Cutting started on the first structural components for the wing, forward fuselage and centre fuselage in November last year. The F-35 is a stealthy, supersonic multi-role fighter designed to replace a wide range of aging fighter and strike aircraft. Three variants derived from a common design will ensure the fighter meets the performance needs of the us, the UK and allied defence forces worldwide.
Cutting started on the first structural components for the wing, forward fuselage and centre fuselage in November last year. The F-35 is a stealthy, supersonic multi-role fighter designed to replace a wide range of aging fighter and strike aircraft. Three variants derived from a common design will ensure the fighter meets the performance needs of the us, the UK and allied defence forces worldwide.
Cutting started on the first structural components for the wing, forward fuselage and centre fuselage in November last year. The F-35 is a stealthy, supersonic multi-role fighter designed to replace a wide range of aging fighter and strike aircraft. Three variants derived from a common design will ensure the fighter meets the performance needs of the us, the UK and allied defence forces worldwide.
Martin. Here he lays out the latest position on the development of the Joint Strike Fighter, which is planned to replace a wide range of aircraft. I t is now over two-and-a-half years since the Lockheed Martin X-35 Joint Strike Fighter ( JSF) Concept Demonstrator last graced the California skies. Just a few months later the Lockheed Martin/Northrop Grumman/BAE Systems Team was awarded the contract to produce a family of stealthy, affordable, supersonic multi-role fighters destined to equip the US, the UK and International Partner aviation arms. Time does not stand still and neither does work on the subsequently named F- 35. Since October 2001, amongst a host of other achievements, several major programme reviews have been successfully accomplished, engines are under test, mission system risk reduction is under way and, in November last year, cutting started on the first structural components for the wing, forward fuselage and centre fuselage the first of over 7000 parts for the overall assembly of each aircraft. Designing, developing, building and supporting a modern combat aircraft is expensive. The F-35 is a stealthy, supersonic multi-role fighter designed to replace a wide range of aging fighter and strike aircraft. Three variants derived from a common design will ensure the F-35 meets the performance needs of the US, the UK and allied defence forces worldwide, while staying within strict affordability targets. To provide a solution to these varying requirements, it was necessary to look for economies of scale and commonality as well as employing modern design and production techniques from whichever industry was most successful at deploying them. If this programme was to reach fruition much common ground had to be found. Even to reach the stage where three US services and the UK could agree on common requirements was a major achievement and as General Mike Hough, a former JSF Program Director, put it, not without much breaking of rice bowls. Additionally, there was the desire to attain interoperability with allied air forces, the lack of which has caused so much difficulty in combined operations. There are many areas where F-35 will provide new advancements or opportunities lower operating costs, stealth technology for the first time in a multi-role fighter with materials that dramatically reduce maintenance expenses, aerodynamic performance equal to the best current-generation fighters combined with significantly increased operating ranges but as always the heart of any modern combat aircraft is its mission systems, and here F-35 is already making great strides. Elements of the mission capability had been demonstrated during the earlier Concept Demonstration Phase, and now that work is being taken further in the current phase. The airborne side of this work is being undertaken in a Northrop Grumman BAC 1-11 test bed, but this will be augmented by the addition of a new test vehicle a modified 737 later this year. The first phase of the F-35 Data Fusion risk-reduction programme was started in October 2003. The objective of the nine- month programme is to reduce the development risk of the F-35s fusion functionality by evaluating key architectural concepts using a combination of flight tests and flight- validated ground simulations. The F-35s fusion capability combines and prioritises information gathered from on-board and off-board sources by way of the aircrafts various sensors. Phase One of the flight tests installs and integrates into the BAC 1-11 the performance representative sensors, a fourth- generation Northrop Grumman Active Electronically Scanned Array radar and the Lockheed Martin Electro-Optical Targeting Demonstration Systems. Earlier this year, the early risk-reduction flight-test programme of the Electro Optical Distributed Aperture System (EO DAS) also began on the 1-11. The Northrop Grumman EO DAS will provide the F-35 with key capabilities that include missile warning; navigation forward looking infrared (FLIR) which provides imagery to the pilots helmet-mounted display day or night; and infrared search and track (IRST) capability. High resolution images from the multiple, flush-mounted DAS sensors will provide a 360-degree spherical view around and through the aircraft, dramatically increasing the pilots situational awareness for combat and for Short Take Off and Vertical Landing (STOVL) operations. All of this information, of course, is of little use to the pilot unless it is integrated in such a way that he or she can comprehend, and the F-35 cockpit set up shows one of the most startling differences from current aircraft. In most of todays aircraft there are several separate display screens showing ground mapping, radar, early warning, etc. In the F-35 it is all integrated into the mission systems avionics. The pilot views this information through an 8-inch by 20-inch display but has no Head Up Display (HUD). HUD duties are instead served by a Helmet Mounted Display (HMD), which enables data to be projected on to the helmets visor. 48 RUSI DEFENCE SYSTEMS SUMMER 2004 F-35 Joint Strike Fighter More than One Pretty Face by Ivor Evans PLATFORMS AND FLEXIBILITY PLATFORMS AND FLEXIBILITY P L AT F OR MS A ND F L E X I B I L I T Y SUMMER 2004 RUSI DEFENCE SYSTEMS 49 Cockpit Display The cockpit display can be divided up into four, or ten if there is the desire to have small screens across the top, or it can be made into one single or two large displays. It has been recognised that new pilots those who really understand computers are very good at changing the display to fit whatever they need, and the F-35 will give them the flexibility to do that. Input can be made either by touching the screen, or through direct voice command. There are also buttons on the throttle stick that give access to the mission system. Under the terms of the F-35 programme, the US Government has funded two engine teams to provide alternative propulsion sources. This concept is known as Engine Interchangeability with the objective being that installation of either engine is transparent to the operator. Pratt & Whitney are building the F135 engine and a GE/Rolls-Royce team are building the F136. Rolls-Royce is also responsible for delivery of the entire STOVL LiftSystemTM, which includes LiftFanTM, three bearing swivel nozzle and roll-post ducts Pratt & Whitney began testing their first System Development & Demonstration (SDD) engine ahead of time in October 2003, and by July 2004 expect to have seven engines in various phases of development testing. The first engine, FX631, has successfully completed all of its planned Block 1 testing, where it accumulated 231 hours of running time including five hours in afterburner. It is now in preparation for Block 2. FX633, the second SDD engine, began its test sequence in January this year and has also completed Block 1 with 122 hours of successful development testing. Both engines have closely matched their pre-test predictions. Testing of the first STOVL engine, FX641, is expected to begin in April 2004. General Electric and Rolls-Royce formed a Limited Liability Company in July 2002, known as Fighter Engine Team, to develop and deliver the interchangeable F136 engine to compete with the P&W F135. Rolls-Royce is specifically responsible for the Low Pressure system, combustor and gearbox and has an overall 40 per cent share in the programme, GE being responsible for the remaining 60 per cent. The Fighter Engine Team also has a number of International Partners from countries such as Italy and the Netherlands involved in the first engine test. Assembly of the first F136 is taking place at the GE Evendale, Ohio, facilities prior to test in mid-2004. The first entire propulsion system (F136 with STOVL LiftSytem) will take place at the GE Peebles facilities in early 2005 in order to prove the engine interchangeability concept. Successful completion of this phase precedes full-scale development (SDD phase) from 2005. First production deliveries of the F136 will commence in 2011. Pratt & Whitney F135 engine under test in afterburner. In order to minimise STOVL risk prior to full propulsion system testing, Rolls-Royce has been running various rig tests on the LiftFanTM system in Bristol and Indianapolis. The SDD configuration clutch just completed the full specification requirement of 1500 engagements. Through configuration modifications in later builds, Rolls-Royce is working to increase further the clutch life. The first fully configured SDD lift fan just completed its initial block of testing and cleared the way for acceptance testing and later delivery of the first STOVL LiftFanTM to Pratt & Whitney. Lift fan gearbox and lubrication system rigs have accumulated many hours of development testing and have successfully addressed all issues to ensure minimum programme impact. International collaboration is one of the most prominent features of this programme. The most obvious evidence of the international perspective is the presence of seven nations, in addition to the US and the UK, forming the F-35 partnership. The UK is the sole Level 1 partner; Italy and the Netherlands joined at Level 2; and Turkey, Canada, Denmark, Norway and Australia have Level 3 status. The international partnership was completed when Australia joined around 18 months ago and, since that time, Israel and Singapore have signed letters of agreement to join as Security Co-operation Participants (SCP). Each of these countries has pledged sums of money ranging from US $2bn for the UK to around US $50M for the SCPs, which in total has added over US $4.5bn to the F-35 programme. One of the advantages of being a Level 1, 2 or 3 partner is the ability to bid for work on the programme on a best-value basis. In this respect, UK Industry has done extremely well reflecting the UKs experience and capability in the aerospace field and bringing thousands of new jobs to the country. Additionally, of course, BAE Systems is a principal partner in the Lockheed Martin F-35 Team undertaking work which ranges from the design and build of the aft fuselage; responsibility for crew escape, life support and EW systems; supporting the development of Autonomic Logistics products and services; and work on the STOVL control systems. F-35 work is going on around the globe and, following on from the earlier start of machining in the USA, in February of this year the BAE Systems Machining Centre at Samlesbury in Lancashire began work on one of the major frames that forms part of the aft fuselage. In addition, the first assembly jig structures for the F-35 have been delivered to BAE Systems at Samlesbury. The jigs will be used to assemble the boom section of the F-35 and have been constructed using aluminium extrusion, rather than the traditional steel. Not only does this make them lighter and 50 RUSI DEFENCE SYSTEMS SUMMER 2004 F - 3 5 J OI NT S T R I K E F I G H T E R F-35 STOVL LiftSystemTM, LiftFanTM, Three Bearing Nozzle and Roll Post Ducts. Tom Burbage (left), Lockheed Martin Executive Vice President and JSF General Manager and Tom Fillingham, Vice President and Deputy General Manager, BAE Systems watch the first cut. P L AT F OR MS A ND F L E X I B I L I T Y SUMMER 2004 RUSI DEFENCE SYSTEMS 51 easier to work with, but also allows a greater flexibility to incorporate any changes to the product across the three variants of the F-35. The jigs are the first of 19 major assembly jigs that are required for the SDD phase on the Conventional Take-Off and Landing (CTOL) aircraft and further deliveries will follow during 2004. Modern weapons systems go nowhere and achieve little without the right level of support, or Autonomic Logistics as referred to on the F-35 programme, and through life/sustainment costs are some of the most significant aspects of the whole life cost of any system. Unlike many previous programmes, the ability to deploy, sustain and maintain the F-35 has been given equal importance to capability right from the start of the programme. Indeed, three of the eight Key Performance Parameters (KPPs) are support related sortie generation rate; logistic footprint; mission reliability which is unprecedented in modern programmes. The Autonomic Logistics (Auto Log or AL) Integrated Product Team is responsible for the development and delivery of Support and Training System related products and services. Key staffs are embedded within the Air Vehicle IPTs to contribute to the design process and ensure that the appropriate supportability attributes are designed into the Air Vehicle. The Autonomic Logistics IPT is making good progress towards its objectives. The F-35 Training System Preliminary Design Review (PDR) was successfully completed in February 2004, the Auto Log Information System (ALIS) PDR was successfully completed in March 2004 and the AL Critical Design Review was scheduled for April 2004. All key reviews were attended by representatives from US/UK services and International Partners and there is work under way to refine plans to develop AL Operations and Deployed AL Operations. Work is also under way on the processes, tools and capability which will be stood up incrementally to support the Integrated Flight Test programme, involving resources from all partner companies and OEMs. The stand-up of AL Operations and associated infrastructure within SDD will be used as a risk-reduction environment to provide verification of AL products and capabilities that will be used to support operational assets in the US and the UK post SDD. The F-35 is a complex defence project and, inevitably, there has been press speculation about many aspects of the programme including weight, budgets, schedules and system performance. It has been recognised that the design of the F- 35 airframe will take longer to complete than expected and consequently the programme has slipped by one year. However, the F-35 is in the third year of its 11-year System Development & Demonstration phase, and investing time and money now will ensure that the production and operation costs are kept manageable, providing the Services with an affordable fighter that meets their operational requirements. As part of US President Bushs Financial Year-05 budget submission, the US Department of Defense is conducting a comprehensive review of the Joint Strike Fighter Programme to evaluate the current status of the project and the most efficient road ahead to achieve success. The F-35s all-digital design gives programme planners the unique ability to effect design improvements before the aircraft is built or flown, and it assures that the best weapon system possible will emerge from the development process. At the time of writing, the final programme decisions have not yet been made. However, there is consensus at the highest levels of the Navy, Air Force and OSD, that there will not be a re- sequencing of aircraft. The development order will remain Conventional Take Off and Landing (CTOL), then STOVL and then the Carrier Vehicle (CV). Further detail will be available after final approval from the US government authorities. The F-35 underwent an Air System Design Integration & Maturation Review (DIMR) in April 2004. The purpose of the review was to capture all of the design work done to-date and used Critical Design Review criteria as its basis. The following months will be spent conducting trade studies with focus on weight reduction across the three variants. After the trade studies are complete and all of the analysis done, the Air System will then undergo a Critical Design Review. This review will take place when the design is ready. The F-35 Joint Strike Fighter programme will continue to face challenges, but has the full support of the Customer Community: We would rather take an extra year now in terms of the design phase, working on the issues particularly with weight, working on the issues with commonality to make sure that we had the right design baseline as we go forward on the airplane. Gordon England, Secretary, United States Navy, to US Congress, March 2004. This aircraft is a transformational aircraft; [and Im] not surprised with such a transformational aircraft that we have some challenges. The good news, is that we're in about a 10- to 11-year development cycle here. We're at the very start. We have already identified those challenges, and we are addressing them and the contractors are addressing them. Michael Hagee, Commandant, United States Marine Corps, to US Congress, March 2004. I At the time of writing, the final programme decisions have not yet been made. However, there is consensus at the highest levels of the Navy, Air Force and OSD, that there will not be a re- sequencing of aircraft.