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EMI/EMC, and supportability, among other areas. The AFTI/F-16 modifications were successfully demonstrated in the aircraft, with the key highlights including: 1) nine flights accomplished totaling 13 flight hours, performing realistic JSF-like mission profiles; 2) flight envelope including Mach 1.3 (600-knot engine limitation), up to 30,000 feet altitude (ferry); and 3) test pilots reporting no observable difference in handling qualities, compared to a baseline F-16. For its achievements, the AFTI/F-16 flight demonstration won Flight International magazine’s 2000 Aerospace Industry Award for Engineering, Maintenance and Modification, presented at the Paris Air Show in 2001 [40]. 2. J/IST Thermal/Energy Management Module Boeing St. Louis (formerly McDonnell Douglas) led an industry team responsible for the subsystem architectures and ground demonstrations of power and cooling integration, and electric actuation and power system integration [11]. Major participants in the team were Honeywell Aerospace (formerly AlliedSignal Aerospace Inc.), BAE Systems (formerly Astronics Corporation), Moog Inc., Northrop Grumman, and Pratt & Whitney. The team achieved the following key accomplishments in the J/IST program: 1) Development of an integrated T/EMM system: a. T/EMM turbomachine, b. high-temperature air/fuel heat exchanger, c. air/liquid heat exchanger, d. engine fan duct air-to-air heat exchanger, e. dual-mode recuperator heat exchanger, f. T/EMM integral S/G, and g. T/EMM controller and vehicle management computer interface. 2) Development of the T/EMM system controls and modes of operation; 3) Demonstration of integrating the power and cooling subsystems into a stand-alone integration environment; and 4) Demonstration of the integration of the T/EMM integrated subsystems with the engine. The team selected a generic, JSF-like aircraft for assessing and defining the J/IST requirements. These included requirements for power, cooling, and actuation systems of the aircraft for ground, flight, and emergency operating conditions. The subsystem architecture that was developed resulted in the consensus architecture configuration depicted in Fig. 8. This architecture used the engine fan duct as a heat sink and integrated the functions traditionally performed by the ECS, auxiliary power unit (APU), and emergency power unit (EPU). The system was designed to support requirements for electrically powered flight control actuation and electric start of the main engine using T/EMM power to drive the ES/G. Approved for public release 5/8/18, JSF18-365 9PDF Image | F-35 Air Vehicle Technology Overview
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