Ääni hakaristille. Ihan vain siksi että voi katsella twitustelua ja syödä poppareita.
F-35 Lightning II
- Viestiketjun aloittaja Hejsan
- Aloitus PVM
Ääni hakaristille. Ihan vain siksi että voi katsella twitustelua ja syödä poppareita.
mechanicus
Kenraali
Oleellisin tieto olisi, että kuinka paljon kalliimpi tuo drone-järjestelmä on vs. F-35 järjestelmä.
Luulenpa, ettei tuossa viestissä tarkoitettujen argumentoijien kohdalla oikeilla faktoilla ole niin väliä...
"F135 upgrades and re-engining with adaptive engines are back in play for F-35. JPO is putting together a new propulsion roadmap for 2035, which will be submitted to buyers later this year or in 2021."
aviationweek.com
F135 Upgrades, Reengining Considered In New F-35 Propulsion Road Map | Aviation Week Network
Growing demands from airframe, mission systems drive Joint Program Office to plot a propulsion revamp.
aviationweek.com
Gyllis1
Respected Leader
Maksuseinän takana, tässä koko artikkeli:"F135 upgrades and re-engining with adaptive engines are back in play for F-35. JPO is putting together a new propulsion roadmap for 2035, which will be submitted to buyers later this year or in 2021."
F135 Upgrades, Reengining Considered In New F-35 Propulsion Road Map | Aviation Week Network
Growing demands from airframe, mission systems drive Joint Program Office to plot a propulsion revamp.
The F-35 Joint Program Office is assembling a proposal for dramatic thrust and fuel-efficiency improvements to the Lockheed Martin fighter’s propulsion system.
The options under review include upgrading the existing Pratt & Whitney F135 turbofan and revisiting earlier studies potentially to reengine the fighter in the longer term with advanced adaptive technology to achieve a step change in range and power.Later this year or in 2021, the Joint Program Office (JPO) will submit the F-35 Propulsion Road Map for 2035, which will propose a recommended timeline for consideration by the three U.S. customers as well as international partners, a JPO spokeswoman confirms to Aviation Week.
The JPO will seek funding for the F-35 propulsion upgrade plan in the fiscal 2023 budget, which the Defense Department will unveil in early 2022.
A propulsion upgrade would mark a new phase for the program. The single-engine F-35’s impressive power capacity—up to 28,000 lb. of thrust in full military power and 43,000 lb. of thrust with the afterburner activated for the F-35A and F-35C variants, along with 27,000 lb. of thrust in full military power and 41,000 lb. of thrust with the afterburner activated for the F-35B—has been a constant throughout the program’s nearly 20-year history.
Although the F135 engine is meeting requirements now, the F-35 itself is evolving. The Block 4 Follow-on Modernization program will introduce a major electronics upgrade in Lot 15 aircraft, which are scheduled for delivery in fiscal 2023. As Block 4 introduces new sensors and weapons on the aircraft, the overall weight of the aircraft is increasing, which creates special problems for the short-takeoff-and-vertical-landing F-35B. Moreover, some U.S. and foreign buyers are demanding greater range by improving fuel efficiency, adding external fuel tanks or both.
Anticipating these growing demands on the propulsion system, Pratt has since 2017 proposed a series of upgrades—known as Growth Options (GO) 1 and 2—to support Block 4 requirements, with GO-1 offering either a 6% fuel burn reduction or 10% thrust improvement. Pratt has previously said the GO-2 package reduced fuel consumption by as much as 20%, with a 15% overall thrust improvement. In 2018, Pratt also proposed another two-step upgrade package tailored for the F-35B variant, increasing the vertical thrust generated by the Rolls-Royce LiftFan by 2.5-5%.
The GO-1 package is focused on upgraded materials, blade-geometry refinements and coating improvements in the high-pressure compressor, turbine and combustor. Elements of the upgrade derive from technology tested since 2013 in the U.S. Navy Fuel Burn Reduction program and from the even earlier Air Force-supported component and engine structural-assessment research (Caesar) initiative for the F119 engine that preceded the F135.
The more ambitious GO-2 package leverages variable-cycle advances developed as part of the more recent Air Force Research Laboratory (AFRL) Adaptive Engine Technology Demonstration (AETD) program. Although Pratt has not detailed which specific elements of AETD these involve, they are likely to include the adaptive fan module tested on an F135 in 2017 at the Air Force’s Arnold Engineering Development Complex in Tennessee as well at the company’s facilities in Florida.
AETD was also the forerunner of the Adaptive Engine Transition Program (AETP), which the AFRL launched in 2016 when it awarded contracts worth $1 billion each to General Electric and Pratt to design, build and test prototype 45,0000-lb.-thrust-class adaptive engines. The new centerline designs exploit technology developed under the earlier Adaptive Versatile Engine Technology and AETD, both of which tested ways of dynamically modulating a third stream of air between the engine’s core and bypass duct. The variable-cycle concept enables optimized operations at different flight conditions, saving up to 25% in fuel burn and generating up to 10% extra thrust.
Designated the GE XA100 and Pratt XA101, the two AETP engines are designed to mature adaptive-cycle technology, which is sized for potential application in the F-35 as well as follow-on sixth-generation fighter designs. The initial flight-weight prototypes are expected to be delivered to ground-test teams in 2021. Given typical engine-development timelines, this would suggest they could be certified and ready to enter production within five years.
Although the AETP program offered a potential pathway to develop an alternate engine for the F-35, as of last year there seemed to be no path to transition the technology into the program. Senate appropriators rebuked the Air Force in 2019 for the absence of a transition strategy for AETP or adaptive-cycle technology, in general, despite more than 13 years of research.
As the Senate published its criticism, however, the F-35 JPO was already moving behind the scenes to consider propulsion-upgrade options.
The internal F-35 Operational Advisory Group endorsed a propulsion-growth study last fall, the JPO spokeswoman confirmed for the first time on June 4. As a result, the Program Management Office (PMO) for the F-35 propulsion system began two separate efforts.
First, the PMO partnered with Naval Air Systems Command’s Advance Design Group to analyze growth projections for the weight and thermal requirements of the F-35 air vehicle and mission systems. The working group then evaluated potential upgrade options for the F135, including elements of Pratt’s GO-1 and GO-2 proposals. Lockheed and Pratt will support the study under pending contracts worth $1.5 million-2 million, the JPO said.
In parallel, the F135 PMO also “engaged” with the AETP program at AFRL, the JPO spokeswoman said.
The PMO now plans to “develop a technology transition road map that could provide an alternative engine option that capitalizes on the latest technologies that promise both high performance and significant gains in fuel efficiency,” the JPO spokeswoman said.
The parallel tracks appear to be focused on potential upgrades in two windows of time: before and after 2030. Pratt’s GO-1 and GO-2 packages for the F135 likely fall in the former window, with the more radical AETP reengining possibly considered for after 2030.
“The initial study is aimed at variant common solutions that could be fielded in the timeframe between now and 2030,” the JPO spokeswoman said. “The study will also identify whether the F135 can grow to meet the planned mission-system modernization requirements.”
The AETP’s suitability for the F-35 is controversial even among the vendors. Although adaptive airflow technology may be attractive for a new clean-sheet design, it is not clear if the technology is capable of integrating inside an existing aircraft without significant modifications.
For his part, Matthew Bromberg, president of Pratt’s military engines business, says the XA101 is tailored for the F-35A and that more integration work would be required for application in the F-35C. He also says the diameter of a three-stream AETP engine is too wide for the already cramped F-35B engine compartment. A split fleet of new aircraft with AETP engines and older aircraft with F135s also erodes the economic benefits of a common propulsion system, Bromberg says. GE officials, however, say the AETP technology was designed specifically to fit inside the F-35, though it remains unclear if this includes the F-35B variant.
The options under review include upgrading the existing Pratt & Whitney F135 turbofan and revisiting earlier studies potentially to reengine the fighter in the longer term with advanced adaptive technology to achieve a step change in range and power.Later this year or in 2021, the Joint Program Office (JPO) will submit the F-35 Propulsion Road Map for 2035, which will propose a recommended timeline for consideration by the three U.S. customers as well as international partners, a JPO spokeswoman confirms to Aviation Week.
The JPO will seek funding for the F-35 propulsion upgrade plan in the fiscal 2023 budget, which the Defense Department will unveil in early 2022.
A propulsion upgrade would mark a new phase for the program. The single-engine F-35’s impressive power capacity—up to 28,000 lb. of thrust in full military power and 43,000 lb. of thrust with the afterburner activated for the F-35A and F-35C variants, along with 27,000 lb. of thrust in full military power and 41,000 lb. of thrust with the afterburner activated for the F-35B—has been a constant throughout the program’s nearly 20-year history.
Although the F135 engine is meeting requirements now, the F-35 itself is evolving. The Block 4 Follow-on Modernization program will introduce a major electronics upgrade in Lot 15 aircraft, which are scheduled for delivery in fiscal 2023. As Block 4 introduces new sensors and weapons on the aircraft, the overall weight of the aircraft is increasing, which creates special problems for the short-takeoff-and-vertical-landing F-35B. Moreover, some U.S. and foreign buyers are demanding greater range by improving fuel efficiency, adding external fuel tanks or both.
Anticipating these growing demands on the propulsion system, Pratt has since 2017 proposed a series of upgrades—known as Growth Options (GO) 1 and 2—to support Block 4 requirements, with GO-1 offering either a 6% fuel burn reduction or 10% thrust improvement. Pratt has previously said the GO-2 package reduced fuel consumption by as much as 20%, with a 15% overall thrust improvement. In 2018, Pratt also proposed another two-step upgrade package tailored for the F-35B variant, increasing the vertical thrust generated by the Rolls-Royce LiftFan by 2.5-5%.
The GO-1 package is focused on upgraded materials, blade-geometry refinements and coating improvements in the high-pressure compressor, turbine and combustor. Elements of the upgrade derive from technology tested since 2013 in the U.S. Navy Fuel Burn Reduction program and from the even earlier Air Force-supported component and engine structural-assessment research (Caesar) initiative for the F119 engine that preceded the F135.
The more ambitious GO-2 package leverages variable-cycle advances developed as part of the more recent Air Force Research Laboratory (AFRL) Adaptive Engine Technology Demonstration (AETD) program. Although Pratt has not detailed which specific elements of AETD these involve, they are likely to include the adaptive fan module tested on an F135 in 2017 at the Air Force’s Arnold Engineering Development Complex in Tennessee as well at the company’s facilities in Florida.
AETD was also the forerunner of the Adaptive Engine Transition Program (AETP), which the AFRL launched in 2016 when it awarded contracts worth $1 billion each to General Electric and Pratt to design, build and test prototype 45,0000-lb.-thrust-class adaptive engines. The new centerline designs exploit technology developed under the earlier Adaptive Versatile Engine Technology and AETD, both of which tested ways of dynamically modulating a third stream of air between the engine’s core and bypass duct. The variable-cycle concept enables optimized operations at different flight conditions, saving up to 25% in fuel burn and generating up to 10% extra thrust.
Designated the GE XA100 and Pratt XA101, the two AETP engines are designed to mature adaptive-cycle technology, which is sized for potential application in the F-35 as well as follow-on sixth-generation fighter designs. The initial flight-weight prototypes are expected to be delivered to ground-test teams in 2021. Given typical engine-development timelines, this would suggest they could be certified and ready to enter production within five years.
Although the AETP program offered a potential pathway to develop an alternate engine for the F-35, as of last year there seemed to be no path to transition the technology into the program. Senate appropriators rebuked the Air Force in 2019 for the absence of a transition strategy for AETP or adaptive-cycle technology, in general, despite more than 13 years of research.
As the Senate published its criticism, however, the F-35 JPO was already moving behind the scenes to consider propulsion-upgrade options.
The internal F-35 Operational Advisory Group endorsed a propulsion-growth study last fall, the JPO spokeswoman confirmed for the first time on June 4. As a result, the Program Management Office (PMO) for the F-35 propulsion system began two separate efforts.
First, the PMO partnered with Naval Air Systems Command’s Advance Design Group to analyze growth projections for the weight and thermal requirements of the F-35 air vehicle and mission systems. The working group then evaluated potential upgrade options for the F135, including elements of Pratt’s GO-1 and GO-2 proposals. Lockheed and Pratt will support the study under pending contracts worth $1.5 million-2 million, the JPO said.
In parallel, the F135 PMO also “engaged” with the AETP program at AFRL, the JPO spokeswoman said.
The PMO now plans to “develop a technology transition road map that could provide an alternative engine option that capitalizes on the latest technologies that promise both high performance and significant gains in fuel efficiency,” the JPO spokeswoman said.
The parallel tracks appear to be focused on potential upgrades in two windows of time: before and after 2030. Pratt’s GO-1 and GO-2 packages for the F135 likely fall in the former window, with the more radical AETP reengining possibly considered for after 2030.
“The initial study is aimed at variant common solutions that could be fielded in the timeframe between now and 2030,” the JPO spokeswoman said. “The study will also identify whether the F135 can grow to meet the planned mission-system modernization requirements.”
The AETP’s suitability for the F-35 is controversial even among the vendors. Although adaptive airflow technology may be attractive for a new clean-sheet design, it is not clear if the technology is capable of integrating inside an existing aircraft without significant modifications.
For his part, Matthew Bromberg, president of Pratt’s military engines business, says the XA101 is tailored for the F-35A and that more integration work would be required for application in the F-35C. He also says the diameter of a three-stream AETP engine is too wide for the already cramped F-35B engine compartment. A split fleet of new aircraft with AETP engines and older aircraft with F135s also erodes the economic benefits of a common propulsion system, Bromberg says. GE officials, however, say the AETP technology was designed specifically to fit inside the F-35, though it remains unclear if this includes the F-35B variant.
Viimeksi muokattu:
apumekaanikko
Majuri
Aika monta laskeutumista on tehty onnistuneesti, nyt on tapahtunut jotain poikkeuksellista.
Mahtaisiko aloittelija joskus painaa liinat kiinni ennen kuin nokkapyörä on asfaltissa? Siitä seuraisi kova nykäisy pitkällä varrella.
Sellainen vanhoissa autoissa (taka-akselilla) oleva paineensäädin voisi olla hyvä, missä paine nousee, kun jouset on syvemmällä ;-)
Teräsvilla
Eversti
Pahoittelut jo etukäteen asiattomasta kommentista. Mutta olisko siitä enemmän hyötyä koneessa vai pilotissa =D
U.S. Air Force Capt. Emily Thompson, 421st Expeditionary Fighter Squadron pilot, dons flight equipment at the Aircrew Flight Equipment shop on Al Dhafra Air Base, United Arab Emirates, June 5, 2020. Thompson is the first female to fly an F-35A Lightning II into combat. She is currently deployed from Hill Air Force Base, Utah. (U.S. Air Force)
US Air Force pilot call sign 'Banzai' becomes first woman to fly F-35A stealth fighter into combat
The Air Force continues to diversify its pool
Gyllis1
Respected Leader
2021 lopullinen puolustusbudjetti valmis. Tässä konetta koskevat:
Authorizes $9.1 billion to procure 95 Joint Strike Fighter aircraft, an additional 14 aircraft above the
administration’s request, enabling the forces to modernize and equip themselves with the most
advanced and capable fifth-generation aircraft:
Includes $5.5 billion to procure 60 F-35As
Includes $1.2 billion to procure 12 F-35Bs
Includes $2.4 billion to procure 23 F-35Cs
Addresses the lack of strategy for the redesign of the Autonomic Logistics Information System
Authorizes the Air Force to utilize, modify, and operate six Turkish F-35s that were accepted
but never delivered because Turkey was suspended from the F-35 program
Requires NATO partner F-35 munitions to be qualified on F-35s,
Continues efforts to find cost savings for the F-35 aircraft
Authorizes $9.1 billion to procure 95 Joint Strike Fighter aircraft, an additional 14 aircraft above the
administration’s request, enabling the forces to modernize and equip themselves with the most
advanced and capable fifth-generation aircraft:
Includes $5.5 billion to procure 60 F-35As
Includes $1.2 billion to procure 12 F-35Bs
Includes $2.4 billion to procure 23 F-35Cs
Addresses the lack of strategy for the redesign of the Autonomic Logistics Information System
Authorizes the Air Force to utilize, modify, and operate six Turkish F-35s that were accepted
but never delivered because Turkey was suspended from the F-35 program
Requires NATO partner F-35 munitions to be qualified on F-35s,
Continues efforts to find cost savings for the F-35 aircraft
Eli 60 F-35A:sta 4,89 miljardia euroa. Tuohon päälle 5 prosentin FMS, niin kyseessä on 5,1345 miljardia euroa. Tuohon päälle viidellä miljardilla aseistukset, varaosat, koulutukset, inframuutokset, hangaarien remontit, huolto - ja tukeutumisjärjestelmät, jne... niin tällä matikalla juuri ja juuri voitaisiin ehkä tuo tasan 60 F-35 hankkia.
Gyllis1
Respected Leader
On muistaakseni 3.2%
Mitäköhän pitää sisällään lause:
"Addresses the lack of strategy for the redesign of the Autonomic Logistics Information System"
Olen ollut uskossa että korvaaja/parannettu versio on jo kehitteillä mutta tuo lause suoraan tulkittuna tarkoittaisi kyllä jotain muuta.
Gyllis1
Respected Leader
To improve F-35 reliability, Pentagon plans performance-based logistics contract
The programme office has launched a market research effort ahead of a plan to grant a three-year PBL contract for 2024 to 2026.
www.flightglobal.com
Gyllis1
Respected Leader
Pilots from Strike Fighter Squadron (VFA) 125 “Rough Raiders” and VFA-147 “Argonauts” were the first TOPGUN students to complete the course in the F-35C Lightning II.
Einomies1
Respected Leader
L&M aikoo muuttaa F-35 IT:n avoimemmaksi että vaiheittaiset päivitykset onnistuvat nopeammin. Ilmavoimienkin kaavailema MLU voi siis supistua, kun päivityksiä tuodaan yhä tiiviimmin koneisiin ja ne ovat yhä enemmän ohjelmistopainotteisia. Lämäri siis lähtee Saabin tielle tässä 
.
Lockheed hypes F-35′s upgrade plan as interest in ‘sixth-gen’ fighters grows
By: Valerie Insinna June 21, 2019
LE BOURGET, France — As European defense firms drum up publicity about the sixth-generation fighters they plan to build, Lockheed Martin executives promoted the F-35 as the proven fifth-gen option that could blur the lines with sixth-gen planes as it is upgraded into the 2020s and beyond.
“It’s a compliment to the F-35 that many countries are looking to replicate fifth gen and then extending that to sixth gen,” Michele Evans, Lockheed’s head of aeronautics, told Defense News at the Paris Air Show on June 19. “I think it really does reflect on the value of what F-35 is bringing to the pilots and the battlespace. In terms of technology, we’re not going to let F-35 go static.”
During a Monday briefing, Lockheed laid out a series of upgrades that could be adopted during the jet’s “Block 4” modification phase in the mid 2020s.
Fundamental to Block 4 is the upcoming “Tech Refresh 3” package of IT upgrades, including a new integrated core processor with greater computing power, a panoramic cockpit display and an enhanced memory unit, said Greg Ulmer, Lockheed’s vice president and general manager of the F-35 program. The company intends to incorporate TR3 in F-35s starting in Lot 15, with those jets rolling off the production lot in 2023.
Also in TR3, Lockheed plans to move to an open-architecture backbone for the F-35, which will allow it to more quickly boost the jet’s capabilities with new software.
“You’ll see year over year over year we’re going to have an incremental update,” Ulmer said. “Rather than biting it all off [at one time] and waiting for a big-bang tech insertion, we’re going to trickle that out.”https://www.defensenews.com/digital...plan-as-interest-in-sixth-gen-fighters-grows/
.Lockheed hypes F-35′s upgrade plan as interest in ‘sixth-gen’ fighters grows
By: Valerie Insinna June 21, 2019
LE BOURGET, France — As European defense firms drum up publicity about the sixth-generation fighters they plan to build, Lockheed Martin executives promoted the F-35 as the proven fifth-gen option that could blur the lines with sixth-gen planes as it is upgraded into the 2020s and beyond.
“It’s a compliment to the F-35 that many countries are looking to replicate fifth gen and then extending that to sixth gen,” Michele Evans, Lockheed’s head of aeronautics, told Defense News at the Paris Air Show on June 19. “I think it really does reflect on the value of what F-35 is bringing to the pilots and the battlespace. In terms of technology, we’re not going to let F-35 go static.”
During a Monday briefing, Lockheed laid out a series of upgrades that could be adopted during the jet’s “Block 4” modification phase in the mid 2020s.
Fundamental to Block 4 is the upcoming “Tech Refresh 3” package of IT upgrades, including a new integrated core processor with greater computing power, a panoramic cockpit display and an enhanced memory unit, said Greg Ulmer, Lockheed’s vice president and general manager of the F-35 program. The company intends to incorporate TR3 in F-35s starting in Lot 15, with those jets rolling off the production lot in 2023.
Also in TR3, Lockheed plans to move to an open-architecture backbone for the F-35, which will allow it to more quickly boost the jet’s capabilities with new software.
“You’ll see year over year over year we’re going to have an incremental update,” Ulmer said. “Rather than biting it all off [at one time] and waiting for a big-bang tech insertion, we’re going to trickle that out.”https://www.defensenews.com/digital...plan-as-interest-in-sixth-gen-fighters-grows/