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Aviation History
2002
2002 - 2832.PDF
AIR FORCE ASSOCIATION TESTING GRAHAM WARWICK / WASHINGTON DC USAF says redesignated F/A-22 Raptor will meet operational tests deadline Expanded flight envelope and more stable software needed as attack role takes on new importance with the issue in a couple ot months", said Jabour, speaking at the Air Force Association conven tion in Washington DC last week. Modified "blow-by" rudder actua tors will solve the low-frequency problem, he says. High-frequency vibration will be tackled by altering three ribs at each vertical tail tip from composite to titanium. The other issue, avionics stability, will be tackled by freezing software development with the next release, Block 3.1.1, and incorporating two minor builds "to ensure it is stable before we move on", says Jabour. This will stretch the schedule, but still support operational testing next year, he says, as Block 3.1.1 has the functionality required for initial operational capability, except Link 16, intraflight datalink and embed ded training. The fighter/attack designation has been adopted "to reflect the air craft's inherent capabilities", says Testing with underwing stores has already begun Jabour. The change results from a "clean sheet" review of the pro gramme ordered earlier this year, and comes as the Department of Defense decides how many the US Air Force will buy. Numbers consid ered have been as low as 180 and as high as 762, with reports suggesting the USAF wants at least 381 F/A-22s compared to the previous plan for 295 F-22s. The USAF says the F/A-22 will be used for deep strike against mobile targets, such as missile launchers. Armament at service entry in 2005 will include two 450kg (1,0001b) Joint Direct Attack Munitions. An improved radar to be delivered from 2007 will allow new air-to- ground modes to be introduced, and the Small Diameter Bomb will be added once it is developed. TILTROTORS PAUL LEWIS / WASHINGTON DC Bell Boeing Osprey team seeks $10m price cut The newly redesignated Lockheed Martin/Boeing F/A-22 Raptor will be ready for operational testing in the third quarter of next year, according to the US Air Force, fol lowing restructuring of the flight- test programme. Operational test ing had been planned to begin in April, but aircraft and avionics test ing is behind schedule. Brig Gen Jay Jabour, programme executive officer, fighters and bombers, says there are "several major challenges to conquer" before the F/A-22 can enter initial operational testing. These include "performing the test points to clear enough of the flight envelope". Two aircraft have been "carved out" of the test programme and are being flown more intensively to "clear the part of the envelope that pilots use" before operational test ing begins. Fin buffet fixes have yet to be flight tested, but "we will be done yjlya LONGER RANGE KIT Lockheed Martin hopes to start work shortly on an extended- range variant of the Wind Corrected Munitions Dispenser, subject to defence budget app roval. A wing kit and satellite navigation are expected to up range beyond 65km (35nm). Leigh Aerosystems and MBDA are vying to provide the kit, with a Longshot adaptation and a Dia mond Back variant, respectively. GALAXY UPGRADE The first of two Lockheed Martin C-5A/B Galaxys with upgraded Honeywell avionics will fly in February. Flight tests have been delayed to align the programme with the larger re-engining and reliability programme, which calls for the first General Electric- powered CF6-80-powered C-5M to fly in October 2005. The Bell Boeing V-22 Osprey team is seeking a unit-cost reduction of more than $10 million as well as weight savings as the Office of the Secretary of Defense (OSD) contin ues to scrutinise the programme. Meanwhile, flight testing has started to accelerate with the return to flight of the first development US Air Force CV-22 version. Bell Boeing V-22 programme director Mike Tkach says the two companies are targeting a reduc tion in fly-away unit cost from $68.4 million to $58 million by 2008-09. He adds that this is dependent on a number of factors, including the USAF and US Marine Corps committing to full rate production of an economical number of air craft. The USMC requires 360 MV-22Bs and the USAF 50 CV-22Bs. Prior to the programme's grounding in late 2000, Bell Boeing had planned a 30-a-year produc tion rate. A decision on accelerating from the current minimal sustainable output of 11 V-22s a year to full rate is not expected before 2005, after the completion of operational evaluation in late 2004. This is also dependent on the Department of Defense convincing the US Congress that the pro gramme's problems have been fixed. OSD has made it clear that cost, and not just safety and relia bility, will be factors in deciding the V-22's fate. Cost-cutting initiatives include introducing lean manufacturing and a new production facility at Boeing's Philadelphia, Pennsyl vania, plant, which produces the fuselage, drawing on similar efforts implemented for the C-17 and F/A-18E/F. It is looking at new skin materi als, which would also reduce weight. Other work includes light weight and more durable paint that will trim 27kg (601b) and red uce the infrared signature. A potentially large impact on cost and weight will be a decision on whether to redesign the nacelle as a clamshell for improved main tenance access. Alternatives are to add access panels and rely more on Bore scope inspections. The decision hinges on the changes made to the current Block A configuration and improving reliability, says V-22 programme manager Col Dan Schultz. The nacelle is one of several planned Block B items due to be decided by December in a planned critical design review. Other items will include an electric rescue hoist, an interim gun and a telescopic in-flight refuelling probe. 20 24-30 SEPTEMBER 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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