As for the final Block 3F software which is to be finished in 2018...
Even to hit that late target, flight testers would have to keep up a pace of 6.8 flight tests a month—faster than the planned six flights per month—to burn down all the necessary test points, with discoveries of new issues only five percent of the time. The program could, "as has been the case in testing previous software increments," decide that some of that testing is unnecessary, but he'd want an explanation.
The alleged block buy by foreign customers is also at risk. Note this was tried as early as 2007-2008 (Operation: Lighting Strike) and that failed.
"Gilmore also wondered whether committing to the block buy would reduce Lockheed Martin's incentives to fix the jets in a timely fashion. Part of the Title 10 code stipulates the Pentagon adopt a "fly before you buy" approach".
Omitted: DOD procurement milestone-C (that which makes low-rate initial production or "LRIP" legal) is not mentioned.
Here is what program fans will latch on to, Operation: "No surprises".
Lt. Gen. Christopher Bogdan, in a separate statement, said DOT&E's comments don't "fully address program efforts to resolve known technical challenges." He noted that previous headline-grabbing problems—a tailhook issue for the carrier version, helmet latency and jitter, and engine "rubbing"—have all been resolved with little fanfare.
Not true. Buffet in WVR turns makes jitter and target acquisition a real problem. Think about that with guns too. The tailhook issue is not fully resolved as there have been no operationally relevant tests with the F-35C in carrier ops: as a work up for OPEVAL. But really, how hard can it be? (video 1) (video 2)
So much for the program office being truthful.
Source on quotes: DOT&E report and John Tirpak.
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