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conditions at speeds up to Mach 2. Test results indicated that the integrated inlet configuration satisfied typical goals of high pressure recovery, manageable distortion, and good supersonic stability. Pressure recovery for the DSI with a serpentine duct was shown to be comparable to that of the F-16 modular common inlet duct recovery. This was at static conditions and speeds ranging from Mach 0.6 to 1.2. At supersonic speeds, the DSI’s recovery was shown to exceed F-16 recovery. The development of the DSI was based on CFD. As such, it was necessary to verify the accuracy of CFD to predict the complex inlet flow fields associated with integrated forebody, aperture, and duct geometries. In general, excellent agreement between the CFD and test data was noted (Fig. 14). 4. Diverter-less Supersonic Inlet Flight Demonstration Program The next step in the development of the DSI was to conduct a flight demonstration on a relevant combat aircraft platform. A Block 30 F-16 powered by an F110-GE-129 engine was selected for this demonstration due to its modular inlet construction and consequently low cost of modification. One objective of this effort was to demonstrate engine/inlet compatibility throughout the combat aircraft envelope. Another was to demonstrate stable inlet operation up to Mach 1.8. Although integration in the F-16 chin location dictated an inlet design different from the twin, side- mounted ACIS/JAST design, the aerodynamic design principles were identical. Prior to the flight test, an inlet wind tunnel model was fabricated and tested at one of the Arnold Engineering Development Complex propulsion wind tunnels in November 1995. Wind tunnel test results verified CFD-predicted inlet performance and demonstrated engine/inlet compatibility. Inlet lines were frozen based solely on CFD results, and flight hardware fabrication had begun prior to any wind tunnel test verification of the CFD-based design. The flight test program consisted of 12 flights flown in nine days in December 1996. The flight tests covered the entire F- 16 flight envelope and achieved a maximum speed of Mach 2 (Fig. 15). With this flight demonstration, the viability of the DSI as a Mach 2 class, diverter-less, bleed-less, highly survivable inlet concept was proven. Fig. 15 DSI technology was matured through rigorous F-16 flight demonstration. 5. Transition to the JSF Program Risk had been significantly reduced through IRAD efforts, ongoing work and the flight demonstrations on ACIS, and extensive program trade studies. As such, the DSI system was selected as the baseline inlet for Lockheed Martin’s JAST program in early 1995, replacing the previous F-22-like inlet. Configuration refinement continued through the lines freeze on the X-35 concept demonstrator aircraft. Because of the sophisticated yet simple DSI design, it was possible to support this milestone with only a single additional up-and-away inlet wind tunnel entry. Approved for public release 5/8/18, JSF18-365 18PDF Image | F-35 Air Vehicle Technology Overview
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