this post was submitted on 26 Sep 2023
167 points (88.8% liked)
Technology
59402 readers
2516 users here now
This is a most excellent place for technology news and articles.
Our Rules
- Follow the lemmy.world rules.
- Only tech related content.
- Be excellent to each another!
- Mod approved content bots can post up to 10 articles per day.
- Threads asking for personal tech support may be deleted.
- Politics threads may be removed.
- No memes allowed as posts, OK to post as comments.
- Only approved bots from the list below, to ask if your bot can be added please contact us.
- Check for duplicates before posting, duplicates may be removed
Approved Bots
founded 1 year ago
MODERATORS
you are viewing a single comment's thread
view the rest of the comments
view the rest of the comments
I'll chime in as well and agree with you. The author of that article doesn't seem know what he is writing about. Sure, he is kind of quoting the GAO article (it didn't link correctly for me from the article) but he doesn't quite know the insane amount of maintenance any aircraft go through.
I think my old squadron (HH-60's) only had about 50% of its birds ready at any given time. That was about normal since saltwater is absolute hell on just about anything made of metal. Also Jr. pilots are generally idiots and break things, so that is a thing.
Honestly, I read the GAO report and thought it was fairly normal for a newer piece of equipment.
OMG, salt in the moisture in air around and inside light and precise metal parts, year round, my brain just connected these dots and felt pain. 🤯😬
Military helicopters are very resilient, I'll give 'em that.
Aside from hydraulic struts being mostly exposed, most of the other bits are OK. The electronics are in solid metal boxes with really beefy connectors, so that is not too much of an issue either.
It's the engines and the airframe that are the biggest issues. Engines have their own set of issues by themselves and misted saltwater amplifies those issues. The airframe is the worst though. Not only are they subject to normal stresses that cause micro-cracks like every aircraft, corrosion is accelerated due to bad operating conditions. An airframe is not something you would want to fail.
In short, almost all aircraft, military or not, should go through a phased inspection and repair cycle. As you move through the different phases (of which there are usually 4), the inspection gets deeper and more intense. The last phase usually involves tearing down the entire aircraft to its frame to conduct hyper-detailed inspections for cracks and corrosion. (My experience is limited to just private civilian fixed wing and naval military helicopters)
I came in to quote my own squadrons' SH-60 readiness was typically 3 out of 6-7 birds. (SH-60F, so I'm old).
Sounds like we were in about the same time. I was stationed in Jax with HS-5, back in the day.
If I remember correctly, our squadron had both HH-60s and SH-60s? Somewhere, the MH designation got thrown in there and I am also too old to really keep track.
(I probably could still do an inspection with my eyes closed though.)
Yeah, I was left coast and Japan.
HS was a mix of SH-60F's and HH-60H's. But around 2010-2012, the F/B's went away and the HS squadrons' transitioned to MH-60's, and the HSL squadrons' went to the H-60R's.
The HH-60H's got their own squadrons' that were specifically NSW support. East coast already had one, in VA, and they stood one up in SD.
HSC-84/85, I think. I also got out in 2012.
Ok, I remember hearing a little about those transitions when I was getting out in 2005. What you say makes sense since our role was SAR and anti-sub. (The SAR guys were responsible for dropping off and picking up SEALs as well.)
Thanks for validating my memories. Cheers, shippy.