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SDD program was the replacement of the original SR machine ES/G with a synchronous generator to accommodate a broader power generation capability. The F-35 EPS design and development is further explored in Ref. [35]. 3. F-35 Power and Thermal Management System The F-35 PTMS, sometimes referred to as the Integrated Power Package (IPP), integrates the conventional functions of the ECS, emergency power system, engine starting system, and auxiliary power systems into a single, highly integrated system. The system features two primary modes of operation: stand-alone combusted-mode operation and bleed-driven operation when the F135 engine is running. The primary power and cooling enables stand- alone ground maintenance with no required external power and cooling carts. The PTMS also provides primary power for on-ground engine starting, followed by seamless reconfiguration into bleed-driven operation to support flight operations. The PTMS likewise supports inflight emergencies and automatically reconfigures into combusted-mode operation to support flight control, emergency electrical power, and inflight engine-start assist power. The PTMS provides 270 VDC and 28 VDC electrical power, as well as forced-air cooling for flight-essential systems. It also provides liquid cooling for aircraft avionics systems and pressurization for the cockpit, fuel system, and other aircraft systems. During flight, waste heat generated by onboard systems is rejected overboard via engine- mounted heat exchangers embedded within the F135 engine fan air duct. This eliminates the weight and volume penalties associated with conventional ram air heat-sink systems. The system incorporates many elements of the architectures developed in the J/IST demonstration program and MEA studies. However, substantial additional system design maturation was accomplished during F-35 development. Several of the concepts studied in J/IST were not adopted because they were not needed to meet the program requirements. Among these were a stored-energy backup system and an integrated T/EMM exhaust system integrated with the main engine exhaust [35]. The resultant configuration provides improvements in aircraft range due to reduced bleed air consumption and improved thermal management. The integrated PTMS eliminates the need for the separate aircraft-mounted accessory drive gearbox, air turbine starter, EPU, APU, and ECSs employed in legacy aircraft. The fan duct heat exchanger configuration avoids the increased weight and drag penalties and LO impacts associated with a dedicated ram air circuit. III. Propulsion Technologies A. Overview The conventional F-35 propulsion system features critical propulsion/airframe integration technologies that began with technology development programs. These technologies were used in large-scale demonstrations, incorporated onto the X-35 demonstrator, and transitioned to the production F-35 program. Key propulsion features (Fig. 11) include a DSI and LO axisymmetric nozzle configuration (LO Axi) common among all variants. The F-35B STOVL variant includes a three-bearing swivel module (3BSM) that integrates the LO Axi configuration with thrust vectoring, providing vertical lift. The lift is augmented by a shaft-driven lift fan system providing additional vertical lift. The DSI design is characterized by a detailed, shaped compression surface and forward swept cowl, with twin inlet apertures feeding a bifurcated, serpentine duct. The design eliminates the need for boundary-layer diverter or bleed- system inlet subsystems, reducing cost and weight. The LO Axi configuration minimizes radar reflections by using serrated trailing edges, a serrated interface with the airframe, and tight gap and seam control. It also has specialized high-temperature coatings on internal and external surfaces to provide an excellent balance of signature, weight, and performance requirements. The F-35B STOVL propulsion system utilizes the same main engine turbomachinery as the conventional takeoff and landing (CTOL)/carrier variant (CV) configurations with the addition of a shaft-driven lift fan, a roll control system, and an auxiliary inlet. The 3BSM adds thrust vectoring to the LO Axi nozzle. This permits engine exhaust to either pass straight through for forward propulsion in conventional flight or be deflected downward to provide aft vertical lift. The 3BSM can move through 95 degrees of motion seamlessly with no change in engine operation. The nozzle also provides yaw control during hover and transitions to hover. Additionally, the F-35B STOVL variant incorporates Rolls-Royce’s shaft-driven LiftFan® system. In lift mode, horsepower is extracted from the F135 engine’s low-pressure turbine via a drive shaft, clutch, and gearbox, and is used to drive the LiftFan. The exhaust is discharged through a thrust vectoring nozzle on the underside of the aircraft to provide balanced lift with the 3BSM. Engine fan air ducted to outboard roll nozzles provides roll control. Approved for public release 5/8/18, JSF18-365 14PDF Image | F-35 Air Vehicle Technology Overview
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