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DOT&E Report: The F-35 Is Not Ready for IOC and Won't Be Any Time Soon Article Quick Links Cooking the Numbers Click here to download as a PDF Testing Being Deferred, Not Completed Significant Safety Risks Are Still Unresolved Wing Drop Concerns Engine Problems Continue to Hold the F-35 Program Back Dangerous Helmet Failures Initial Combat Capabilities for the Marien Corps Variant Will Be Even More Limited Than Planned ALIS Software Failures Software Snarls Jeopardize Combat Suitability Hiding Today's Failings While Building a Huge Future Cost "Bow Wave" A Maintenance Nightmare Conclusion: Exquisitely Limited Capability Inside-the-Beltway wisdom holds that the $1.4 trillion F-35 Joint Strike Fighter (JSF) program is too big to cancel and on the road to recovery. But the latest report from the Defense Department’s Director of Operational Test and Evaluation (DOT&E) provides a litany of reasons that conventional wisdom should be considered politically driven propaganda. The press has already reported flawed software that hinders the ability of the plane to employ weapons, communicate information, and detect threats; maintenance problems so severe that the F-35 has an “overdependence” on contractor maintainers and “unacceptable workarounds” (behind paywall) and is only able to fly twice a week; and a high-rate, premature production schedule that ignores whether the program has demonstrated essential combat capabilities or proven it’s safe to fly. All of these problems are increasing costs and risks to the program. Yet rather than slow down production to focus resources on fixing these critical problems, Congress used the year-end continuing resolution omnibus appropriations bill—termed the “cromnibus”—to add 4 additional planes to the 34 Department of Defense (DoD) budgeted for Fiscal Year 2015. The original FY2016 plan significantly increased the buy to 55, and now the program office is further accelerating its purchase of these troubled planes to buy 57 instead. At some point, the inherent flaws and escalating costs of a program become so great that even a system with massive political buy-in reaches a tipping point. The problems described in the DOT&E report show that the F-35 has reached a stage where it is now obvious that the never-ending stream of partial fixes, software patches, and ad hoc workarounds are inadequate to deliver combat-worthy, survivable, and readily employable aircraft. This year’s DOT&E report also demonstrates that in an effort to maintain the political momentum of the F-35, its program office is not beneath misrepresenting critically important characteristics of the system. In sum, the old problems are not going away, new issues are arising, and some problems may be getting worse. Below are some of the key issues raised by the DOT&E report. Described part failures as “induced” (caused by a mechanic’s mistake) rather than “inherent” (due to inadequate design) to avoid counting design failures that degrade the “mean flight hours between inherent failure” statistics—one of the metrics for Lockheed’s contract. As just one—innocuous sounding but typical—example, this includes re-categorizing nut plate failures on removable surface panels, which DOT&E points out is “one of the most common failures in aircraft,” as induced rather than inherent; Threw out actual failures from reliability metrics if the part that failed will be replaced in the future by a redesigned part; Exaggerated the F-35’s reliability and shrunk the number of failures reported by re-scoring a series of unsuccessful fixes as just one repair. In the original report that de Briganti analyzed, DOT&E wrote that “[d]iscrepancies for which maintainers have to attempt multiple solutions before finding a true fix are being scored as a single event, while in the past they were documented as multiple repair attempts, each with its own MTTR (Mean Time To Repair)”; Under-counted tires that failed and “worn beyond limits” as a “no-defect replacement,” even though “[t]he program is seeking redesigned tires for all variants to reduce maintenance down time for tire replacements. ” “Recent improvements in F-35 reliability figures are due to changes in the way failures are counted and processed, but do not reflect any actual improvement,” writes de Briganti. Instead, massaging the numbers helps Lockheed Martin meet its contract specifications. It doesn’t, however, decrease the user’s maintenance burden or help the plane fly more often. Testing Being Deferred, Not Completed In order to show that they are more or less keeping up with their announced testing schedule, the F-35 program office has been eliminating and “consolidating” test points by the hundreds instead of actually flying more. Specifically, DOT&E wrote, “[t]he program is eliminating test points that are designed to characterize performance (i.e., in a larger combat maneuvering envelope than a specific contract specification condition), reducing the number of test points needed to verify the 2B capability for fleet release, and deferring fixes for deficiencies to Block 3.” Those eliminations include 840 test points in February that were intended to support certifying the Block 2B release in time for this summer’s launch of the Marines’ Initial Operational Capability (IOC) effort; as a result, the IOC squadron will be flying with an uncertified 2B avionics system. DOT&E also found that, because F-35 testing to date has uncovered so many unanticipated design failures, each planned test point accomplished uncovers the need for another .91 “growth” test points in order to fix the newly discovered problems. To cover up the slow test progress due to “growth” test points, the program is deferring fixes for an average of 61 percent of these newly discovered deficiencies in Block 2B to later blocks. Significant Safety Risks Are Still Unresolved Live-fire test and evaluation confirmed that the fuel tank system that fills the wings and surrounds the engine is at significant risk of catastrophic fire and explosion in combat. The DOT&E report explained that the live-fire tests “demonstrated the expected cascading damage vulnerability to fuel ingestion, fuel and hydraulic fire, and hydraulic ram events.” This means that if an F-35 is hit by gun or missile projectiles-even fragments-in any of the multiple fuel tanks throughout the plane, there’s a likelihood of catastrophic failure. The F-35 design attempts to mitigate these problems by reducing the amount of fire-sustaining oxygen in the fuel tanks’ explosive vapor spaces, but the On-Board Inert Gas Generation System (OBIGGS) remains unable to eliminate enough oxygen during dives, and may require additional post-production modfication, even after its recent redesign. Further, if the pilot needs to dump fuel for emergency landings, that creates a fire problem as well because the fuel doesn’t fully eject; instead it “collects in the area between the flaperons and the aircraft structure and runs inboard toward the Integrated Power Package exhaust outlet, creating a potential fire hazard.” The 270 volt electrical system in the F-35—unprecedented in a fighter aircraft—also elevates fire risk because such high voltages increase the likelihood of strong sparks from wires damaged by maintenance mistakes or even minor combat hits. While on the ground, the F-35 Lightning’s electrical and fuel tank systems are also inadequately protected against lightning strikes due to the OBIGGS’s inability to maintain “residual inerting,” which is to remove enough oxygen from the tanks’ explosive vapor spaces to be safe for at least 12 hours after flight, is a lightning protection requirement. Last year DOT&E found that current inerting capability “does not protect the aircraft against damage to the airframe resulting from lightning-induced currents.” Lightning tolerance qualification testing is ongoing, but the plane continues to be restricted from flying within 25 miles of thunderstorms, creating a major training problem at Eglin Air Force Base, an area where intense lightning strikes occur regularly. Addressing lightning safety on the ground, DOT&E writes, “[i]f the residual inerting cannot be improved, aircraft maintainers will be required to purge fuel tanks with external nitrogen more frequently or alternative lightning strategies.” OBIGGS redesigns to cure the problem have been inadequate to date. Other live-fire test shots into the propulsion system revealed that “sustained fires were created in the shot into the variable area vane box nozzle due to leakage in the actuating hydraulics, and the shot into the roll duct nozzle door due to damage to the adjacent fuel tank. These fires would ultimately have led to cascading structural damage .” Lightning tolerance qualification testing is ongoing, but the plane also continues to be restricted from flying within 25 miles of thunderstorms, creating a major training problem at Eglin Air Force Base, an area where intense lightning strikes occur regularly. The F-35 has a high level of vulnerability to catastrophic fire from both combat and weather hazards; its level of vulnerability may be so high as to be unprecedented. This problem is so combat-critical that exhaustive, additional comparative (versus legacy aircraft) live-fire testing needs to be started now and completed before the end of the F-35’s Initial Operational Testing and Evaluation (combat-realistic) tests in 2019. Wing Drop Concerns Last year DOT&E reported that every F-35 variant struggled with uncommanded “wing drop” when maneuvering hard at high subsonic and transonic speeds. This is particularly dangerous because uncommanded—which is to say, uncontrolled—wing drop can result in crashes and an inability to outmaneuver attacking planes or missiles in combat. This year’s report notes that all three variants needed “modifications of the control laws to control the effects of transonic flight [wing drop] and buffet maneuvering.” Unfortunately, the needed control law modifications will reduce the maneuverability of the F-35, only exacerbating the plane’s performance problems in this area. The F-35C’s wing drop problem is “worse than other variants” and future testing will incorporate spoilers installed in the wings to address the problem. Lockheed Martin publicly reported designing add-on spoilers in 2009, and DOT&E described plans to consider how to incorporate these new spoilers in the test plan in its 2012 report. However, add-on spoilers, such as those added to the F-18E/F to address a similar problem, almost certainly will decrease all-around stealth as well as increase weight and drag, thereby further decreasing maneuverability, acceleration, and range. Moreover, much of the extensive maneuver testing needed to validate fixes to the wing-drop problem is currently impossible due to the speed and g limits imposed by the continuing engine fan-rubbing problem (described below). Heavy buffeting during high angle of attack maneuvers (such as during dogfighting, outmaneuvering threat missiles, and flying close support) has been reported as a serious ongoing problem with the F-35 since at least 2009. Such buffeting can cause fatigue cracks that lead to structural failure and can degrade weapons aiming, missile evasion, and dogfighting ability. Testing to investigate the impact of buffet and transonic roll-off (TRO or “wing drop”) on the helmet-mounted display and offensive and defensive maneuvering found that “[b]uffet affected display symbology, and would have the greatest impact in scenarios where a pilot was maneuvering to defeat a missile shot.” Buffeting also degrades the gyroscopes in the inertial platforms which are essential for flight control, navigation, and weapons aiming. DOT&E explained that this was an ongoing issue: “In heavy buffet conditions, which occur between 20 and 26 degrees angle of attack, faults occurred in the inertial measurement units (IMUs) in the aircraft that degraded the flight control system (two of three flight control channels become disabled), requiring a flight abort.” This limitation to maneuverability is an obstacle that must be overcome and any remedy must be validated by additional testing before 2B release. It is implausible that any aircraft with these inherent problems in basic weapons delivery and dogfight maneuvering would be approved for deployment, and yet the Marines Corps and Air Force are pressing ahead with their dates for “initial operational capability” in 2015 and 2016, respectively. If internal Pentagon and external congressional oversight were operative, these problems would be show-stoppers. The F-35 is years away from being ready for initial operational capability. To send this airplane on a combat deployment, or to declare it ready to be sent, as early as the Marines’ 2015 or the Air Force’s 2016 IOC dates, is a politically driven and irresponsible mistake. DOT&E's report shows that the current IOC plans for the F-35A and B should be rejected as unrealistic. Without meaningful oversight from the Department of Defense or Congress, however, these IOC declarations will go unchallenged. The F-35 program is designed so that there is no requirement to prove its combat capability before approving an annual production rate of 57 aircraft, a rate unprecedented for any fighter with so little operational testing accomplished and so many unresolved problems. Further production of the F-35 at this point, let alone an increase in already high and unwarranted production rates, is unsupported by the DOT&E data. But that data is being ignored to continue funding a politically driven acquisition program . The F-35’s unrealistic production and IOC schedule is divorcing the declaration of initial operating capability from operational reality. Deferring combat capabilities, increasing future costs, and increasing the risk of delivering seriously deficient combat effectiveness mandates revising the current schedules for IOC and for production ramp-up. Further accelerating a program with this many major design, safety, and reliability problems is a disservice to our people in uniform who have to fly, maintain, and go to war with this weapons system. Despite Congress's rhetoric regarding reform and accountability, they are rewarding the cooking of data, reckless program concurrency, and disasterous acquisition management by aproving and funding the F-35's current path. Their accession and approval will ensure that future acquisition programs have even worse outcomes. Images from the U.S. Air Force (1,2) and the Secretary of Defense . 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Foo foo = Activator.CreateInstance<Foo>(); There are many scenarios where the type argument is not known at compile time. In case of the Activator. Activator.CreateInstance comes to my fingers first. For each type, simply create one dynamic method with the early-bind newobj. It's not Activator.CreateInstance that creates the new process. The Activtor invokes the default constructor of the type you ask to create, and in your (rather.Can someone explain Activator.CreateInstance() purpose in detail? current community. what you can do now is, create dynamically the objects found in your level file. I asked a question yesterday regarding using either reflection or Strategy Pattern for dynamically calling methods. However, since then I have decided to change the methods into individual classes that implement a common interface. The reason being, each class, whilst bearing some similarities also perform certain methods unique to that class. I had been using a strategy as such: switch (method) { case "Pivot": return new Pivot(originalData); case "GroupBy": return new GroupBy(originalData); case "Standard deviation": return new StandardDeviation(originalData); case "% phospho PRAS Protein": return new PhosphoPRASPercentage(originalData); case "AveragePPPperTreatment": return new AveragePPPperTreatment(originalData); case "AvgPPPNControl": return new AvgPPPNControl(originalData); case "PercentageInhibition": return new PercentageInhibition(originalData); default: throw new Exception("ERROR: Method " + method + " does not exist."); } However, as the number of potential classes grow, I will need to keep adding new ones, thus breaking the closed for modification rule. Instead, I have used a solution as such: var test = Activator.CreateInstance(null, "MBDDXDataViews."+ _class); ICalculation instance = (ICalculation)test.Unwrap(); return instance ; Effectively, the _class parameter is the name of the class passed in at runtime. Is this a common way to do this, will there be any performance issues with this? I am fairly new to reflection, so your advice would be welcome. From your description I assume you do not know the types at compile time, you only know they share the interface ICalculation. If this is correct, then number (1) and (2) above are likely not possible in your scenario. Performance This is an important question to ask. The overhead of using reflection can impede a more than 400-fold penalty: that slows down even a moderate amount of calls. The resolution is relatively easy: instead of using Activator.CreateInstance, use a factory method (you already have that), look up the MethodInfo create a delegate, cache it and use the delegate from then on. This yields only a penalty on the first invocation, subsequent invocations have near-native performance. Combine technologies A lot is possible here, but I'd really need to know more of your situation to assist in this direction. Often, I end up combining dynamic with generics, with cached reflection. When using information hiding (as is normal in OOP), you may end up with a fast, stable and still well-extensible solution. Losing compile time type safety Of the five questions, this is perhaps the most important one to worry about. It is very important to create your own exceptions that give clear information about reflection mistakes. That means: every call to a method, constructor or property based on an input string or otherwise unchecked information must be wrapped in a try/catch. Catch only specific exceptions (as always, I mean: never catch Exception itself). Focus on TargetException (method does not exist), TargetInvocationException (method exists, but rose an exc. when invoked), TargetParameterCountException, MethodAccessException (not the right privileges, happens a lot in ASP.NET), InvalidOperationException (happens with generic types). You don't always need to try to catch all of them, it depends on the expected input and expected target objects. To sum it up Get rid of your Activator.CreateInstance and use MethodInfo to find the factory-create method, and use Delegate.CreateDelegate to create and cache the delegate. Simply store it in a static Dictionary where the key is equal to the class-string in your example code. Below is a quick but not-so-dirty way of doing this safely and without losing too much type safety. Sample code public class TestDynamicFactory { // static storage private static Dictionary<string, Func<ICalculate>> InstanceCreateCache = new Dictionary<string, Func<ICalculate>>(); // how to invoke it static int Main() { // invoke it, this is lightning fast and the first-time cache will be arranged // also, no need to give the full method anymore, just the classname, as we // use an interface for the rest. Almost full type safety! ICalculate instanceOfCalculator = this.CreateCachableICalculate("RandomNumber"); int result = instanceOfCalculator.ExecuteCalculation(); } // searches for the class, initiates it (calls factory method) and returns the instance // TODO: add a lot of error handling! ICalculate CreateCachableICalculate(string className) { if(!InstanceCreateCache.ContainsKey(className)) { // get the type (several ways exist, this is an eays one) Type type = TypeDelegator.GetType("TestDynamicFactory." + className); // NOTE: this can be tempting, but do NOT use the following, because you cannot // create a delegate from a ctor and will loose many performance benefits //ConstructorInfo constructorInfo = type.GetConstructor(Type.EmptyTypes); // works with public instance/static methods MethodInfo mi = type.GetMethod("Create"); // the "magic", turn it into a delegate var createInstanceDelegate = (Func<ICalculate>) Delegate.CreateDelegate(typeof (Func<ICalculate>), mi); // store for future reference InstanceCreateCache.Add(className, createInstanceDelegate); } return InstanceCreateCache[className].Invoke(); } } // example of your ICalculate interface public interface ICalculate { void Initialize(); int ExecuteCalculation(); } // example of an ICalculate class public class RandomNumber : ICalculate { private static Random _random; public static RandomNumber Create() { var random = new RandomNumber(); random.Initialize(); return random; } public void Initialize() { _random = new Random(DateTime.Now.Millisecond); } public int ExecuteCalculation() { return _random.Next(); } } One strategy that I use in cases like this is to flag my various implementations with a special attribute to indicate its key, and scan the active assemblies for types with that key: [AttributeUsage(AttributeTargets.Class)] public class OperationAttribute : System.Attribute { public OperationAttribute(string opKey) { _opKey = opKey; } private string _opKey; public string OpKey {get {return _opKey;}} } [Operation("Standard deviation")] public class StandardDeviation : IOperation { public void Initialize(object originalData) { //... } } public interface IOperation { void Initialize(object originalData); } public class OperationFactory { static OperationFactory() { _opTypesByKey = (from a in AppDomain.CurrentDomain.GetAssemblies() from t in a.GetTypes() let att = t.GetCustomAttributes(typeof(OperationAttribute), false).FirstOrDefault() where att != null select new { ((OperationAttribute)att).OpKey, t}) .ToDictionary(e => e.OpKey, e => e.t); } private static IDictionary<string, Type> _opTypesByKey; public IOperation GetOperation(string opKey, object originalData) { var op = (IOperation)Activator.CreateInstance(_opTypesByKey[opKey]); op.Initialize(originalData); return op ; } } That way, just by creating a new class with a new key string, you can automatically "plug in" to the factory, without having to modify the factory code at all. You'll also notice that rather than depending on each implementation to provide a specific constructor, I've created an Initialize method on the interface I expect the classes to implement. As long as they implement the interface, I'll be able to send the "originalData" to them without any reflection weirdness. I'd also suggest using a dependency injection framework like Ninject instead of using Activator.CreateInstance. That way, your operation implementations can use constructor injection for their various dependencies.','url':'http://stackoverflow.com/questions/5262693/c-sharp-using-activator-createinstance','og_descr':'I asked a question yesterday regarding using either reflection or Strategy Pattern for dynamically calling methods. However, since then I have decided to change the methods into individual classes... Don't use Activator.CreateInstance, it's used with marshaling and it creates a wrapper object that isn't equal to the original object. Instead, use reflection. |
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