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Introduction
The F-35, Joint Strike Fighter (JSF), aircraft is designed with a highly capable and flexible Mission
Systems architecture. At the heart of this architecture is the Integrated Core Processor (ICP) System that
contains a significant portion of the total processing and information sharing required on this next
generation fighter aircraft. The processing capabilities contained within the ICP are varied to support
diverse sensor and mission processing needs. Providing sufficient communication bandwidth is a key
element of this architecture. Fiber optic interfaces are used to provide the necessary bandwidth between
the sensors subsystems and the ICP. In addition to the performance benefits of using fiber optic
interconnects there other significant benefits including; EMI immunity, scalability, flexibility, protocol
independence, and a lower Total Ownership Cost (TOC).
The F-35 was conceived and designed as a multi-service multi-role strike fighter. To ensure
affordability, the development has focused on the use of open standards and commercial off the shelf
(COTS) components when appropriate. When required to develop new technology in support of JSF, first
generation products were initially integrated into legacy programs, providing lessons learned for
improving the products for the F-35.
Mission Systems
The JSFs Mission System is centered on the Integrated Core Processor (ICP) and includes a diverse
array of electronics such as the sensors (RADAR, Electronic Warfare (EW), etc), cockpit displays,
auxiliary mass storage, and remote interface units.
Fiber Plant
The aircraft fiber optic cabling plant is standard multi-mode 50/125 micron fiber. Aircraft bulkhead
and chassis connections use Mil-Std-29504 termini, typically inside Mil-Std-38999 connectors.
Enabling Technologies
Transceiver
At the inception of the JSF program there were few commercial FO transceivers available that could
provide the port density required and none available that could handle the broad temperature range of a jet
fighter while maintaining an acceptable dynamic range. This technology had to be invented.
Module FO connectors
From the beginning, supportability was a primary goal. A solution was required that enabled quick
and easy replacement for line replaceable modules that have fiber optic connections to the aircraft. In
addition, with some modules having up to 64 optical fibers, the solution would require relatively high
density.
At the time of the initial design, typical commercial equipment used standard back plane connectors
for electrical signals relying on individual connectors on the front side of the module for fiber optic
cables. Due to the environment that this equipment would be required to survive in and the Mean Time to
Repair (MTTR) time constraints, this model was deemed unacceptable.
The accepted system implementation uses up to six standard 12-fiber MT (multi-termini) ferrules
that are mounted in a module backplane connector. The act of inserting the module into the chassis
engages the module MT ferrules with the backplane MT ferrules. This arrangement allows for quick and
easy removal and insertion of modules out of and into the chassis and provides the required fiber density.
Backplane Fabric
Once a method was developed to connect all the fiber into the backplane of the ICP, a distribution
mechanism was required to route the fiber throughout the chassis to the various modules. Direct connect
using ribbon cable was too restrictive as far as physical topology. The easiest way to accomplish the task
in this case was with the use of a backplane optical fabric. The fabric is done in, what is today, a fairly
standard process.
The optical fabric is composed of individual optical fibers. The fibers are terminated at their ends by
either the chassis 29504 termini or the backplane MT ferrules. In between, the fabric is carefully routed
with special attention being paid to bend radius. The fibers are then sandwiched between two layers of a
polyimide film to hold the fiber in place and protect it during handling.
The Future
There are technologies under development to improve fiber optic networks on airborne platforms.
These technologies have the potential to improve reliability and fault detection and isolation as well as
performance. A particular area of concern to the F-35 customer is the ability to isolate faults to one line
replaceable item. At the present, no solution has been implemented on the aircraft for isolating faults in
the physical layer of optical data links, but several different technologies are being evaluated.
Conclusion
The JSF program was focused from the beginning on long term supportability and keeping
development costs down. Through the use of COTS technology where available, and development of
selected technologies when necessary; the JSF meets the required performance and comes closer to
achieving the long term supportability and development cost goals.
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