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The second physical feature distinguishing the DSI is a forward-swept cowl. Forward swept denotes that the cowl structure is cantilevered from the aircraft and closes against the forebody at its aft-most points. This geometry enables low-pressure boundary layer air to be spilled out the side of the inlet as mass flow ratio is decreased. Many CFD studies showed the effects of combining a bump compression surface and forward-swept cowl. The studies demonstrated that the combination could provide the aerodynamic functionality of traditional inlets without a boundary layer diverter or bleed system. Small-scale testing of isolated inlet aperture models (Fig. 13) was conducted throughout the conceptual development program to augment CFD studies. Whereas CFD was best at providing detailed flow physics at a few specific operating conditions, testing produced key operating data at a broad range of conditions. These tests were used to evaluate inlet pressure recovery, distortion, and shockwave instability (buzz) boundaries for the key bump design parameters. 3. Integrated Aircraft Design and Validation Having verified the basic DSI principles, the focus shifted to integrating the inlet into a realistic aircraft configuration and assessing air vehicle system-level impacts. These activities were accomplished with synergistic studies on the JAST and AFRL ACIS programs. JAST studies investigated the best way to integrate the unique DSI features. As with the eventual F-35 configuration, the JAST aircraft featured twin, side-mounted inlet apertures with a bifurcated duct and single engine. On ACIS, Lockheed Martin performed three tasks that helped to build the overall knowledge base. We analyzed the benefits, cost, weight, and maintainability of the DSI versus a reference system. We also assessed the performances of different subsonic diffuser concepts integrated with the DSI. In addition, we performed a large-scale wind tunnel validation of a forebody/inlet/duct configuration, shown in Fig. 14. Fig. 14 Large-scale wind tunnel testing validation of CFD design methodology and CFD test model (inset). System-level trade studies were performed to quantify the weight, cost, and benefits of the DSI, compared to more conventional inlets (e.g., F-22 and F/A-18E/F caret inlet systems). In these studies, a 30-percent inlet weight reduction was estimated for the DSI, relative to the reference caret inlet. The largest contributing factor was the elimination of the bleed and bypass systems. Studies performed by other ACIS contractors [25] indicated similar savings for diverter-less/bleed-less systems. The ACIS subsonic diffuser study evaluated the DSI with both straight and serpentine diffusers and different flow area curves. Results from this task provided guidelines on how to best shape the diffuser, given the rather unique incoming flow field from the DSI. A 0.125-scale inlet/forebody model of the ACIS configuration was tested at subsonic, transonic, and supersonic conditions in two test entries. A wind tunnel test was conducted at the NASA Langley Research Center 16-Foot Transonic Tunnel. Another was conducted at the Lockheed Martin High Speed Wind Tunnel, which is a 4-by-4-foot tri-sonic blow-down wind tunnel. Test data were obtained over a wide range of angle-of-attack and angle-of-sideslip Approved for public release 5/8/18, JSF18-365 17PDF Image | F-35 Air Vehicle Technology Overview
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