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introduced nacelle bay airflow near the nozzle throat to cool divergent flaps. This improved divergent seal durability and reduced the infrared signature. 2. Low Observable Axisymmetric Nozzle Rapid Prototype Evaluation In the early 1990s, engineers at Lockheed Martin used CFD and an astatic thrust measurement facility to perform rapid prototype evaluation and 3-D printing. This allowed for a rapid assessment of nozzle aerodynamic performance (Image 2). The facility had a flow-through six-component balance housed within an altitude (pressure reduction) chamber. Varying ambient backpressure allowed continuous, low-load testing with very high nozzle pressure ratios with minimal variation in mass flow and minimal model loads. This also allowed the balance to operate within an optimum band of its calibrated mass flow and force measurement range. It had excellent overall accuracy and repeatability and reduced the variation in the Reynolds number. Multiple airflows could be independently controlled and metered via a bank of critical-flow venturis. Image 2 Lockheed Martin rapid nozzle prototyping capability in Fort Worth, Texas. 3. Aircraft Aerodynamic Integration Intentional aft body and nozzle integration is critical to balance drag and weight, which are driven by aft body and nozzle boattail angles. Finding the optimum length and external shape is important to net propulsion performance. Additionally, the aft body is typically not axisymmetric, and integrating an axisymmetric exhaust may result in large aft body boattail angles and base regions. This would introduce drag, effectively stealing from the net thrust of the propulsion system. This is evident in most twin-engine configurations in which a base or dead region is normally found between two closely spaced nozzles. In certain circumstances, the low local pressure endemic to these base regions can serve as an exit for secondary flow systems. For example, base regions at the root of the F-16 horizontal and vertical tail surfaces are used to promote nacelle ventilation. 4. Ground and Flight Testing The LOAN configuration developed by Pratt & Whitney was developed under a precursor to the JSF contract to evaluate advanced, affordable technologies applicable to the F-35. Ground testing was completed in 1996 (Image 3). A Lockheed Martin/Pratt & Whitney team modified an Air Force F-16 and F100-PW-200 engine with a bailed LOAN from the F-35 Joint Program Office. This was used for the ground test in a two-day rapid prototype operation. During tests from idle to maximum afterburner, infrared images, nozzle temperatures, and nacelle inlet pressures and airflow velocities were measured. The Pratt & Whitney LOAN configuration significantly reduced radar cross-section and infrared signature emissions from the engine, as well as maintenance costs. The result was a low-cost nozzle system that reduced the chance of radar and infrared detection and applied to both retrofit and new-production aircraft. The solution developed by General Electric was designated the LO Axi Nozzle, demonstrated by Lockheed Martin on an Air National Guard F-16C (Image 3). Dramatic temperature reductions provided by the LO Axi Nozzle were expected to greatly improve F-16 exhaust system durability. F-16 flight certification was conducted at Edwards Air Force Base in the summer of 2001. That system was offered as an F-16 upgrade option, reinforcing the vibrancy of the F-16 platform. Approved for public release 5/8/18, JSF18-365 20PDF Image | F-35 Air Vehicle Technology Overview
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