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flap through at least 90 degrees. To control the nozzle exit area in hover, the lower flap was designed as a sliding panel that would retract as needed to adjust the backpressure on the engine. This was a critical control needed to make the shaft-driven LiftFan turbine work. As Lockheed Martin began construction and tests of the nozzle, the shortcomings of the design became more apparent. The abilities to turn the flow through 90 degrees under high loads and control the nozzle exit area would have resulted in a very heavy design. This resulted in the pursuit of a lighter design that traced its roots to an early 1970s nozzle design from the proposed Convair Model 200 V/STOL fighter aircraft concept. A three-bearing swivel nozzle was developed by Pratt & Whitney and became part of the Convair Model 200 design that never continued into development. Following joint studies by Pratt & Whitney and Lockheed Martin, the 3BSM concept was integrated into the X-35B design and shown to be lighter. It also provided a very efficient means for turning the aft thrust post with minimal losses [36]. The F-35B 3BSM consists of a STOVL LOAN and a three-bearing swivel mechanism. The mechanism can deflect the exhaust flow through 95 degrees in the pitch axis and ±12.25 degrees in the yaw axis as a function of pitch angle. The 3BSM can vector up to 23,900 pounds of thrust at the maximum rearward thrust split. The 3BSM forward (No. 1) bearing is powered by twin fueldraulic actuator motors through a gearbox and drive train. The middle (No. 2) bearing is likewise powered by a twin fueldraulic actuator motor and gearbox/drive train system. A transfer gearbox links the middle and aft (No. 3) bearings with an efficient, compact, epicycle gear train. The twin actuator motors on the No. 1 and Nos. 2 and 3 bearings, respectively, are designed with a fail-degraded capability (full torque, half rate). This is one of the key differences between this design and that of the X-35B. In the X-35B, the Nos. 2 and 3 bearings were braked following a first failure, with no ability to continue vectoring the aft thrust post. This did not satisfy operational requirements requiring an ability to perform a shipboard vertical landing following a first failure. The dual redundancy on the fueldraulic motors enabled that fault tolerance on the F-35B. 7. Technology Demonstration Program and Transition to the JSF Program The X-35B STOVL lift system completed more than 1200 hours of ground testing, culminating in the successful concept flight demonstration in August 2001. The aircraft accomplished this impressive performance under demanding hot, high-desert conditions and substantiated the robust performance capabilities of the shaft-driven LiftFan concept. Particularly impressive were the precise aircraft dynamics enabled by the responsive and accurate control of the STOVL lift system. Thirty-nine flights were conducted on the X-35B, including 22 hovers, 17 vertical takeoffs, 18 short takeoffs, 57 STOVL mode transitions, 27 vertical landings, 116 conversions (95 ground, 21 inflight), 63 clutch engagements, and 21.5 flight hours. This performance far surpassed the vertical operation goals and demonstrated sufficient maturity to proceed to production aircraft development. The transition to a production F-35B principally centered on evaluating the STOVL lift system design changes and demonstrating a full-life propulsion system. More insights into the transition and full system development for the production F-35 system can be found in Ref. [38]. IV . Conclusion The F-35 combines numerous technologies that have significantly advanced the state of the art in combat aircraft. This is particularly pronounced in the areas of integrated air vehicle subsystems and propulsion systems. The resultant aircraft provides exceptional performance with unparalleled capabilities, enabled by the air vehicle and propulsion systems. The integrated air vehicle subsystems architecture selected for incorporation was based on a continuum of progressively refined development projects. Each of these further refined the concepts and validated the approach. The SUIT and MEA studies from the early 1990s gave the JSF contractor teams confidence in the concepts. The J/IST studies then provided the final proof of the viability of the designs. They also validated the conclusion that the overall air vehicle takeoff gross weight and cost could be reduced by 2 to 3 percent. The T/EMM system development project in J/IST contributed to the development of the turbomachine, fan duct heat exchangers, and other key elements used in the current F-35 PTMS. Without these elements, the chosen configuration might have been deemed too risky to pursue in the SDD program. Likewise, without the great successes of these development programs, many elements of the F-35’s integrated systems, EHAS, and EPS would likely have been substituted with more conventional federated configurations. In such an instance, the benefits of the integrated systems might never have been realized. Instead, the Approved for public release 5/8/18, JSF18-365 26PDF Image | F-35 Air Vehicle Technology Overview
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