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C. Transition to the F-35 Program J/IST was one of the largest and most successful subsystems technology demonstration programs ever accomplished. Every major element of the J/IST architecture was transitioned to the F-35’s design [39]. The program was composed of a series of cascading development and demonstration projects of increasing complexity. Each demonstration built upon a prior one to gradually reduce component, subsystem, and air vehicle-level risks. These efforts showed the various technology elements in the most appropriate environment, considering the desired risk reduction, available resources, and perceived potential. The two final J/IST demonstrations were the most significant. One was a comprehensive ground demonstration of the engine and relevant (associated) subsystems. The other was a flight test of an F-16 with all primary flight control surfaces powered electrically. The F-35 employs the key elements derived from J/IST, including the EHAS and EPS architectures. It also incorporated numerous elements from the T/EMM architecture and equipment. The Pratt & Whitney F135 engine uses integral fan duct heat exchangers and additional bleed manifolds to support the power and thermal management system (PTMS) configuration. The F-35 EPS features the Hamilton Sundstrand (UTAS) ES/G and General Electric 270 VDC and 28 VDC lithium-ion batteries. The flight control system (FCS) features Moog/Parker Aerospace EHAS hardware. The resultant F-35 PTMS uses many of the control modes and requirements developed in J/IST. The components used in the system derive directly from the J/IST configuration. Many lessons learned in J/IST were applied to the design, development, and test of the turbomachine and its subcomponent systems, the heat exchanger arrangements, the valve designs, and other system aspects. The F-35 turbomachine was redesigned to eliminate the variable area nozzle and replace the SR generator with a permanent magnet generator. The F-35 PTMS has a robust, highly reliable electrical power and cooling system, providing an electrically driven engine start system and supporting inflight emergencies. The F-35 aircraft subsystems enable stand-alone ground maintenance power and cooling for all systems maintenance and checkout operations. The single-stage power turbine was replaced with a two-stage radial/axial configuration, and the variable area power turbine nozzle was eliminated. The SR generator was replaced by a permanent magnet generator configuration. Numerous design lessons learned were incorporated into the lubrication system, sump sizing, rotor element design and clearances, system controls, and operation. As a result of J/IST, Honeywell developed significant improvements for the modeling and simulation techniques applied when developing the SDD program. The F-35 PTMS heat exchanger configuration used a thermal cycle similar to that in the J/IST system. However, significant optimization in the packaging was made by Honeywell. This resulted in a highly integrated compact heat exchanger configuration with multiple cores in a single assembly that proved essential to meeting the installation design requirements. F-35 design requirements also permitted the elimination of the stored-energy system and avoided the need to integrate the T/EMM turbomachine exhaust into the main engine exhaust. The requirements also mitigated other complexities discovered during J/IST. 1. F-35 Flight Control Actuation System The F-35 FCS uses the EHAS to power its primary and secondary flight control surfaces. This is a departure from predecessor legacy combat aircraft powered by hydraulics. The conventional system design was reliable and had a mature design concept, but it added substantial weight and volume and drove the hydraulics system’s sizing and redundancy. The SUIT and MEA studies showed that the more-electric architecture promised significant improvements [4]. The F-35 flight control actuation system provides control to position both of the primary and secondary flight control surfaces. The FCS architectures are largely common for all three F-35 variants for the primary control of horizontal tails, flaperons, rudders, and leading edge flaps. However, the F-35A and F-35C variants also incorporate horizontal tail centering actuators, and the F-35C variant also incorporates conventional hydraulically powered ailerons. The architecture of the F-35 flight control actuation system derived from the MEA studies and J/IST demonstration program. Integrating the flight control actuation system with the power and cooling systems was key to the overall success of the F-35 flight control development. Additional discussion of this can be found Ref. [35]. 2. F-35 Electrical Power System The F-35 EPS provides the generation, distribution, control, and protection of electrical power for various equipment. Its key power management functions for the air vehicle include primary flight control power, power to numerous aircraft systems, main engine starting, emergency power control and distribution, and power for ground maintenance functions. Key system elements include a single ES/G, two ICCs, 28 VDC and 270 VDC batteries, and the additional elements required to provide the uninterruptable power sources required for safety of flight. The EPS provides 270 VDC, 28 VDC, and 115 VAC power. The architecture of the F-35 EPS was derived from the MEA studies and J/IST demonstration program. Integrating the main engine starting function and flight control power sources matured risk reduction activities during the F-35 development program. One major change made during the Approved for public release 5/8/18, JSF18-365 13PDF Image | F-35 Air Vehicle Technology Overview
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