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..It's unclear how much the corrosion issue will cost the Air Force to fix. Brig. Gen. C.D. Moore, who is leading production and sustainment efforts for the F-22 at Ohio's Wright-Patterson Air Force Base, said the "cleanup and mitigation" of already-identified corrosion problems could cost nearly a half-million dollars in labor costs alone. Corrosively resistant replacement panels - which won't be ready to install for another six months - will cost millions more to produce and the jets will have to be brought back to Hill or another maintenance center for installation - at a cost of millions more.
One of the high expectations for the F-22A is that its onboard computers and avionics will do work that was left to the pilots of earlier jets. In the Raptor, electronics must not only tell the pilot what the sensors are detecting but also advise the pilot what to do, Coyle said.
Achieving that goal requires flawless integration of software and plenty of heat-generating electronics. Those facts created reliability problems with the fighter’s avionics that were a concern when Coyle was with the Pentagon’s test office.
“The computer would crash and then it would have to reboot and crash again. ... You wouldn’t accept that with your home and office computer,” said Coyle, now a senior adviser at the Center for Defense Information, a Washington, D.C.-based think tank that is often critical of how defense projects are managed.
Coyle worries that the F-22A problems are being repeated with the F-35 Lightning II, the warplane intended to replace the F-16 and A-10, as well as Navy and Marine Corps fighters.
Even though a test version of the F-35, also called the Joint Strike Fighter, has been grounded for several months, the jet’s builder, Lockheed Martin, is seeking Defense Department permission to fly fewer test hours.
“That is always a sign that the aircraft is in trouble,” Coyle said of cutting test flights.
Each set of new panels cost about $50,000.