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Fig. 17 Comparison of F-35 conventional and F-35B STOVL lift systems. 2. LiftFan Development The F-35 LiftFan system is the overarching characteristic of the F-35B STOVL variant. It underwent years of technology development and maturation by Lockheed Martin and F-35 propulsion contractors Pratt & Whitney and Rolls-Royce. Initial work began in the late 1980s with STOVL JSF studies sponsored by the Defense Advanced Research Projects Agency. Lockheed Martin, General Dynamics, Boeing St. Louis (then McDonnell Douglas), and Boeing all developed concepts with different technologies for generating vertical lift [34]. These studies led to the ASTOVL competition that Lockheed Martin won with the shaft-driven LiftFan propulsive concept. This effort eventually evolved into the JSF concept demonstration phase resulting in the X-35B flight demonstration. Rolls-Royce’s LiftFan is a novel, counter-rotating concept with a bladed disk (blisk), two sets of stationary vanes, and a set of variable inlet guide vanes (VIGVs). The VIGVs provide the thrust variation from maximum to idle necessary for the VTOL application. The gearbox distributes 29,000 horsepower to the LiftFan rotor stages. The load capacity and envelope characteristics were key to providing an industry-first 30-1 horsepower-to-weight ratio. The previous norm (in earlier aircraft) was a ratio of no more than 15-to-1, which was then doubled. The gearbox is integral to the LiftFan unit and employs counter-rotating output shafts to simplify geometry and reduce gear and bearing loads. VIGVs on the first fan stage provide thrust modulation. Lubrication for the LiftFan bearings and gearbox is provided by the LiftFan lubrication system, which is independent from the main engine lubrication system. The Rolls-Royce LiftFan is designed to operate throughout the entire speed range of the main engine. One of the key challenges in transitioning the concept development to production was in the LiftFan’s aeromechanical rotor modes. These caused operating restrictions (time at certain LiftFan speeds) on the X-35B. The spatial pressure distortions in the inlet flow field excited resonance modes in the LiftFan turbomachinery, becoming a high-cycle fatigue or aeromechanics concern. This was addressed in the F-35B by redesigning the upper LiftFan door configuration to reduce flow angularity and distortion. It was also addressed by redesigning the LiftFan rotor (hollow blades, blisk) that attenuated the modal responses. 3. LiftFan Clutch Development Shaft/clutching functionality was achieved with both hardware and software functionality. Pioneering shaft, clutch, and gearbox designs permitted the development of a lightweight, high-speed (8000 rpm) drive train. A unique closed- loop clutching system provides precise control resulting in smooth, reliable power transmission to the LiftFan. This innovative clutch design, leveraging aircraft brake technology, produced a dry clutch plate arrangement. This achieved Approved for public release 5/8/18, JSF18-365 23PDF Image | F-35 Air Vehicle Technology Overview
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