Question: Does anybody have any idea how close an actual production aircraft comes to being exactly like its dimensional specifications state is should be.

For example would a fictional fighter that on paper is 15.29 metres long and 12.78 metres wide actully work out exactly that or could it give or take a bit?

I have no idea when you use meters but aircraft blue prints have a section called the tolerance block and the standard tolerances are as follows:

Dimensions written in hundredths of an inch, .XX the tolerance is +/- .030″.
Dimensions written in thousandths of an inch, .XXX the tolerance is +/- .010″.

My father worked for McDonnell during the flyoff between the F-4 and the XF8U-3. The Vought people would tell the McDonnell people “the Navy will never buy a plane that takes two engines for power it and two pilots to fly it”.

Here is an example of L-1011 seating:

Chaps,the L1011 was fitted with two as well.:D

Correct; But along with the two upper collision light the L-1011 had two lower anti-collision lights.

used to?
There still do. Check Airliners.net for up to date photos.

The weight of the paint depends on the livery. I can’t rememeber the exact figures off the top of my head, but I think a typical livery on a 747-400 is about 750 to 1000kg

With AA aircraft, the metal is protected by a clear lacquer. I’m told it protects the metal as much as a coat of paint would.

AA aircraft are polished only, no protective coating. Adding a protective coating would add weight and maintenance requirements, as the protective coating would have to be removed prior to re-polishing and then be reapplied.

If there are areas that need corrosion protection, because the clad coating has been damaged, clear Alodine can be applied.

The F-22 and F-35 do share the same industrial base and workforce.

Could “Sens” or anyone else explain this statement?

But why in Knoxville and not Memphis?

Lower landing fees, less traffic, etc.