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power turbine used a variable geometry stator with movable vanes that allowed for performance optimization at the various operating conditions. The turbomachine included a canister type combustor developed specifically for the T/EMM that featured three distinct modes (tri-mode combustor) and was subsequently patented by Honeywell. Fig. 9 T/EMM turbomachine cross-section. Additional components making up the T/EMM configuration requiring significant development were the SR I/SG configuration, T/EMM controller, and various other heat exchangers, valves, and related components. In parallel with the Honeywell T/EMM development projects, Pratt & Whitney integrated the Honeywell-designed fan duct heat exchangers into a modified F119 engine. This was another key success supporting the claim that the T/EMM concept was viable and supported the JSF technology transition criteria. T/EMM System Demonstrations Several significant demonstrations were accomplished in support of the J/IST team effort. Figure 10 summarizes the major demonstrations, building up from the component level to successively higher levels of integration. One of the three most significant demonstrations was the integration of the power and cooling subsystems into a stand-alone integration environment. Another of the three was the electrical integration of T/EMM and ES/G, high-power EHA integration testing, and EMI testing. The third was the demonstration of the integration of the T/EMM integrated subsystems with the engine. The stand-alone integration demonstration began in the summer of 1999 at Honeywell in Torrance, California. The demonstration, which simulated a mission profile, included ground maintenance operation with 25 kW of electrical power and 12 kW of cooling. It also included normal-engine-bleed air-driven operation during taxi, takeoff, acceleration, climb, cruise, loiter, descent, and landing. In addition, it showed emergency operations that simulated the loss of the engine and ES/G failure. The results demonstrated the capability to perform all the required modes and successfully reconfigure between modes as required. Post-test comparisons of test data with the dynamic model confirmed the model’s ability to predict results. The comparisons also reinforced the value of the virtual modeling effort prior to commencing hardware operations. The electrical power management integration of T/EMM and ES/G was conducted at Northrop Grumman’s facility in El Segundo, California. The testing demonstrated that the IS/G-integrated EPS could provide the needed capability to power the ES/G using IS/G power to start the F119 engine. The testing also showed that the system could provide the necessary emergency power requirements, and that its generators could handle the dynamic loads imposed by the high-power EHAs. The final engine integration demonstration was performed in 2000 at Pratt & Whitney’s facility in West Palm Beach, Florida. It brought Honeywell’s T/EMM system, Northrop Grumman’s EPS, and Hamilton Sundstrand’s (UTAS’) ES/G together with a modified Pratt & Whitney F119 engine. With this combination, it validated the integrated subsystems concept. The Hamilton Sundstrand (UTAS) ES/G was connected to the engine using a speed- increaser gearbox. The Honeywell T/EMM system was connected to the engine with low-pressure drop plumbing. The demonstration included testing using a simulated mission profile incorporating operations in all ground, flight, Approved for public release 5/8/18, JSF18-365 11PDF Image | F-35 Air Vehicle Technology Overview
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