超级军网JSF Fighter
来源：百度文库 编辑：超级军网 时间：2024/04/29 09:38:28
JSF (F35) JOINT STRIKE FIGHTER, INTERNATIONAL
The Joint Strike Fighter, the JSF, is being developed by
Lockheed Martin Aeronautics Company for the US Air Force,
Navy and Marine Corps and the UK Royal Navy. The stealthy,
supersonic multi-role fighter is to be designated the F-35.
The JSF is being built in three variants: a conventional take-off
and landing aircraft (CTOL) for the US Air Force; a carrier based
variant (CV) for the US Navy; and a short take-off and
vertical landing (STOVL) aircraft for the US Marine Corps and
the Royal Navy. A 70 – 90% commonality is required for all variants.
The requirement is for: USAF F-35A –air-to-ground strike aircraft,
replacing F-16 and A-10, complementing F-22 (1763);
USMC F-35B – STOVL strike fighter to replace F/A-18B/C
and AV-8B (480); UK RN F-35C – STOVL strike fighter to
replace Sea Harriers (60); US Navy F-35C – first-day-of-war
strike fighter to replace F/A-18B/C and A-6, complementing
the F/A-18E/F (480 aircraft). In January 2001, the UK MOD
signed a memorandum of understanding to co-operate
in the SDD (System Development and Demonstration)
phase of JSF and, in September 2002, selected the STOVL
variant to fulfil the Future Joint Combat Aircraft (FJCA)
requirement. Following the contract award, other nations
signed up to the SDD phase are: Australia, Canada, Denmark,
Italy, Netherlands, Norway, Singapore and Turkey.
The Concept Demonstration Phase of the programme began
in November 1996 with the award of contracts to two consortia,
led by Boeing Aerospace and Lockheed Martin. The contracts
involved the building of demonstrator aircraft for three different
configurations of JSF, with one of the two consortia to
be selected for the development and manufacture of all three variants.
In October 2001, an international team led by Lockheed Martin
was awarded the contract to build JSF. An initial 22 aircraft
(14 flying test aircraft and eight ground-test aircraft) will be
built in the programs System Development and Demonstration
(SDD) phase. Flight testing will be carried out at Edwards
Air Force Base, California, and Naval Air Station, Patuxent River,
Maryland. The fighter is expected to enter service in 2008.
The Lockheed Martin JSF team includes Northrop Grumman,
BAE Systems, Pratt and Whitney and Rolls-Royce. Final assembly
of the aircraft will take place at Lockheed Martin’s Fort Worth
plant in Texas. Major subassemblies will be produced by Northrop
Grumman Integrated Systems at El Segundo, California and
BAE Systems at Samlesbury, Lancashire, England. BAE Systems
is responsible for the design and integration of the aft fuselage,
horizontal and vertical tails and the wing-fold mechanism for
the CV variant, using experience from the Harrier STOVL programme.
DESIGN
In order to minimise the structural weight and complexity of
assembly, the wingbox section integrates the wing and fuselage
section into one piece. To minimise radar signature, sweep angles
are identical for the leading and trailing edges of the wing and
tail (planform alignment). The fuselage and canopy have sloping
sides. The seam of the canopy and the weapon bay doors are
sawtoothed and the vertical tails are canted at an angle.
The Marine variant of JSF is very similar to the Air Force variant,
but with a slightly shorter range because some of the space
used for fuel is used for the lift fan of the STOVL propulsion
system. The main differences between the naval variant and
the other versions of JSF are associated with the carrier operations.
The internal structure of the naval version is very strong to
withstand the high loading of catapult assisted launches and
tailhook arrested landings. The aircraft has larger wing and tai
l control surfaces for low speed approaches for carrier landing.
Larger leading edge flaps and foldable wingtip sections provide
a larger wing area, which provides an increased range and
payload capacity.
The canopy, radar and most of the avionics are common
to the three variants.
WEAPONS
Weapons are carried in two parallel bays located in front of
the landing gear. Each weapons bay is fitted with two hardpoints
for carrying a range of bombs and missiles.
In September 2002, General Dynamics Armament and Technical
Products was selected as the gun system integrator.
The air force variant has an internally mounted gun.
The Carrier and Marine variants can have an external gun pod fitted.
TARGETING
Lockheed Martin Missile & Fire Control and Northrop Grumman
Electronic Sensors and Systems are jointly responsible for
the JSF electro-optical system. A Lockheed Martin electro-optical
targeting system (EOTS) will provide long-range detection and
precision targeting, along with the Northrop Grumman DAS
(Distributed Aperture System) thermal imaging system. EOTS
will be based on the Sniper XL pod developed for the F-16,
which incorporates a mid-wave third generation FLIR,
dual mode laser, CCD TV, laser tracker and laser marker.
DAS consists of multiple infrared cameras (supplied by
Indigo Systems of Goleta, California) providing 360º
coverage using advanced signal conditioning algorithms.
As well as situational awareness, DAS provides navigation,
missile warning and infrared search and track (IRST).
EOTS is embedded under the aircraft’s nose, and
DAS sensors are fitted at multiple locations on the aircraft.
RADAR
Northrop Grumman Electronic Systems is developing the
advanced electronically scanned array (AESA) multi-function radar.
The AESA will combine an integrated radio frequency subsystem
with a multifunction array. The radar system will also incorporate
the agile beam steering capabilities developed for the APG-77.
SYSTEMS
Systems suppliers will include: BAE Systems Avionics -
side stick and throttle controls; ATK Composites -
upper wing skins; Vought Aircraft Industries -
lower wing skins; Vision Systems International
(a partnership between Kaiser Electronics and Elbit of Israel)
- advanced helmet-mounted display; Ball Aerospace -
Communications, Navigation and Integration (CNI)
integrated body antenna suite (one S-band,
two UHF, two radar altimeter, three L-band antennas per aircraft);
Smiths Aerospace - electronic control systems and electrical
power system (with Hamilton Sundstrand), integrated
canopy frame; Harris Corporation - advanced avionics
systems, infrastructure, image processing, digital map
software, fibre optics, high speed communications
links and part of the Communications, Navigation
and Information (CNI) system; Honeywell -
landing system's wheels and brakes,
onboard oxygen-generating system (OBOGS),
engine components, power and thermal management
system driven by integrated auxiliary power unit (APU),
radar altimeter, inertial navigation/global positioning system
(INS/GPS) and air data transducers; Parker Aerospace -
fuel system, hydraulics for lift fan, primary flight control
actuators (with Moog Inc), engine controls and accessories;
EDO Corporation - pneumatic weapon delivery system;
Goodrich - lift-fan anti-icing system; Stork Aerospace -
electrical wiring.
BAE Systems North America will be responsible
for the JSF electronic warfare suite, which will be
installed internally and have some subsystems from Northrop Grumman.
PROPULSION
Early production lots of all three variants will be powered
by the Pratt and Whitney afterburning turbofan F-135
engine, a derivative of the F119 fitted on the F-22.
Following production aircraft will be powered by either
the F-135 engine or the F-136 turbofan being developed
by General Electric.
On the F-35B, the engine is coupled with a shaft-driven
lift fan system for STOVL propulsion. The lift fan
has been developed by Rolls-Royce Defence.
Doors installed above and below the vertical fan
open as the fin spins up to provide vertical lift.
The main engine has a three bearing swivelling exhaust
nozzle. The nozzle, which is supplemented by two roll
control ducts on the inboard section of the wing,
together with the vertical lift fan provide the required
STOVL capability.JSF (F35) JOINT STRIKE FIGHTER, INTERNATIONAL
The Joint Strike Fighter, the JSF, is being developed by
Lockheed Martin Aeronautics Company for the US Air Force,
Navy and Marine Corps and the UK Royal Navy. The stealthy,
supersonic multi-role fighter is to be designated the F-35.
The JSF is being built in three variants: a conventional take-off
and landing aircraft (CTOL) for the US Air Force; a carrier based
variant (CV) for the US Navy; and a short take-off and
vertical landing (STOVL) aircraft for the US Marine Corps and
the Royal Navy. A 70 – 90% commonality is required for all variants.
The requirement is for: USAF F-35A –air-to-ground strike aircraft,
replacing F-16 and A-10, complementing F-22 (1763);
USMC F-35B – STOVL strike fighter to replace F/A-18B/C
and AV-8B (480); UK RN F-35C – STOVL strike fighter to
replace Sea Harriers (60); US Navy F-35C – first-day-of-war
strike fighter to replace F/A-18B/C and A-6, complementing
the F/A-18E/F (480 aircraft). In January 2001, the UK MOD
signed a memorandum of understanding to co-operate
in the SDD (System Development and Demonstration)
phase of JSF and, in September 2002, selected the STOVL
variant to fulfil the Future Joint Combat Aircraft (FJCA)
requirement. Following the contract award, other nations
signed up to the SDD phase are: Australia, Canada, Denmark,
Italy, Netherlands, Norway, Singapore and Turkey.
The Concept Demonstration Phase of the programme began
in November 1996 with the award of contracts to two consortia,
led by Boeing Aerospace and Lockheed Martin. The contracts
involved the building of demonstrator aircraft for three different
configurations of JSF, with one of the two consortia to
be selected for the development and manufacture of all three variants.
In October 2001, an international team led by Lockheed Martin
was awarded the contract to build JSF. An initial 22 aircraft
(14 flying test aircraft and eight ground-test aircraft) will be
built in the programs System Development and Demonstration
(SDD) phase. Flight testing will be carried out at Edwards
Air Force Base, California, and Naval Air Station, Patuxent River,
Maryland. The fighter is expected to enter service in 2008.
The Lockheed Martin JSF team includes Northrop Grumman,
BAE Systems, Pratt and Whitney and Rolls-Royce. Final assembly
of the aircraft will take place at Lockheed Martin’s Fort Worth
plant in Texas. Major subassemblies will be produced by Northrop
Grumman Integrated Systems at El Segundo, California and
BAE Systems at Samlesbury, Lancashire, England. BAE Systems
is responsible for the design and integration of the aft fuselage,
horizontal and vertical tails and the wing-fold mechanism for
the CV variant, using experience from the Harrier STOVL programme.
DESIGN
In order to minimise the structural weight and complexity of
assembly, the wingbox section integrates the wing and fuselage
section into one piece. To minimise radar signature, sweep angles
are identical for the leading and trailing edges of the wing and
tail (planform alignment). The fuselage and canopy have sloping
sides. The seam of the canopy and the weapon bay doors are
sawtoothed and the vertical tails are canted at an angle.
The Marine variant of JSF is very similar to the Air Force variant,
but with a slightly shorter range because some of the space
used for fuel is used for the lift fan of the STOVL propulsion
system. The main differences between the naval variant and
the other versions of JSF are associated with the carrier operations.
The internal structure of the naval version is very strong to
withstand the high loading of catapult assisted launches and
tailhook arrested landings. The aircraft has larger wing and tai
l control surfaces for low speed approaches for carrier landing.
Larger leading edge flaps and foldable wingtip sections provide
a larger wing area, which provides an increased range and
payload capacity.
The canopy, radar and most of the avionics are common
to the three variants.
WEAPONS
Weapons are carried in two parallel bays located in front of
the landing gear. Each weapons bay is fitted with two hardpoints
for carrying a range of bombs and missiles.
In September 2002, General Dynamics Armament and Technical
Products was selected as the gun system integrator.
The air force variant has an internally mounted gun.
The Carrier and Marine variants can have an external gun pod fitted.
TARGETING
Lockheed Martin Missile & Fire Control and Northrop Grumman
Electronic Sensors and Systems are jointly responsible for
the JSF electro-optical system. A Lockheed Martin electro-optical
targeting system (EOTS) will provide long-range detection and
precision targeting, along with the Northrop Grumman DAS
(Distributed Aperture System) thermal imaging system. EOTS
will be based on the Sniper XL pod developed for the F-16,
which incorporates a mid-wave third generation FLIR,
dual mode laser, CCD TV, laser tracker and laser marker.
DAS consists of multiple infrared cameras (supplied by
Indigo Systems of Goleta, California) providing 360º
coverage using advanced signal conditioning algorithms.
As well as situational awareness, DAS provides navigation,
missile warning and infrared search and track (IRST).
EOTS is embedded under the aircraft’s nose, and
DAS sensors are fitted at multiple locations on the aircraft.
RADAR
Northrop Grumman Electronic Systems is developing the
advanced electronically scanned array (AESA) multi-function radar.
The AESA will combine an integrated radio frequency subsystem
with a multifunction array. The radar system will also incorporate
the agile beam steering capabilities developed for the APG-77.
SYSTEMS
Systems suppliers will include: BAE Systems Avionics -
side stick and throttle controls; ATK Composites -
upper wing skins; Vought Aircraft Industries -
lower wing skins; Vision Systems International
(a partnership between Kaiser Electronics and Elbit of Israel)
- advanced helmet-mounted display; Ball Aerospace -
Communications, Navigation and Integration (CNI)
integrated body antenna suite (one S-band,
two UHF, two radar altimeter, three L-band antennas per aircraft);
Smiths Aerospace - electronic control systems and electrical
power system (with Hamilton Sundstrand), integrated
canopy frame; Harris Corporation - advanced avionics
systems, infrastructure, image processing, digital map
software, fibre optics, high speed communications
links and part of the Communications, Navigation
and Information (CNI) system; Honeywell -
landing system's wheels and brakes,
onboard oxygen-generating system (OBOGS),
engine components, power and thermal management
system driven by integrated auxiliary power unit (APU),
radar altimeter, inertial navigation/global positioning system
(INS/GPS) and air data transducers; Parker Aerospace -
fuel system, hydraulics for lift fan, primary flight control
actuators (with Moog Inc), engine controls and accessories;
EDO Corporation - pneumatic weapon delivery system;
Goodrich - lift-fan anti-icing system; Stork Aerospace -
electrical wiring.
BAE Systems North America will be responsible
for the JSF electronic warfare suite, which will be
installed internally and have some subsystems from Northrop Grumman.
PROPULSION
Early production lots of all three variants will be powered
by the Pratt and Whitney afterburning turbofan F-135
engine, a derivative of the F119 fitted on the F-22.
Following production aircraft will be powered by either
the F-135 engine or the F-136 turbofan being developed
by General Electric.
On the F-35B, the engine is coupled with a shaft-driven
lift fan system for STOVL propulsion. The lift fan
has been developed by Rolls-Royce Defence.
Doors installed above and below the vertical fan
open as the fin spins up to provide vertical lift.
The main engine has a three bearing swivelling exhaust
nozzle. The nozzle, which is supplemented by two roll
control ducts on the inboard section of the wing,
together with the vertical lift fan provide the required
STOVL capability.
The Joint Strike Fighter, the JSF, is being developed by
Lockheed Martin Aeronautics Company for the US Air Force,
Navy and Marine Corps and the UK Royal Navy. The stealthy,
supersonic multi-role fighter is to be designated the F-35.
The JSF is being built in three variants: a conventional take-off
and landing aircraft (CTOL) for the US Air Force; a carrier based
variant (CV) for the US Navy; and a short take-off and
vertical landing (STOVL) aircraft for the US Marine Corps and
the Royal Navy. A 70 – 90% commonality is required for all variants.
The requirement is for: USAF F-35A –air-to-ground strike aircraft,
replacing F-16 and A-10, complementing F-22 (1763);
USMC F-35B – STOVL strike fighter to replace F/A-18B/C
and AV-8B (480); UK RN F-35C – STOVL strike fighter to
replace Sea Harriers (60); US Navy F-35C – first-day-of-war
strike fighter to replace F/A-18B/C and A-6, complementing
the F/A-18E/F (480 aircraft). In January 2001, the UK MOD
signed a memorandum of understanding to co-operate
in the SDD (System Development and Demonstration)
phase of JSF and, in September 2002, selected the STOVL
variant to fulfil the Future Joint Combat Aircraft (FJCA)
requirement. Following the contract award, other nations
signed up to the SDD phase are: Australia, Canada, Denmark,
Italy, Netherlands, Norway, Singapore and Turkey.
The Concept Demonstration Phase of the programme began
in November 1996 with the award of contracts to two consortia,
led by Boeing Aerospace and Lockheed Martin. The contracts
involved the building of demonstrator aircraft for three different
configurations of JSF, with one of the two consortia to
be selected for the development and manufacture of all three variants.
In October 2001, an international team led by Lockheed Martin
was awarded the contract to build JSF. An initial 22 aircraft
(14 flying test aircraft and eight ground-test aircraft) will be
built in the programs System Development and Demonstration
(SDD) phase. Flight testing will be carried out at Edwards
Air Force Base, California, and Naval Air Station, Patuxent River,
Maryland. The fighter is expected to enter service in 2008.
The Lockheed Martin JSF team includes Northrop Grumman,
BAE Systems, Pratt and Whitney and Rolls-Royce. Final assembly
of the aircraft will take place at Lockheed Martin’s Fort Worth
plant in Texas. Major subassemblies will be produced by Northrop
Grumman Integrated Systems at El Segundo, California and
BAE Systems at Samlesbury, Lancashire, England. BAE Systems
is responsible for the design and integration of the aft fuselage,
horizontal and vertical tails and the wing-fold mechanism for
the CV variant, using experience from the Harrier STOVL programme.
DESIGN
In order to minimise the structural weight and complexity of
assembly, the wingbox section integrates the wing and fuselage
section into one piece. To minimise radar signature, sweep angles
are identical for the leading and trailing edges of the wing and
tail (planform alignment). The fuselage and canopy have sloping
sides. The seam of the canopy and the weapon bay doors are
sawtoothed and the vertical tails are canted at an angle.
The Marine variant of JSF is very similar to the Air Force variant,
but with a slightly shorter range because some of the space
used for fuel is used for the lift fan of the STOVL propulsion
system. The main differences between the naval variant and
the other versions of JSF are associated with the carrier operations.
The internal structure of the naval version is very strong to
withstand the high loading of catapult assisted launches and
tailhook arrested landings. The aircraft has larger wing and tai
l control surfaces for low speed approaches for carrier landing.
Larger leading edge flaps and foldable wingtip sections provide
a larger wing area, which provides an increased range and
payload capacity.
The canopy, radar and most of the avionics are common
to the three variants.
WEAPONS
Weapons are carried in two parallel bays located in front of
the landing gear. Each weapons bay is fitted with two hardpoints
for carrying a range of bombs and missiles.
In September 2002, General Dynamics Armament and Technical
Products was selected as the gun system integrator.
The air force variant has an internally mounted gun.
The Carrier and Marine variants can have an external gun pod fitted.
TARGETING
Lockheed Martin Missile & Fire Control and Northrop Grumman
Electronic Sensors and Systems are jointly responsible for
the JSF electro-optical system. A Lockheed Martin electro-optical
targeting system (EOTS) will provide long-range detection and
precision targeting, along with the Northrop Grumman DAS
(Distributed Aperture System) thermal imaging system. EOTS
will be based on the Sniper XL pod developed for the F-16,
which incorporates a mid-wave third generation FLIR,
dual mode laser, CCD TV, laser tracker and laser marker.
DAS consists of multiple infrared cameras (supplied by
Indigo Systems of Goleta, California) providing 360º
coverage using advanced signal conditioning algorithms.
As well as situational awareness, DAS provides navigation,
missile warning and infrared search and track (IRST).
EOTS is embedded under the aircraft’s nose, and
DAS sensors are fitted at multiple locations on the aircraft.
RADAR
Northrop Grumman Electronic Systems is developing the
advanced electronically scanned array (AESA) multi-function radar.
The AESA will combine an integrated radio frequency subsystem
with a multifunction array. The radar system will also incorporate
the agile beam steering capabilities developed for the APG-77.
SYSTEMS
Systems suppliers will include: BAE Systems Avionics -
side stick and throttle controls; ATK Composites -
upper wing skins; Vought Aircraft Industries -
lower wing skins; Vision Systems International
(a partnership between Kaiser Electronics and Elbit of Israel)
- advanced helmet-mounted display; Ball Aerospace -
Communications, Navigation and Integration (CNI)
integrated body antenna suite (one S-band,
two UHF, two radar altimeter, three L-band antennas per aircraft);
Smiths Aerospace - electronic control systems and electrical
power system (with Hamilton Sundstrand), integrated
canopy frame; Harris Corporation - advanced avionics
systems, infrastructure, image processing, digital map
software, fibre optics, high speed communications
links and part of the Communications, Navigation
and Information (CNI) system; Honeywell -
landing system's wheels and brakes,
onboard oxygen-generating system (OBOGS),
engine components, power and thermal management
system driven by integrated auxiliary power unit (APU),
radar altimeter, inertial navigation/global positioning system
(INS/GPS) and air data transducers; Parker Aerospace -
fuel system, hydraulics for lift fan, primary flight control
actuators (with Moog Inc), engine controls and accessories;
EDO Corporation - pneumatic weapon delivery system;
Goodrich - lift-fan anti-icing system; Stork Aerospace -
electrical wiring.
BAE Systems North America will be responsible
for the JSF electronic warfare suite, which will be
installed internally and have some subsystems from Northrop Grumman.
PROPULSION
Early production lots of all three variants will be powered
by the Pratt and Whitney afterburning turbofan F-135
engine, a derivative of the F119 fitted on the F-22.
Following production aircraft will be powered by either
the F-135 engine or the F-136 turbofan being developed
by General Electric.
On the F-35B, the engine is coupled with a shaft-driven
lift fan system for STOVL propulsion. The lift fan
has been developed by Rolls-Royce Defence.
Doors installed above and below the vertical fan
open as the fin spins up to provide vertical lift.
The main engine has a three bearing swivelling exhaust
nozzle. The nozzle, which is supplemented by two roll
control ducts on the inboard section of the wing,
together with the vertical lift fan provide the required
STOVL capability.JSF (F35) JOINT STRIKE FIGHTER, INTERNATIONAL
The Joint Strike Fighter, the JSF, is being developed by
Lockheed Martin Aeronautics Company for the US Air Force,
Navy and Marine Corps and the UK Royal Navy. The stealthy,
supersonic multi-role fighter is to be designated the F-35.
The JSF is being built in three variants: a conventional take-off
and landing aircraft (CTOL) for the US Air Force; a carrier based
variant (CV) for the US Navy; and a short take-off and
vertical landing (STOVL) aircraft for the US Marine Corps and
the Royal Navy. A 70 – 90% commonality is required for all variants.
The requirement is for: USAF F-35A –air-to-ground strike aircraft,
replacing F-16 and A-10, complementing F-22 (1763);
USMC F-35B – STOVL strike fighter to replace F/A-18B/C
and AV-8B (480); UK RN F-35C – STOVL strike fighter to
replace Sea Harriers (60); US Navy F-35C – first-day-of-war
strike fighter to replace F/A-18B/C and A-6, complementing
the F/A-18E/F (480 aircraft). In January 2001, the UK MOD
signed a memorandum of understanding to co-operate
in the SDD (System Development and Demonstration)
phase of JSF and, in September 2002, selected the STOVL
variant to fulfil the Future Joint Combat Aircraft (FJCA)
requirement. Following the contract award, other nations
signed up to the SDD phase are: Australia, Canada, Denmark,
Italy, Netherlands, Norway, Singapore and Turkey.
The Concept Demonstration Phase of the programme began
in November 1996 with the award of contracts to two consortia,
led by Boeing Aerospace and Lockheed Martin. The contracts
involved the building of demonstrator aircraft for three different
configurations of JSF, with one of the two consortia to
be selected for the development and manufacture of all three variants.
In October 2001, an international team led by Lockheed Martin
was awarded the contract to build JSF. An initial 22 aircraft
(14 flying test aircraft and eight ground-test aircraft) will be
built in the programs System Development and Demonstration
(SDD) phase. Flight testing will be carried out at Edwards
Air Force Base, California, and Naval Air Station, Patuxent River,
Maryland. The fighter is expected to enter service in 2008.
The Lockheed Martin JSF team includes Northrop Grumman,
BAE Systems, Pratt and Whitney and Rolls-Royce. Final assembly
of the aircraft will take place at Lockheed Martin’s Fort Worth
plant in Texas. Major subassemblies will be produced by Northrop
Grumman Integrated Systems at El Segundo, California and
BAE Systems at Samlesbury, Lancashire, England. BAE Systems
is responsible for the design and integration of the aft fuselage,
horizontal and vertical tails and the wing-fold mechanism for
the CV variant, using experience from the Harrier STOVL programme.
DESIGN
In order to minimise the structural weight and complexity of
assembly, the wingbox section integrates the wing and fuselage
section into one piece. To minimise radar signature, sweep angles
are identical for the leading and trailing edges of the wing and
tail (planform alignment). The fuselage and canopy have sloping
sides. The seam of the canopy and the weapon bay doors are
sawtoothed and the vertical tails are canted at an angle.
The Marine variant of JSF is very similar to the Air Force variant,
but with a slightly shorter range because some of the space
used for fuel is used for the lift fan of the STOVL propulsion
system. The main differences between the naval variant and
the other versions of JSF are associated with the carrier operations.
The internal structure of the naval version is very strong to
withstand the high loading of catapult assisted launches and
tailhook arrested landings. The aircraft has larger wing and tai
l control surfaces for low speed approaches for carrier landing.
Larger leading edge flaps and foldable wingtip sections provide
a larger wing area, which provides an increased range and
payload capacity.
The canopy, radar and most of the avionics are common
to the three variants.
WEAPONS
Weapons are carried in two parallel bays located in front of
the landing gear. Each weapons bay is fitted with two hardpoints
for carrying a range of bombs and missiles.
In September 2002, General Dynamics Armament and Technical
Products was selected as the gun system integrator.
The air force variant has an internally mounted gun.
The Carrier and Marine variants can have an external gun pod fitted.
TARGETING
Lockheed Martin Missile & Fire Control and Northrop Grumman
Electronic Sensors and Systems are jointly responsible for
the JSF electro-optical system. A Lockheed Martin electro-optical
targeting system (EOTS) will provide long-range detection and
precision targeting, along with the Northrop Grumman DAS
(Distributed Aperture System) thermal imaging system. EOTS
will be based on the Sniper XL pod developed for the F-16,
which incorporates a mid-wave third generation FLIR,
dual mode laser, CCD TV, laser tracker and laser marker.
DAS consists of multiple infrared cameras (supplied by
Indigo Systems of Goleta, California) providing 360º
coverage using advanced signal conditioning algorithms.
As well as situational awareness, DAS provides navigation,
missile warning and infrared search and track (IRST).
EOTS is embedded under the aircraft’s nose, and
DAS sensors are fitted at multiple locations on the aircraft.
RADAR
Northrop Grumman Electronic Systems is developing the
advanced electronically scanned array (AESA) multi-function radar.
The AESA will combine an integrated radio frequency subsystem
with a multifunction array. The radar system will also incorporate
the agile beam steering capabilities developed for the APG-77.
SYSTEMS
Systems suppliers will include: BAE Systems Avionics -
side stick and throttle controls; ATK Composites -
upper wing skins; Vought Aircraft Industries -
lower wing skins; Vision Systems International
(a partnership between Kaiser Electronics and Elbit of Israel)
- advanced helmet-mounted display; Ball Aerospace -
Communications, Navigation and Integration (CNI)
integrated body antenna suite (one S-band,
two UHF, two radar altimeter, three L-band antennas per aircraft);
Smiths Aerospace - electronic control systems and electrical
power system (with Hamilton Sundstrand), integrated
canopy frame; Harris Corporation - advanced avionics
systems, infrastructure, image processing, digital map
software, fibre optics, high speed communications
links and part of the Communications, Navigation
and Information (CNI) system; Honeywell -
landing system's wheels and brakes,
onboard oxygen-generating system (OBOGS),
engine components, power and thermal management
system driven by integrated auxiliary power unit (APU),
radar altimeter, inertial navigation/global positioning system
(INS/GPS) and air data transducers; Parker Aerospace -
fuel system, hydraulics for lift fan, primary flight control
actuators (with Moog Inc), engine controls and accessories;
EDO Corporation - pneumatic weapon delivery system;
Goodrich - lift-fan anti-icing system; Stork Aerospace -
electrical wiring.
BAE Systems North America will be responsible
for the JSF electronic warfare suite, which will be
installed internally and have some subsystems from Northrop Grumman.
PROPULSION
Early production lots of all three variants will be powered
by the Pratt and Whitney afterburning turbofan F-135
engine, a derivative of the F119 fitted on the F-22.
Following production aircraft will be powered by either
the F-135 engine or the F-136 turbofan being developed
by General Electric.
On the F-35B, the engine is coupled with a shaft-driven
lift fan system for STOVL propulsion. The lift fan
has been developed by Rolls-Royce Defence.
Doors installed above and below the vertical fan
open as the fin spins up to provide vertical lift.
The main engine has a three bearing swivelling exhaust
nozzle. The nozzle, which is supplemented by two roll
control ducts on the inboard section of the wing,
together with the vertical lift fan provide the required
STOVL capability.
[此贴子已经被作者于2003-5-13 8:13:21编辑过]
The requirement is for: USAF F-35A –air-to-ground strike aircraft,
replacing F-16 and A-10, complementing F-22 (1763);
USMC F-35B – STOVL strike fighter to replace F/A-18B/C
and AV-8B (480); UK RN F-35C – STOVL strike fighter to
replace Sea Harriers (60); US Navy F-35C – first-day-of-war
strike fighter to replace F/A-18B/C and A-6, complementing
the F/A-18E/F (480 aircraft). In January 2001, the UK MOD
signed a memorandum of understanding to co-operate
in the SDD (System Development and Demonstration)
phase of JSF and, in September 2002, selected the STOVL
variant to fulfil the Future Joint Combat Aircraft (FJCA)
requirement. Following the contract award, other nations
signed up to the SDD phase are: Australia, Canada, Denmark,
Italy, Netherlands, Norway, Singapore and Turkey.
美国空军对将定购1763架F-35A对地攻击型,以便能够和F-22一起用来取代F-16和A-10;
美国海军陆战队则定购480架F-35B-STOVL攻击机用来取代F/A-18B/C和AV-8B;
英国皇家海军将定购60架F-35C-STOVL攻击机来替代海鹞式攻击机;
美国海军要定购480架F-35C快速反应型战斗机来和F/A-18E/F一起替代F/A-18B/C和A-6.
2001年一月,英国官员签署了加入JSF研发计划的协议,然后又在2002年12月选定JSF中的STOVL型作为早先计划的未来联合打击战斗机.在接下来的一段时间里, 澳大利亚, 加拿大,丹麦,意大利 荷兰,挪威,新加坡和土耳其也相继加入了JSF计划 .
replacing F-16 and A-10, complementing F-22 (1763);
USMC F-35B – STOVL strike fighter to replace F/A-18B/C
and AV-8B (480); UK RN F-35C – STOVL strike fighter to
replace Sea Harriers (60); US Navy F-35C – first-day-of-war
strike fighter to replace F/A-18B/C and A-6, complementing
the F/A-18E/F (480 aircraft). In January 2001, the UK MOD
signed a memorandum of understanding to co-operate
in the SDD (System Development and Demonstration)
phase of JSF and, in September 2002, selected the STOVL
variant to fulfil the Future Joint Combat Aircraft (FJCA)
requirement. Following the contract award, other nations
signed up to the SDD phase are: Australia, Canada, Denmark,
Italy, Netherlands, Norway, Singapore and Turkey.
美国空军对将定购1763架F-35A对地攻击型,以便能够和F-22一起用来取代F-16和A-10;
美国海军陆战队则定购480架F-35B-STOVL攻击机用来取代F/A-18B/C和AV-8B;
英国皇家海军将定购60架F-35C-STOVL攻击机来替代海鹞式攻击机;
美国海军要定购480架F-35C快速反应型战斗机来和F/A-18E/F一起替代F/A-18B/C和A-6.
2001年一月,英国官员签署了加入JSF研发计划的协议,然后又在2002年12月选定JSF中的STOVL型作为早先计划的未来联合打击战斗机.在接下来的一段时间里, 澳大利亚, 加拿大,丹麦,意大利 荷兰,挪威,新加坡和土耳其也相继加入了JSF计划 .
兄弟好文,我也补上一些资料!!
[B]Joint Strike Fighter (JSF)[/B]
The Joint Strike Fighter (JSF) is a multi-role fighter optimized for the air-to-ground role, designed to affordably meet the needs of the Air Force, Navy, Marine Corps and allies, with improved survivability, precision engagement capability, the mobility necessary for future joint operations and the reduced life cycle costs associated with tomorrow’s fiscal environment. JSF will benefit from many of the same technologies developed for F-22 and will capitalize on commonality and modularity to maximize affordability.
The 1993 Bottom-Up Review (BUR) determined that a separate tactical aviation modernization program by each Service was not affordable and canceled the Multi-Role Fighter (MRF) and Advanced Strike Aircraft (A/F-X) program. Acknowledging the need for the capability these canceled programs were to provide, the BUR initiated the Joint Advanced Strike Technology (JAST) effort to create the building blocks for affordable development of the next-generation strike weapons system. After a review of the program in August 1995, DoD dropped the "T" in the JAST program and the JSF program has emerged from the JAST effort. Fiscal Year 1995 legislation merged the Defense Advanced Research Projects Agency (DARPA) Advanced Short Take-off and Vertical Landing (ASTOVL) program with the JSF Program. This action drew the United Kingdom (UK) Royal Navy into the program, extending a collaboration begun under the DARPA ASTOVL program.
The JSF program will demonstrate two competing weapon system concepts for a tri-service family of aircraft to affordably meet these service needs:
USAF-Multi-role aircraft (primarily air-to-ground) to replace F-16 and A-10 and to complement F-22. The Air Force JSF variant poses the smallest relative engineering challenge. The aircraft has no hover criteria to satisfy, and the characteristics and handling qualities associated with carrier operations do not come into play. As the biggest customer for the JSF, the service will not accept a multirole F-16 fighter replacement that doesn't significantly improve on the original.
USN-Multi-role, stealthy strike fighter to complement F/A-18E/F. Carrier operations account for most of the differences between the Navy version and the other JSF variants. The aircraft has larger wing and tail control surfaces to better manage low-speed approaches. The internal structure of the Navy variant is strengthened up to handle the loads associated with catapult launches and arrested landings. The aircraft has a carrier-suitable tailhook. Its landing gear has a longer stroke and higher load capacity. The aircraft has almost twice the range of an F-18C on internal fuel. The design is also optimized for survivability.
USMC-Multi-role Short Take-Off & Vertical Landing (STOVL) strike fighter to replace AV-8B and F/A-18A/C/D. The Marine variant distinguishes itself from the other variants with its short takeoff/vertical landing capability.
UK-STOVL (supersonic) aircraft to replace the Sea Harrier. Britain's Royal Navy JSF will be very similar to the U.S. Marine variant.
The JSF concept is building these three highly common variants on the same production line using flexible manufacturing technology. Cost benefits result from using a flexible manufacturing approach and common subsystems to gain economies of scale. Cost commonality is projected in the range of 70-90 percent; parts commonality will be lower, but emphasis is on commonality in the higher-priced parts.
The Lockheed Martin X-35 concept for the Marine and Royal Navy variant of the aircraft uses a shaft-driven lift-fan system to achieve Short-Takeoff/Vertical Landing (STOVL) capability. The aircraft will be configured with a Rolls-Royce/Allison shaft-driven lift-fan, roll ducts and a three-bearing swivel main engine nozzle, all coupled to a modified Pratt & Whitney F119 engine that powers all three variants.
The Boeing X-32 JSF short takeoff and vertical landing (STOVL) variant for the U.S. Marine Corps and U.K. Royal Navy employs a direct lift system for short takeoffs and vertical landings with uncompromised up-and-away performance.
[B]Joint Strike Fighter (JSF)[/B]
The Joint Strike Fighter (JSF) is a multi-role fighter optimized for the air-to-ground role, designed to affordably meet the needs of the Air Force, Navy, Marine Corps and allies, with improved survivability, precision engagement capability, the mobility necessary for future joint operations and the reduced life cycle costs associated with tomorrow’s fiscal environment. JSF will benefit from many of the same technologies developed for F-22 and will capitalize on commonality and modularity to maximize affordability.
The 1993 Bottom-Up Review (BUR) determined that a separate tactical aviation modernization program by each Service was not affordable and canceled the Multi-Role Fighter (MRF) and Advanced Strike Aircraft (A/F-X) program. Acknowledging the need for the capability these canceled programs were to provide, the BUR initiated the Joint Advanced Strike Technology (JAST) effort to create the building blocks for affordable development of the next-generation strike weapons system. After a review of the program in August 1995, DoD dropped the "T" in the JAST program and the JSF program has emerged from the JAST effort. Fiscal Year 1995 legislation merged the Defense Advanced Research Projects Agency (DARPA) Advanced Short Take-off and Vertical Landing (ASTOVL) program with the JSF Program. This action drew the United Kingdom (UK) Royal Navy into the program, extending a collaboration begun under the DARPA ASTOVL program.
The JSF program will demonstrate two competing weapon system concepts for a tri-service family of aircraft to affordably meet these service needs:
USAF-Multi-role aircraft (primarily air-to-ground) to replace F-16 and A-10 and to complement F-22. The Air Force JSF variant poses the smallest relative engineering challenge. The aircraft has no hover criteria to satisfy, and the characteristics and handling qualities associated with carrier operations do not come into play. As the biggest customer for the JSF, the service will not accept a multirole F-16 fighter replacement that doesn't significantly improve on the original.
USN-Multi-role, stealthy strike fighter to complement F/A-18E/F. Carrier operations account for most of the differences between the Navy version and the other JSF variants. The aircraft has larger wing and tail control surfaces to better manage low-speed approaches. The internal structure of the Navy variant is strengthened up to handle the loads associated with catapult launches and arrested landings. The aircraft has a carrier-suitable tailhook. Its landing gear has a longer stroke and higher load capacity. The aircraft has almost twice the range of an F-18C on internal fuel. The design is also optimized for survivability.
USMC-Multi-role Short Take-Off & Vertical Landing (STOVL) strike fighter to replace AV-8B and F/A-18A/C/D. The Marine variant distinguishes itself from the other variants with its short takeoff/vertical landing capability.
UK-STOVL (supersonic) aircraft to replace the Sea Harrier. Britain's Royal Navy JSF will be very similar to the U.S. Marine variant.
The JSF concept is building these three highly common variants on the same production line using flexible manufacturing technology. Cost benefits result from using a flexible manufacturing approach and common subsystems to gain economies of scale. Cost commonality is projected in the range of 70-90 percent; parts commonality will be lower, but emphasis is on commonality in the higher-priced parts.
The Lockheed Martin X-35 concept for the Marine and Royal Navy variant of the aircraft uses a shaft-driven lift-fan system to achieve Short-Takeoff/Vertical Landing (STOVL) capability. The aircraft will be configured with a Rolls-Royce/Allison shaft-driven lift-fan, roll ducts and a three-bearing swivel main engine nozzle, all coupled to a modified Pratt & Whitney F119 engine that powers all three variants.
The Boeing X-32 JSF short takeoff and vertical landing (STOVL) variant for the U.S. Marine Corps and U.K. Royal Navy employs a direct lift system for short takeoffs and vertical landings with uncompromised up-and-away performance.
Key design goals of the JSF system include:
Survivability: radio frequency/infrared signature reduction and on-board countermeasures to survive in the future battlefield--leveraging off F-22 air superiority mission support
Lethality: integration of on- and off-board sensors to enhance delivery of current and future precision weapons
Supportability: reduced logistics footprint and increased sortie generation rate to provide more combat power earlier in theater
Affordability: focus on reducing cost of developing, procuring and owning JSF to provide adequate force structure
JSF’s integrated avionics and stealth are intended to allow it to penetrate surface-to-air missile defenses to destroy targets, when enabled by the F-22’s air dominance. The JSF is designed to complement a force structure that includes other stealthy and non-stealthy fighters, bombers, and reconnaissance / surveillance assets.
JSF requirements definition efforts are based on the principles of Cost as an Independent Variable: Early interaction between the warfighter and developer ensures cost / performance trades are made early, when they can most influence weapon system cost. The Joint Requirements Oversight Council has endorsed this approach.
The JSF’s approved acquisition strategy provides for the introduction of an alternate engine during Lot 5 of the production phase, the first high rate production lot. OSD is considering several alternative implementation plans which would accelerate this baseline effort.
Program Status
The focus of the program is producing effectiveness at an affordable price—the Air Force’s unit flyaway cost objective is $28 million (FY94$). This unit recurring flyaway cost is down from a projected, business as usual,cost of $36 million. The Concept Demonstration Phase (CDP) was initiated in November 1996 with the selection of Boeing and Lockheed Martin. Both contractors are: (1) designing and building their concept demonstration aircraft, (2) performing unique ground demonstrations, (3) developing their weapon systems concepts. First operational aircraft delivery is planned for FY08.
The JSF is a joint program with shared acquisition executive responsibilities. The Air Force and Navy each provide approximately equal shares of annual funding, while the United Kingdom is a collaborative partner, contributing $200 million to the CDP. CDP, also known as the Program Definition and Risk Reduction (PDRR) phase, consists of three parallel efforts leading to Milestone II and an Engineering and Manufacturing Development (EMD) start in FY01:
Concept Demonstration Program. The two CDP contracts were competitively awarded to Boeing and Lockheed Martin for ground and flight demonstrations at a cost of $2.2 billion for the 51-month effort, including an additional contract to Pratt & Whitney for the engine. Each CDP contractor will build concept demonstrator aircraft (designated X-32/35). Each contractor will demonstrate commonality and modularity, short take-off and vertical landing, hover and transition, and low-speed carrier approach handling qualities of their aircraft.
Technology Maturation. These efforts evolve key technologies to lower risk for EMD entry. Parallel technology maturation demonstrations are also an integral part of the CDP / PDRR objective of meeting warfighting needs at an affordable cost. Focus is on seven critical areas: avionics, flight systems, manufacturing and producibility, propulsion, structures and materials, supportability, and weapons. Demonstration plans are coordinated with the prime weapon system contractors and results are made available to all program industry participants.
Requirements Definition. This effort leads to Joint Operational Requirements Document completion in FY00; cost/performance trades are key to the process.
Survivability: radio frequency/infrared signature reduction and on-board countermeasures to survive in the future battlefield--leveraging off F-22 air superiority mission support
Lethality: integration of on- and off-board sensors to enhance delivery of current and future precision weapons
Supportability: reduced logistics footprint and increased sortie generation rate to provide more combat power earlier in theater
Affordability: focus on reducing cost of developing, procuring and owning JSF to provide adequate force structure
JSF’s integrated avionics and stealth are intended to allow it to penetrate surface-to-air missile defenses to destroy targets, when enabled by the F-22’s air dominance. The JSF is designed to complement a force structure that includes other stealthy and non-stealthy fighters, bombers, and reconnaissance / surveillance assets.
JSF requirements definition efforts are based on the principles of Cost as an Independent Variable: Early interaction between the warfighter and developer ensures cost / performance trades are made early, when they can most influence weapon system cost. The Joint Requirements Oversight Council has endorsed this approach.
The JSF’s approved acquisition strategy provides for the introduction of an alternate engine during Lot 5 of the production phase, the first high rate production lot. OSD is considering several alternative implementation plans which would accelerate this baseline effort.
Program Status
The focus of the program is producing effectiveness at an affordable price—the Air Force’s unit flyaway cost objective is $28 million (FY94$). This unit recurring flyaway cost is down from a projected, business as usual,cost of $36 million. The Concept Demonstration Phase (CDP) was initiated in November 1996 with the selection of Boeing and Lockheed Martin. Both contractors are: (1) designing and building their concept demonstration aircraft, (2) performing unique ground demonstrations, (3) developing their weapon systems concepts. First operational aircraft delivery is planned for FY08.
The JSF is a joint program with shared acquisition executive responsibilities. The Air Force and Navy each provide approximately equal shares of annual funding, while the United Kingdom is a collaborative partner, contributing $200 million to the CDP. CDP, also known as the Program Definition and Risk Reduction (PDRR) phase, consists of three parallel efforts leading to Milestone II and an Engineering and Manufacturing Development (EMD) start in FY01:
Concept Demonstration Program. The two CDP contracts were competitively awarded to Boeing and Lockheed Martin for ground and flight demonstrations at a cost of $2.2 billion for the 51-month effort, including an additional contract to Pratt & Whitney for the engine. Each CDP contractor will build concept demonstrator aircraft (designated X-32/35). Each contractor will demonstrate commonality and modularity, short take-off and vertical landing, hover and transition, and low-speed carrier approach handling qualities of their aircraft.
Technology Maturation. These efforts evolve key technologies to lower risk for EMD entry. Parallel technology maturation demonstrations are also an integral part of the CDP / PDRR objective of meeting warfighting needs at an affordable cost. Focus is on seven critical areas: avionics, flight systems, manufacturing and producibility, propulsion, structures and materials, supportability, and weapons. Demonstration plans are coordinated with the prime weapon system contractors and results are made available to all program industry participants.
Requirements Definition. This effort leads to Joint Operational Requirements Document completion in FY00; cost/performance trades are key to the process.
大大们都把这些资料中的航空术语给翻译翻译把~很多看的很费劲``