beyond will increase cooling and power demands beyond current capabilities of the air system.
Si la US Navy te invita a una visita a uno de sus portas, encima viajando en un C-2, lo menos que puedes hacer es hablar bien de su avión.
Franfran2424 escribió:Pathfinder escribió:Vamos con cosas importantes. Localizando Sistemas SAM rusos desde Polonia o aguas internacionales situados en Kaliningrado y Ucrania. Desde centenares de kilómetros. Probablemente gracias en su mayor parte al Barracuda. Probablemente algún sistema S ruso fue eliminado en Ucrania gracias a la geolocalización por parte de Lightnings, luego esa info se pasaría a Ucrania.
Si ahora es noticia que identifican SAM activos en Kaliningrado estamos buenos.
Lo de que identifican objetivos en Ucrania lo dudo, igual hablan de S-300 ucranianos .
Por el rango de sus sistemas de deteccion, si me estás contando que un F-35 en Polonia detecta radares en el Donbass . Solo desde Polonia hasta Kherson hay 800km.
Pathfinder escribió:Convendría que antes de postear algo, leyeras bien la información que se postea. Pero ya cansa este tipo de post tuyos.
Localizando Sistemas SAM rusos desde Polonia o aguas internacionales situados en Kaliningrado y Ucrania.
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