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that work and we do our best to keep each other moving forward with our test pro-
grams.

And, that's allowed us to take some very quick steps and very large steps during our
testing. If you take a look at the density of test points across the entire envelope versus a
legacy flight test program, the F-35B and C testing is much thinner.

And, by the time the F-35A has done something, the F-35B test approach is less dense.
And, by the time we do it on the C, it's even less dense. So the amount of data we need
to gather for specification verification is markedly reduced by the time we're doing it
with the third variant.

The significant commonality built into the program allows for convergent ways to work
the way ahead.

The electro-hydro static actuators, which work well on the A at 9Gs, work pretty well on
the B and C at 7Gs. In effect, instead of having three test programs, you have in effect
something like a one and a half or twofold spread over the three variants.

And, when you look at Edwards, where the mission effectiveness testing is occurring,
they fly different mixes and matches of aircraft, F-35Bs with F-35Cs and with F-35As. In
a lot of cases, it's two F-35As and an F-35B and F-35C in the mix.

So, the sensors, the communications back and forth between the aircraft, and the matur-
ing of the software happens across multiple variants at the same time.

We are shaping joint operations from the ground up if the service cultures can embrace
this change.

Question: Let us focus on the at-sea Developmental Testing done to date on the
F-35C.

CDR Murphy, you came to Pax five months ago after your most recent operational
deployment.

Second Line of Defense Lessons Learned at Pax River
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