magnumcromagnon wrote:3.) The F-22 is a hangar queen, 30-40 hours of repair time for every 1 hour of air time. A good analogy might be the F-22 is a skilled Olympic athlete, and pioneered in it's field in a multitude of ways, however it never lived up to it's full potential due to the fact that it's an extremely injury-proned athlete.
I see you got suckered into believing that statistic. You got suckered because you have no aviation experience, I dare say.
Ever done a 'wing walk'? No, am not talking about stunt flying.
http://www.navyadvancement.com/warfare-specialist/vfa/102-aircraft-handling.php
4. Safety Observer (Wing-Walker/Tail-Walker)
A) Conduct's a pre-tow inspection of the a/c.
B) Ensures safety pins are installed.
C) Ensures a/c is ready for move.
D) Ensures a/c is free of chains, cable cords, and support equipment.
E) Ensures a/c will clear all obstructions during movement.
To move an aircraft from one row to the next or to the hangar, required are: the crew chief, the tow truck driver, cockpit brake rider, two wing walkers, and one tail walker. Six man-hrs and they are all tabulated into the final monthly maintenance stats. Civilians does it as well.
For the F-22, since surface integrity is crucial to maintain its low radar observability, extraordinary care must be taken in removing any access panel so that the panel and its neighbors are not damaged. Maintainers must wear 'booties' if they need to be on the aircraft's topside, and on topside, any components that are removed from the aircraft cannot be resting on the aircraft's surface, but either on a mat or delivered downstairs. Once panels are installed, spot radar checks must be performed to measure reflectivity. The tool is called the 'Repair Verification Radar' (RVR).
http://en.wikipedia.org/wiki/Lockheed_Martin_F-35_Lightning_II
Ground crews require Repair Verification Radar (RVR) test sets to verify the RCS after performing repairs, which is not a concern upon non-stealth aircraft.
Once access to components are available, even major pneudraulics items, such as heavy actuators or pumps, are no more difficult to R/R than on the F-15 or F-16, and I was on the F-16 for five yrs. Prior to the -16, I was on the F-111 for four yrs. I know what I am talking about and I dare say you do not.
You falsely believe, based upon your ignorance of aviation and statistics, that for the F-22, somehow after every flight, there seems to be a near catastrophic malfunction. You are wrong. There are three classification of problems that can be reported by the pilot:
- Code One. Which is no problems at all.
- Code Two. Which are minor issues that do not affect flight capability and sortie generation.
- Code Three. Which grounds the aircraft.
Lockheed have a magazine called 'Code One'.
http://www.codeonemagazine.com/index.html
I suggest you try to be objective and read it and may be you will learn something.
Anyway...For the F-22, code two issues often, not always, require code three or near code three maintenance operations precisely because of the need to maintain surface integrity, according to the RVR tool, not because the engine nearly caught fire, or the hydraulic pump nearly failed, or electrical system did not delivered. But if necessary, code one and two issues for the F-22 can be resolved out on the flightline. Code Three will have any aircraft or any era into a hangar.
Bottom line is this...You do not know what you are talking about. Next, you are going to repeat Rachel Maddow (MSNBC) and say 'stealth' can be ruined by rain.