4 pito cevi koje se vide napred su grejane da se nebi formirao led na njima. 4 cevi za 4 kompjutera, ako se jedan pokvari ostala 3 ce ga nadglasati i nastaviti ali dati upozorenje da jedan ne radi. Nikada se nije desilo da se pokvare dva.
Usisnicu su imali brisac za uklanjanje leda sa resetki uz dodatak antifriza. Pre toga bi presao na 100 % kiseonik jer bi se odma osetio u kokpitu.
Citat:In response to queries from The War Zone, Air Force spokesperson Ann Stefanek has confirmed that the service is currently planning on operating at least some number of F-117A Nighthawk stealth combat jets through 2034. She further confirmed that, "on occasion, we fly certain [F-117A] aircraft to support limited research and training activities" and that there is currently no requirement to preserve any of these aircraft in any state for potential combat use.
In her statement, Stefanek also said the Air Force expects to eventually get rid of the entire F-117A fleet one way or another, but that she did not have exact details on a specific timeline for those divestments.
"We have approximately 45 F-117s currently. As we demilitarize the aircraft, they will be made available to museums, if requested, or be disposed of (scrapped)," she said. "Over 10 have already been approved for transfer to museums."
Citat:According to the Scramble database, the following F-117A Nighthawks are, or are in the final stages of being, preserved at various locations:
YF-117A:
79-10780, Heritage Park, Nellis AFB (NV)
79-10781, National Museum of the USAF in Dayton (OH)
79-10782, Heritage Park, Holloman AFB (NM), preserved as "85-0816"
79-10783, Air Force Flight Test Center Museum, Edwards AFB (CA), under restoration
F-117A:
80-0785, pole-mounted outside the Skunk Works facility at Plant 42 in Palmdale (CA). Hybrid airframe with fuselage from 80-0785
82-0799, Hill Aerospace Museum (UT)
82-0803, Ronald Reagan Presidential Library and Museum in Simi Valley (CA)
84-0810, Pima Air and Space Museum in Tucson (AZ)
85-0813, Castle Air Museum in Atwater (CA)
85-0817, Air Zoo Aerospace and Science Museum in Kalamazoo (MI)
85-0819, Destined for Stafford Air & Space Museum in Weatherford (OK)
85-0831, Strategic Air Command (SAC) Aerospace Museum. Ashland (NE)
85-0833, Palm Springs Air Museum (CA)
Ovaj lik kaze da se spustio na 250 metara da bombarduje most u Iraku 1991.
Citat:TAKING THE ‘BATPLANE’ TO COMBAT
We had a tremendous amount of confidence in the capability of the jet to slip through the Iraqi integrated air-defence system and precisely deliver our munitions on target on time. The F-117 had been extensively tested against all aspects of a Soviet IADS[integrated air defence system] in the USA. Also, several times during the Desert Shield build-up we ran multiple F-117s right up to the border with Iraq to see what the Iraqi reaction would be: no response was detected by the assets that collected ELINT [electronic intelligence] so we positively knew we could slip by them undetected. Our only concern as pilots was the ‘golden BB’, a random bullet of AAA [anti-aircraft artillery] that would hit our jet and take us down. With vast amounts of bullets from 23-mm, 37- mm, 57-mm, 85-mm and 100-mm guns, this was a very real danger. Iraq was a fully armed nation and the tremendous amount of AAA shot up was the same on the last night of war as it was on the first night.
My most memorable mission during Desert Storm was when I was tasked to destroy two bridges in south-east Iraq, close to the border with Kuwait, in anticipation of the ground-assault phase. The significance of the bridges was obviously the Iraqis’ ability to resupply their troops in Kuwait. After a top-off of fuel from the KC-135 tanker near the Saudi−Iraqi border, I entered Iraq in our ‘stealthed-up mode’ (all external lights off, no comm., no antennae extended). Saddam Hussein had already set the oil wells on fire in Kuwait, so as I approached the area I could see there was a heavy black cloud from those oily fires obscuring the ground. My profile called for bomb release somewhere around 12,000 feet but since our rules of engagement required a positive identification of the target, I knew that would not be possible from that altitude. I did not want to return to my base with those two GBU-10 bombs (2,000 lb each with a laser-guided kit). Knowing the terrain is flat in that area, I decided to descend to get below the oily cloud-layer so as to be able to positively ID the bridges, which were about seven miles apart from each other. I had to get down to about 700 feet above ground level in order to be in the clear. Underneath that black cloud was an absolute Dante’s Inferno scenario – a sight I’ll never forget. I went over my IP [initial point: an easily identifiable feature used as a starting point for the bomb run] and lined up on the first bridge. Visibility was actually quite good because the oily overcast reflected the fires light underneath. I pushed up the throttles to go as fast as I could and my inertial navigation system had positioned the cross hairs of my laser sight right on the bridge, so visual ID of the target in my cockpit was accomplished. I aimed for the far end of the span on the bridge.
The single bomb released very close to the target and I ripped the throttles to idle to slow my speed so that the laser would not gimble – low to the ground and fast, the laser would run past the span before my bomb hit, thus rendering it a dumb bomb). Ripping the throttles to idle caused the jet to decelerate so that I had time to keep the laser beam on the span but it also caused my head to tumble so that I felt like my head was going end-over-end through space. The bomb impacted the bridge and the explosion caused the span to drop into the river. A nanosecond later I saw on my screen an Iraqi army truck drive off the bridge where the span had been a moment before. I had no time to process that snapshot as my jet was rocked by the explosion of my own bomb, turning me about 135 degrees upside down and disengaging the autopilot.
I managed to recover the jet about 400 feet above the ground, climb back up to 700 feet and re-engage the autopilot. The fragmentation envelope of a 2,000 lb bomb is 2,500 feet in all directions upward and to the sides of the impact, so from 700 feet above the ground I was well within the frag envelope of my own bomb. I knew that but had decided to take my chances anyway. Once I was right-side up, I immediately looked at my engines to confirm they were running and to check my fuel status. Both were good so I didn’t think I had fragged myself.
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