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Boeing, and the McDonnell Douglas (later Boeing St. Louis)/Northrop Grumman/BAE Systems team. The candidate JSF configuration was expected to be a single-seat, single-engine strike aircraft, largely due to affordability considerations. Originally, the JSF platform focused on Air Force and Navy customers. However, during JAST the government concluded that the advanced STOVL (ASTOVL) concept development should be rolled into JAST/JSF. Thus, the STOVL jet was added to the JSF design space [39]. JAST initiated the VITPS studies [8-9]. All three WSCs concluded that SUIT and MEA technologies could be combined synergistically in a strike aircraft. Accordingly, they recommended that the SUIT/MEA combination be pursued under JAST. Each WSC advocated pursuing integrated subsystem technology, and from that advocacy the J/IST demonstration program was conceived. B. JSF Integrated Systems Technology Demonstration Program The goals of the J/IST demonstration program were to set the stage for the JSF SDD program and sharpen the focus for the target JSF platform configuration. Ultimately, that configuration was shaped by the winning proposal for what would become be the largest acquisition program in Department of Defense history. The J/IST program was to be executed by all three WSCs competing for the JSF. Each WSC was supporting its own JSF proposal team while simultaneously being responsible to the other JSF WSCs for the technical results of the J/IST work. The J/IST government team ensured that each participating WSC team was contractually accountable to and executing on behalf of the other WSCs. Each participant was treated by the government as customers for the technologies being demonstrated. This arrangement provided a level playing field using WSC input to make all key decisions within the scope and resources of the program. This fostered trust, a sense of fair play, and government responsiveness within the otherwise highly competitive JSF program environment. In turn, that collaborative environment enabled the results of each element of the studies to be capitalized by each competing contractor. Direct involvement of the three WSCs was fortuitous, as it compelled expanded involvement and cooperation beyond what otherwise might have been the case [39]. Each WSC benefitted from the combined J/IST demonstration results, as these provided information to be used in each WSC’s preferred weapons system configuration aircraft proposals. The focus of the J/IST demonstration program was to reduce the risks associated with subsystem integration technologies. This applied specifically to MEA technologies, including switched-reluctance (SR) starter/generators (S/Gs), electro-hydrostatic actuation system (EHAS) integration, and thermal/energy management module (T/EMM) integration through a series of maturation efforts. The work included developing and flight testing prototype versions of the SR S/G and electro-hydrostatic actuation (EHA) flight control actuators, successfully reducing the risks in these technologies from high to low for the SDD program. The work was divided into three main focus areas: one focusing on the electrical power and flight control actuation system (led by Lockheed Martin), one focusing on the development of T/EMM-related technologies (led by Boeing St. Louis), and one dedicated to independent benefit assessments (led by Boeing at its Seattle facility). Figure 3 compares a conventional federated subsystems architecture to the F-35 integrated subsystems architectures. The integrated architectures reduced system parts count, which led to smaller, lighter, and lower-cost aircraft. Based on those conclusions and the configuration design developed for the SDD program, these systems were incorporated into the F-35 baseline. The J/IST program was instrumental in reducing the risk of integrating these technologies prior to entering the JSF SDD program in 2001. The J/IST conclusions indicated an overall reduction in life-cycle costs (LCC) projected to be 2 to 3 percent, compared to the LCC of a similar legacy configuration [19]. The benefits of these integrated technologies are highlighted in Fig. 4. Approved for public release 5/8/18, JSF18-365 4PDF Image | F-35 Air Vehicle Technology Overview
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