Advanced Medium Combat Aircraft [AMCA] Development | Updates & Discussions.

[trident2010]

Indians have there own 5th gen program is good but the way they handle project I doubt 2020 date....

Not 2020 atleast 2025.

 

[astitva sood]

Not 2020 atleast 2025.

If thr fgfa rools out on time, the amca profect wont take long from then on...maybe by 2025

For some reason , it wont edit my comnt so pls ignore spelling

 

[sancho]

Not 2020 atleast 2025.

2020 would be the aim for the first flight, but that's very optimistic at the current stage, unless they take benefits from FGFA, which ADA / DRDO try to avoid.

 

[trident2010]

2020 would be the aim for the first flight, but that's very optimistic at the current stage, unless they take benefits from FGFA, which ADA / DRDO try to avoid.

Exactly !! I think 2025 would be more reasonable timeframe.

 

[DacterSaab]

Seems like an idea right from the star wars :p

Please man you gotta give me some credit for my creativity.

No but seriously man i dont c this thing coming in next 2 decades and integrating it with an aircraft where we have limited power would be even more difficult i guess

Try 2 centuries that'll sound more realistic. And I think that's the problem with the rest of the world, Everyone starts developing whatever US has already developed, no creativity, instead why don't they try developing what noone's developed before?

Indians have there own 5th gen program is good but the way they handle project I doubt 2020 date....

No I'd say 1st flight by end of 2020 is quite within their capabilities.

 

[ptltejas]

To Consider that what we need for the AMCA or FGFA I just see one web on which different things regarding F-22 is given, we need something like that for the AMCA. and some new tech too.

F-22 Raptor Avionics
Avionics share as large a part in the success of a fighter as the ability to maneuver and fly fast, or to "turn and burn." The design issues that had to be addressed involved solving the technical and organizational challenges of running the program. Also crucial to the design, was the reduction of pilots' "housekeeping" responsibilities.

The F-22 will have the first integrated avionics suite ever flown on a combat aircraft. The Northrop/Grumman-Texas Instruments APG-77 radar, Lockheed Martin electronic warfare suite and the TRW communications/navigation/IFF subsystems are all included.

The requirements for the F-22's avionics system are derived from the F-22 Weapon System Concept, the guiding design principles for the overall weapons system. The integrated avionics system is one of the key elements (the others being stealth, maneuverability, and supercruise) that will give the F-22 the tactical advantage against the threats of the future.

The avionics system requirements are based on zones of operational interest. These zones, based on enemy and own ship capabilities, determine the information requirements for each object encountered in the mission. Today's fighters have some of the same sensing capabilities and subsystems to be controlled, but their federated architecture (that is, each avionics function has its own processor and essentially works independently) makes the pilot the integrator of data and the manager of all the supporting subsystems.

The F-22 operational concept, and the sophistication of the various systems requires integration at many levels, including sensor control, sensor data fusion, the architectural components that support these functions, and the displays that are the primary means of communication with the pilot. The key attributes of the avionics system are driven by the other weapon system characteristics such as stealth, supercruise, reliability, availability, and need for growth capacity.

Integrated avionics means different things to different people.

• To the pilot, it means all the information is coordinated and available from a single source.
• To the software engineer, it means access to shared data about the situation, the mission, and the aircraft systems.
• To the hardware designer, it means common modules in a single backplane with the connectivity and bandwidth to support the required processing.

Coherent presentation and control (the pilot's view of integration) is not simply a way of organizing functions or routing lots of data to a single display. It actually includes additional functionality, such as situation assessment and weapons fire control. The software view of integration means that the various functional pieces of the software must have efficient access to globally coherent information, such as track files, navigation data, mission data, and aircraft system status information. A hardware architecture built on common components, common modules, standard buses, and common operating system provides the infrastructure for the processing and communication between the processes described above. In addition, modular approach allows for easy expansion of capacity and capability, fault tolerance, and reconfiguration.

Translating the system requirements into a producible, affordable, and maintainable design was the work of the Engineering and Manufacturing Development (EMD) program. The basic concept, derived from the Pave Pillar program in the 1980s (which included development of Integrated Communications, Navigation, Identification Avionics (ICNIA) and Integrated Electronic Warfare System (INEWS) systems) was to provide all the signal and data processing resources in a central collection of modular processors, linked to the sensors, subsystems, and pilot by high-speed data busses. The F-22 architecture provides just such a system, interfaced to the air-cooled, flight safety critical systems such as the flight control system.

The TRW Communications/Navigation/Identification (CNI) system includes an intra-flight datalink, JTIDS Joint Tactical Information Distribution System link, and an Identification Friend or Foe (IFF) system. Boeing is responsible for mission software and avionics integration. The aircraft has a Litton LTN-100G laser gyroscope inertial reference, a global positioning system and a microwave landing system.

The F-22's avionics suite features extensive use of very high-speed integrated circuit (VHSIC) technology, common modules, and high-speed data buses. The avionics suite is a highly integrated system maximizing performance allowing the pilot to concentrate on the mission, rather than on managing the sensors as in current fighters. Technologies incorporated in the F-22 include a Common Integrated Processor (CIP), a central "brain" with the equivalent computing throughput of two Cray supercomputers; shared low-observable antennas; ADA software; expert systems; advanced data fusion-cockpit displays; integrated electronic warfare system (INEWS) technology; integrated communications, navigation, and identification (CNI) avionics technology; and fiber optics data transmission. Nearly all of these elements were demonstrated during dem/val in a prototype architecture.

Common Integrated Processor (CIP)

The Hughes-built Common Integrated Processor (CIP) serve as the "brains" for the F-22's totally integrated avionics system. CIPs are the central, networked computers that enable the integration of radar, electronic warfare, and identification sensor data, as well as communication, navigation, weapon, and systems status data into coherent, fused information for communication to the pilot via multi-function displays. Rather than radar, the electronic warfare system, and the electronic warfare system having individual processors, the CIP supports all signal and data processing for all sensors and mission avionics.

The CIP modules have the ability to emulate any of the electronic functions through automatic reprogramming. For example, if the CIP module that is acting as radio dies, one of the other modules will automatically reload the radio program and take over the radio function. This approach to avionics makes the equipment extremely tolerant to combat damage as well as flexible from a design upgrade point of view.

There are two CIPs in each F-22, with 66 module slots per CIP. The CIPs (which is quite literally the size of a oversized bread box) are liquid cooled avionics racks containing both signal processing and data processing modules inserted into common backplane. They have identical backplanes, and all of the F-22's processing requirements can be handled by only seven different types of processors. There are 33 signal processors and 43 data processors interconnected via a fault-tolerant network. Each processing element is manufactured and packaged as an approximately 6x7x3/8ths inch line replaceable module (LRM) for ease of flightline maintenance.

Each module is limited by design to only 75 percent of its capability, so the F-22 has 30 percent growth capability with no change to the existing equipment. Currently, 19 of 66 slots in CIP 1 and 22 of 66 slots in CIP 2 are not populated and are available for growth. There is space, power and cooling provisions in the aircraft for a third CIP, so the requirement for a 200 percent avionics growth capability in the F-22 can be easily met. There is coordinated plan for technology growth that will help keep the CIP at state-of-the-art levels. As electronics continue to get smaller and more powerful, it is conceivable that there could be 300 percent increase in avionics capability.

The exponential explosion of computer technology in recent years has allowed the F-22 team to radically alter every aspect of the program from detailed design through manufacturing, communication, and into the cockpit itself. An example of the effect of the advances in computer technology is a comparison between the computers used in the Lunar Module and those used in the F-22. The Lunar Module's computers operated at 100,000 operations per second and had 37 kilobytes of memory. Today, the F-22's Common Integrated Processor main mission computers operate at 10.5 billion instructions per second and have 300 megabytes of memory. These numbers represent 100,000 times the computing speed and 8,000 times the memory of the Apollo moon lander.

AN/APG-77 Radar

The AN/APG-77 radar is the F-22's primary sensor and is a long-range, rapid-scan, and multi-functional system. A Northrop Grumman-led joint venture with Raytheon is developing the active-element electronically scanned array radar. Northrop Grumman is also responsible for the radar sensor design, software, and systems integration.

The AN/APG-77 radar is an active-element, electronically scanned (that is, it does not move) array that features a separate transmitter and receiver for each of the antenna's several thousand, finger-sized radiating elements. Most of the mechanical parts common to other radars have been eliminated, thus making the radar more reliable. This type of antenna, which is integrated both physically and electromagnetically with the airframe, provides the frequency agility, low radar cross-section, and wide bandwidth necessary to support the F-22's air dominance mission. The radar is key to the F-22's integrated avionics and sensor capabilities. It will provide pilots with detailed information about multiple threats before the adversary's radar ever detects the F-22.

The AN/APG-77 radar a novel type of electronically scanned phased array. In what is likely to be the most advanced airborne radar in the world, individual transmit and receive modules are located behind each element of the radar array. The transmit function of the solid-state microwave modules supplants the traveling wave tubes used in prior radars like the APQ-164. The active, electronically scanned array (ESA) configuration has a wider transmit bandwidth while requiring significantly less volume and prime power. The system represents about half the weight of an equivalent passive ESA design. Each of the hundreds of individual solid-state devices generates only small amounts of power, but the aggregate for the entire array is substantial.

The F-22 s APG-77 electronically scanned array antenna is composed of several thousand transmit/receive modules, circulators, radiators and manifolds assembled into subarrays and then integrated into a complete array. The baseline design used thousands of hand-soldered flex circuit interconnects to make the numerous radio frequency, digital, and direct current connections between the components and manifolds that make up the subarray. Northrop Grumman Corporation, of Baltimore, MD, has developed an improved manufacturing process for F-22 aircraft radar components. The new process could result in a cost avoidance of nearly $87 million on the planned production run for the aircraft. By replacing the hand-soldered flex circuit interconnects with automated ribbon bond interconnects, the first pass yield of the subarray assembly has been vastly improved.

The AN/APG-77 radar antenna is a elliptical, active electronically scanned antenna array of 2000 transmitter/receive modules which provides agility, low radar cross section and wide bandwidth. The radar is able to sweep 120 degrees of airspace instantaneously. In comparison to the F-15 Strike Eagle's APG-70 radar takes 14 seconds to scan that amount of airspace. The APG-77 is capable of performing this feat by electronically forming multiple radar beams to rapidly search the airspace.

The system exhibits a very low radar cross section, supporting the F-22's stealthy design. Reliability of the all-solid-state system is expected to be substantially better than the already highly reliable F-16 radar, with MTBF predicted at more than 450 hours.

The APG-77 radar offers significant advantages over previous combat radars. Among its most attractive benefits is the integration of agile beam steering. This feature allows a single APG-77 radar to carry out multiple functions, such as searching, tracking, and engaging targets simultaneously. Agile beam steering also enables the radar to concurrently search multiple portions of airspace, while allowing continued tracking of priority targets.

The Low Probability of Intercept (LPI) capability of the radar defeats conventional RWR/ESM systems. The AN/APG-77 radar is capable of performing an active radar search on RWR/ESM equipped fighter aircraft without the target knowing he is being illuminated. Unlike conventional radars which emit high energy pulses in a narrow frequency band, the AN/APG-77 emits low energy pulses over a wide frequency band using a technique called spread spectrum transmission. When multiple echoes are returned, the radar's signal processor combines the signals. The amount of energy reflected back to the target is about the same as a conventional radar, but because each LPI pulse has considerably less amount of energy and may not fit normal modulation patterns, the target will have a difficult time detecting the F-22.

The F-22 and its APG-77 radar will also be able to employ better Non-Cooperative Target Recognition (NCTR). This is accomplished by forming fine beams and by generating a high resolution image of the target by using Inverse Synthetic Aperture radar (ISAR) processing. ISAR uses Doppler shifts caused by rotational changes in the targets position to create a 3D map of the target. The target provides the Doppler shift and not the aircraft illuminating the target. SAR is when the aircraft provides the Doppler shift. The pilot can compare the target with an actual picture radar image stored in the F-22's data base.

The Air Force expects to take delivery of the first aircraft with a new radar in November 2006 but the software needed to provide the robust ground attack capability will not be completed until 2010. According to a representative of the Director, Operational Test and Evaluation (DOT&E), the key to achieving a more robust ground attack capability will center on the integration of this new radar. A December 2005 report issued by the Defense Contract Management Agency stated that problems encountered during the test and integration of the new radar has added risk to the development program. Until software and integration testing in the F-22A have been successfully completed, we consider the design unstable creating the potential for significant cost overruns and schedule delays.

Communications/Navigation/Identification (CNI)

The F-22's Communications/Navigation/Identification (CNI) 'system' is a collection of communication, navigation, and identification functions, once again employing the CIP for signal and data processing resources. Each CNI function has its associated aperture installed throughout the aircraft.

Inter/Intra-Flight Data Link (IFDL)

Included in the Communications/Navigation/Identification (CNI) system is an Inter/Intra-Flight Data Link (IFDL) that allows all F-22s in a flight to share target and system data automatically and without radio calls. The Inter/Intra Flight Data Link is one of the powerful tools that make all F-22s more capable. One of the original objectives for the F-22 was to increase the percentage of fighter pilots who make 'kills'. With the IFDL, each pilot is free to operate more autonomously because, for example, the leader can tell at a glance what his wing man's fuel state is, his weapons remaining, and even the enemy aircraft has targeted. Targets can be automatically prioritized and set up in a shoot list with one button push. A 'shoot' cue in the head up display alerts the pilot to the selected weapon kill parameters and he fires the weapons. Both a pilot's and wing man's missile flight can be monitored on the cockpit displays. Classical tactics based on visual 'tally' (visual identification) and violent formation maneuvers that reduce the wing man to 'hanging on' may have to be rethought in light of such capabilities. This link also allows additional F-22 flights to be added to the net for multi-flight coordinated attack.

Electronic Warfare (EW)

The Electronic Warfare 'system' is also a collection of apertures, electronics, and processors (again using the CIP) that detect and locate signals from other aircraft and controls the F-22's expendable countermeasures (chaff and flares). The EW aperture locations provide all-aspect coverage, and the system includes a missile launch detection capability.

The F-22's electronic warfare system includes a radar warning receiver and a Lockheed Martin Sanders missile launch detector.

Stores Management System (SMS)

The Stores Management System (SMS) controls weapons launch sequences, including door control (for the internal weapons carriage) and emergency weapons jettison.

Power Supplies

Boeing manufactures the power supplies for most of the F-22's electronic systems. The power supply modules designed for the F-22's avionics are cooled with polyalphaolefin (PAO) liquid coolant to carry away heat generated by the supplies' power-conversion process. The reduced temperature allows the component's power output to increase from 250 watts to 400 watts. Each module measure 6.41 inches by 5.99 inches by 0.58 inches and weighs 1.8 pounds.

Liquid Flow-Through Cooling

The PAO cooling concept also applies to all types of Line-Replaceable Modules (LRMs) in the CIP. Liquid flow-through cooling improves reliability, lending to an mean time between failures (MTBF) of 25,000 hours. The coolant, which is routed through the module, comes from the F-22's environmental control system (ECS). The LRM concept is the baseline for all of the power supply modules built for the F-22 to minimize maintenance time. Built-in diagnostic routines will pinpoint a failed power supply on an F-22 and allow maintenance personnel to remove it, replace it and verify proper operation within 15 minutes.

Avionics Racks

The avionics racks, located in the forward fuselage, contain the processing, not only for the mission avionics, but also for the Vehicle Management System (VMS) and Integrated Vehicle System Controller (IVSC). The flight worthy racks, including the liquid-flowthrough racks required for the CIP, are now in production.

Inertial Reference System (IRS)

Two Litton LN-100F ring laser gyroscopes in the forward fuselage provide the aircraft a self-contained method of knowing where it is. These inertial measurement units, placed nose to nose behind the radar on the aircraft's centerline, are operated off separate data buses to provide independent measurement data. In normal flight, IRS data is fused with Global Positioning System (GPS) data to provide an extremely reliable navigational capability. The IMUs are the only completely reliable source of data for the aircraft at attitudes above 30 degrees angle of attack (AOA). One of the IRS units feeds data directly into the CIP for gun control steering.

Software

The software that provides the avionics system's full functionality is composed of approximately 1.7 million lines of code. Ninety percent of the software is written in Ada, the Department of Defense's common computer language. Exceptions to the Ada requirement are granted only for special processing or maintenance requirements. The software development plan, though stretched as a result of past funding constraints, has remained essentially unchanged since the start of Engineering and Manufacturing Development.

The avionics software is integrated in three blocks, each building on the capability of the previous block. Each block cycle is a sequence of subsystem deliveries, integration testing at the Avionics Integration Lab (AIL) at Boeing (see AIL in the Test Facilities section), and then delivery to Lockheed Martin in Marietta, Ga., for final integration into the aircraft and check out, as well as support to the aircraft.

Block 1 is primarily radar capability, but Block 1 does contain more than 50 percent of the avionics suite's full functionality source lines of code (SLOC) and provides end-to-end capability for the sensor-to-pilot data flow. The fourth EMD F-22 was the first to have a full avionics suite, and it flew in mid 1999.

Block 2 is the start of sensor fusion. It adds radio frequency coordination, reconfiguration, and some electronic warfare functions. Block 2 was integrated into the aircraft in late 1999.

Block 3 encompasses full sensor fusion built on enhanced electronic warfare and CNI functions. It has an embedded training capability and provides for electronic counter-counter measures (ECCM). It was integrated into the aircraft in the spring of 2000. Block 3.1, which adds full GBU-32 Joint Direct Attack Munition (JDAM) launch capability and Joint Tactical Information Distribution System (JTIDS) receive-only capability, was integrated in April 2000.

The proposed Block 4 software will be post-Engineering and Manufacturing Development. It is scheduled to be integrated on the Initial Operational Capability F-22s and will likely include helmet-mounted cueing, AIM-9X integration, and Joint Tactical Information Distribution System send capability.

CIP hardware was available well before the subsystem application software code and unit test phases began for the Block 1 software. For some of the higher risk software, such as sensor data fusion, specific algorithm testbeds have been constructed, and prototype software, which is instrumented to measure performance (correlation times, accuracy, etc.). has been operational since the start of EMD.

Flying Test Bed (FTB)

The Flying Test Bed (FTB) represents an interim test environment between the controlled, but static environment of the ground labs, and the dynamic flight testing of the F-22. Sensor systems installed in the aircraft, CIPs, as well as operator consoles and instrumentation will be used to test avionics capabilities prior to release to the F-22.

Summary

In summary, the F-22 provides a revolution in avionics capability, suited to the mission and the airframe of the F-22. The avionics system design is nearing completion and key components already operational and delivered.

F-22 Avionics

F-22 Raptor Flight Critical Systems
The F-22 Raptor was built with better reliability and maintainability than any military fighter in history. This helps ensure operational flexibility into the future. Maintainers were included early in the design process for the F-22 and they quickly established a strong foothold. To improve maintenance turnaround, the maintainers insisted on extensive self diagnostics and built-in testing capability for the various subsystems. As a result, virtually every piece of hardware in the aircraft either does its own health checks or reports when it has failed. There are more than 15,000 fault reports that can be made on the basic engine and airframe and another 15,000 fault reports available for the avionics. Most of these are low-level fault reports that do not result in warnings, cautions or advisories to the pilot or degrade the operation of the F-22. It was reasoned that if the airplane knew so much about itself, then that capability could be leveraged to help the maintainer and the pilot. This increased reliability and maintainability pays off in dollars, because it will require less manpower to fix the aircraft and consequently less airlift is required to support a deployed squadron. Additionally, reduced maintenance support provides the benefit of reduced life-cycle cost and the ability to operate more efficiently from prepared or dispersed operating locations.

Vehicle Management System (VMS)

The Vehicle Management System (VMS) provides integrated flight and propulsion control.

The VMS enables the pilot to aggressively and safely maneuver the F-22 to its maximum capabilities.

The system includes hardware, such as the control stick, throttle, rudder pedals and actuators, air data probes, accelerometers, leading edge flap drive actuators, and the primary flight control actuators. The VMS also encompasses the software that controls these devices.

The VMS will be operational when the aircraft is flown for the first time in May 1997.

The flight control software and flight control laws that underpin the VMS are tested in a specialized laboratory at LM Aero-Fort Worth, Texas.

The VMS Integration Facility, or VIF, as this lab is called, consists of an F-22 cockpit and flightworthy F-22 hardware and software. The VIF has been operational since March 1995.

Utilities and Subsystems (U&S)

The utilities and subsystems (U&S) for the F-22 includes these subsystems:

• Integrated Vehicle Subsystem Controller
• Environmental Control System
• Fire Protection
• Auxiliary Power Generation System (APGS)
• Landing Gear
• Fuel System
• Electrical System
• Hydraulics
• Arresting System

Integrated Vehicle Subsystem Controller (IVSC)

The Integrated Vehicle Subsystem Controller (IVSC) is the system responsible for aircraft integration, control and diagnostics.

Environmental Control System

The F-22 uses a totally integrated environmental control system (ECS) that provides thermal conditioning throughout the flight envelope for the pilot and the avionics.

The five basic safety critical functions the ECS must take care of include: avionics cooling; adequate air to the pilot; canopy defog; cockpit pressurization; and fire protection.

Air Cycle System

The air cycle system takes bleed air from engines (which comes in to the system at between 1,200-to-2,000 degrees Fahrenheit) and cools it down in the Primary Heat Exchanger (PHX) to approximately 400 degrees. From the heat exchanger, the air is fed into the air cycle refrigeration package (ACRP). The air must be dry, so the system also includes water extractors.

The air, when it comes out of the ACRP, is now chilled to approximately 50 degrees Fahrenheit. The flight-critical equipment, the systems that are for keeping the aircraft -flying, are cooled by this air. This air is also fed into the Normalair-Garrett-built On-Board Oxygen Generating System (OBOGS) to provide breathable oxygen to the pilot, to operate the Breathing Regulator/Anti-G (BRAG) valve on the pilot's ensemble, to provide canopy defogging, and cockpit pressurization.

Liquid Cooling System

Unlike other fighter aircraft, the F-22 uses liquid cooling, rather than air cooling for the mission avionics. The F-22 is breaking ground in liquid cooling and the environment in which it works. Resistance to high temperature and durability were the driving factors in the liquid cooling design. AlliedSignal is the primary supplier of the liquid cooling equipment.

The closed-loop liquid cooling system is divided into two loops, one forward and one aft. These systems use brushless, DC current motor pumps that are connected for redundancy. Polyalphaolefin (PAO) is the medium used in the liquid cooling system.

The forward loop is for cooling the Mission Critical Avionics and keep them at a comfortable (for them) 68 degrees F. The PAO passes through the Vapor Cycle System and a filter and is routed to the Avionics and then out to the wings to cool the embedded sensors.

From there, the now-warm PAO coolant enters the aft loop, which allows it to pass by the air cycle machine, which cools that system by receiving transferred heat. The PAO then is routed to the fuel tanks, where the heat is dumped. No coolant gets mixed with the fuel however, as this is a closed-loop cooling system. The fuel in the tank is only used as a heat sink.

Thermal Management System (TMS)

The Thermal Management System (TMS) is used to keep the fuel cool. The Air Cooled Fuel Cooler (ACFC) takes air from the boundary layer diverter between the inlet and the aircraft's forward fuselage. Hot fuel passes through the heat exchanger and is colled. Greatly simplified, this is essentially blowing on hot soup to cool it down enough to eat it.

Fire Protection

Fire protection is provided for the aircraft's engine bays, the Auxiliary Power Unit (APU), and for dry bays, such as the landing gear wells, the side-of-body cavities, the Linear Linkless Ammunition Handling System (LLAHS), the On-Board Inert Gas Generation System (OBIGGS), left and right ACFCs, and ECS bay.

The aircraft uses infrared and ultraviolet sensor for fire detection and Halon 1301 for fire suppression. The Halon 1301 is the only ozone-depleting chemical on the F-22, and efforts are underway to find a replacement suppressing chemical. Space provisions have already been included for this new agent up to a chemical that requires 2.5 times the volume of the Halon.

Auxiliary Power Generation System (APGS)

The Auxiliary Power Generation System (APGS) for the F-22 is being developed, built, and tested by Allied Signal Aerospace for Boeing. The APGS consists of an auxiliary power unit (APU), and a self-contained Stored Energy System (SES).

The APGS provides secondary aircraft power for everyday main engine ground start, aircraft ground maintenance, and in-flight emergency power for aircraft recovery. The APGS uses the G-250 APU, a 450 hp turbine engine that utilizes state-of-the-art materials and design resulting in the highest power density APU in the industry (horsepower-to-weight).

Landing Gear

The F-22 utilizes tricycle landing gear, with the standard two main gears (each with a single tire) and a single-wheel, steerable nose landing gear assembly. The nose gear retracts forward, and main gear retracts outward.

The landing gear assemblies utilize AirMet 100, which provides greater strength and corrosion protection and are made by Menasco. The main gear uses a dual-piston design and are sized not to withstand a collapsed gear or flat tire landing.

The aircraft's AlliedSignal-made carbon brakes are always in anti-skid mode, which means the pilot has one less thing to remember to activate. The pilot applies pressure on the brakes by using the rudder pedals, but only after the F-22's weight-on-wheels sensor engages upon landing.

The nosewheel is a direct drive system, that is hydraulic force is applied to the nosewheel pivot to turn it. The nose gear is mechanically driven to align itself correctly before retraction.

As a safety precaution, the nosewheel clamshell doors and the lower inboard landing gear doors are physically linked to the landing gear itself. If an emergency blowdown is required, the doors will open when the gear comes down. Also, the gear down and locked indicators in the cockpit are battery operated, so if all other systems malfunction, the pilot still has a way of knowing whether his landing gear is down.

The tires on the F-22 are Michelin Air-X steel belted radials. Goodyear Bias-ply tires will also be qualified for the aircraft.

Fuel System

There are eight fuel tanks on the F-22, including one (designated F-1) in the forward fuselage behind the pilot's ejection seat. The others are located in the fuselage and the wings. The F-22 will run on JP-8, a naphthalene-based fuel with a relatively high flash point.

The F-22 has single-point ground fueling, and it can be refueled without the need for ground power. It also has a Xar-built air refueling receptacle on the top side of the aircraft in the mid fuselage directly behind the cockpit. It is covered by two butterfly doors that have integral low-voltage lights to aid in night refueling.

The F-22 also has an On-Board Inert Gas Generation System (OBIGGS) that inerts the fuel tanks as the fuel is depleted. Fuel in itself is not as explosive as the fumes are. By filling the tanks with inert nitrogen as the fuel is used, the fumes are suppressed, and the chance of explosion, such would occur if the fuel tanks were hit by gunfire, is nearly eliminated.

Electrical, Hydraulic, and Arresting Systems

The F-22 uses a Smiths Industries 270 volt, direct current (DC) electrical system. It uses two 65 kilowatt generators. The hydraulic system includes four 72 gallon-per-minute pumps and two independent 4,000 psi systems.

The F-22 has an arresting hook in an enclosed fairing between the engines on the underside of the aircraft. This hook is deployed in an emergency to stop the aircraft by means of hooking on to a wire strung out across the end of a runway. These barrier engagements work very similar to the arresting gear of an aircraft carrier.

While the F-22 has an arresting hook, it cannot land on an aircraft carrier, as the F-22 does not have the heavier structure necessary to withstand the stresses of a carrier landing. The shape of the arresting hook is not compatible with low observable design, and that is why the fairing and doors are required.

F-22 Flight Critical Systems

F-22 Raptor Support System
The F-22 is more reliable than the aircraft it will replace, and it requires significantly less support resources than the F-15 while providing unequaled operational capability. It will be a true force multiplier.

From the outset, the F-22 was designed for supportability and self-sufficiency, with reduced logistics costs. The improvements designed into the F-22 are predicted to save more than 50% of the operations and support costs of the F-15 over a 20-year period.

Unlike in past programs, where supportability was almost an afterthought in the design process, on the F-22, maintainers worked with designers and manufacturing representatives to ensure that a part or system was designed correctly, could be manufactured, and could be maintained while that part or system was still on the drawing board.

As two examples, the slings used to hoist the canopy into position on the assembly line is the exact same sling design that will be used in the field. The same sling used to place the wing leading edge flap is also be used to hoist the flaps and flaperons.

The F-22 will provide significantly more sorties each day than current fighters. It can be flown on twice as many consecutive sorties, will be twice as reliable, require 1/2 the direct maintenance man-hours per flight hour, and 2/3 the turnaround time for its next combat sortie as the F-15C. Also, a 24-aircraft F-22 squadron will require less than 1/2 the C-141 airlift support to deploy for 30 days than is presently required by a comparable F-15 unit (about 7.8 C-141 loads to deploy an F-22 squadron versus the 16 C-141 loads for an F-15C).

Additionally, to deploy an F-22 unit, there will be fewer shops required (such as wheel and tires, ejection seat, and pilot equipment), and reduced spares as well.

Design Features

There are five key design features that makes the F-22 more supportable than any previous fighter: access/maintainability; fault detection and isolation; self sufficiency; improved combat turn; and high reliability.

Access/Maintainability: The bottom of the F-22 sits only 36 inches off the ground, allowing maintainers to have shoulder-height access (or lower) to nearly every component or system ( such as avionics racks, engines, airframe mounted accessory drive system (AMAD), and weapons) without the use of ladders or workstands. In addition, the aircraft's modular avionics allow the maintainer to pull out a non-functioning module and plug in another in rapidly.

Fault Detection and Isolation: There is an extensive Built-In Test (BIT) capability inherent in the F-22. In fact there is so much capability that the diagnostics system can go down to the Line Replaceable Module (LRM - the individual electronics cards - level to determine faults. There are also built-in test sensors; fault filtering, that is, the system determines whether a fault is significant enough for the pilot to receive a Caution or Warning in the cockpit; a significant failure data recording, to allow maintainers to know exactly when a part failed.

Self-Sufficiency: The F-22's On-Board Oxygen Generating System (OBOGS) provides breathable air to the pilot, so there is no need for ground-based liquid oxygen (LOX) equipment; likewise, the F-22 has an On-Board Inert Gas Generating System (OBIGGS) that is used to fill the fuel tanks with nitrogen as a safety measure as the fuel is depleted on a flight; the aircraft has an Auxiliary Power Unit (APU), so there is no need for a ground power cart; and as much 'housekeeping' as possible has been eliminated - for instance, it only takes four simple steps to take the aircraft from cold metal to engines running.

Integrated Combat Turn: The Integrated Combat Turn (ICT) is the military equivalent of a pit stop in auto racing - the aircraft is refueled, rearmed, and sent back into combat. The F-22 allows for simultaneous gun ammunition and missile reloading, a process that normally goes in sequence only. The Raptor has single-point refueling and a single-point consumables (oil, chaff, flares, etc.) status check point. It also has pneudrallic extend and retract missile launchers, which means that there are no pyrotechnics to be concerned with while the aircraft is being turned.

Reliability: The F-22's systems are highly reliable, requiring fewer spare parts and less airlift support. The F-22 has fault-tolerant liquid-cooled avionics. When one card fails, the system automatically reconfigures itself. These lower operating temperatures extend avionics life. Also, during development, systems went through comprehensive analysis, development tests, and full-scale tests. These accelerated life tests were more severe and of longer duration than traditional military standard (MIL STD) tests. For example, electronic tests included ten times the number of thermal cycles and ten times the vibration duration at higher vibration levels than MIL STD tests.

Integrated Maintenance Information System (IMIS)

The F-22 Integrated Maintenance Information System (IMIS) integrates the Tech Order Data (TOD), maintenance forms, the aircraft itself to provide the maintainer a single source of maintenance information.

There are three main components to the F-22's IMIS: the Portable Maintenance Aid (PMA); the deployable, squadron-level Maintenance Support Cluster (MSC), and its back shop counterpart, the Maintenance Work Station.

Portable Maintenance Aid (PMA)

The Portable Maintenance Aid (PMA) is a ruggedized computer that a maintainer will take out to the aircraft. It serves as the primary maintenance interface with the aircraft and its systems. The PMA displays Interactive Electronic Technical Manuals (IETMs), has the capability to order parts, and supports the recording of maintenance actions in maintenance forms.

The PMA, built by AlliedSignal, weighs 9.85 pounds, is fully sunlight readable, and runs on nickel-metal hydride batteries. It has a keypad and function keys to support data entry.

One of the biggest advances the PMA offers to the F-22 maintainer is the use of IETMs that display on the IMIS equipment. IETMs are a set of detailed instructions that tell the maintainer how to inspect, troubleshoot, and replace a component. These instructions are interactive, and offer the user "branches" of information depending on situations that may be encountered during the maintenance action. IETM graphics are taken from the three-dimensional computer database used to design the aircraft. The graphics are translated to a simplified two-dimensional drawing for ease of use and technical clarity. IETMs displayed on IMIS eliminate the cumbersome paper-and-paper change process in use today that often results in big-city sized phone books on flightlines.

Approximately 3,200 of these packets have been written already, and this represents only about 20% of the total to be written before the aircraft is operational.

The PMA works like this. The maintainer goes out to the aircraft and plugs the PMA into a data port on the aircraft (located in the wheel wells and cockpit) that will accept commands. The maintainer can first use the PMA to stimulate a system to perform a BIT check to verify a failure. If the maintenance instructions call for opening the weapons bay doors, for instance, the PMA allows the maintainer to open the door without having to get in the cockpit.

As this is an electronic system, the PMA has been updated with the latest TOD, and it displays only those instructions. At the aircraft, the maintainer can scroll through and look at the entire task before going back and checking off the individual steps.

If there are questions, the graphics in the PMA will let the maintainer zoom in on a specific part or pan out to see the entire system. If the action requires parts, a message can be sent back to maintenance control and the part is ready once the maintainer gets back. He then heads out to the flightline and replaces the part. Once the maintenance action is complete, the PMA records it, and sends the information back to maintenance control. Other data such as failures, parts usage, and consumables data can also be sent via the PMA.

The PMA can also be used to load Operational Flight Plan (OFP) software into the aircraft through another data port on the aircraft. In fact, the first software loaded on to the first F-22 while it was in final assembly was done through the PMA.

Maintenance Support Cluster (MSC)/Maintenance Work Station (MWS)

The Maintenance Support Cluster (MSC) and the Maintenance Work Station (MWS) are both computer packages that are the center of the IMIS. The two systems use the same basic commercially available components, but the MSC is packaged in rugged containers so that it can be deployed. These containers also offer the computer hardware protection against out-of-the normal hangar environments. The MWS system will remain at the main operating base.

The basic functions of the MSC include:

Analyzing Diagnostic Data: When a pilot returns from a mission, the data transfer cartridge (DTC) in the cockpit is removed and brought to maintenance. If any failures occurred on the mission, those fault codes are noted on the DTC and that data is downloaded into the MSC computer. The cause of the failure is identified, and a course of recommended corrective action is taken.

Prepare for the Task: The maintenance task is scheduled, resources (parts, etc.) are identified, instructions for that task are reviewed and checked for currency, and then a PMA is loaded with the instructions so the maintainer can take the PMA out to the flightline and complete the task.

Collect Maintenance Data: The data collected - what is failing on the aircraft, how long it is taking to repair the aircraft, parts usage, etc. - is all collected and is used to generate reports and summaries. A basic tenet of the F-22 support system is to collect the data once and then reuse it as much as possible.

Support Maintenance Planning and Analysis: The data collected is also used in planning, as it is used to schedule inspections and to schedule time change maintenance.

F-22 Support System

F-22 Raptor Materials and Processes
Validating structural materials is especially important to the F-22 because new material technologies were incorporated to maximize aircraft performance. The overall percentage of composites in the F-22 (approximately 25%) is historically high, though not unprecedented. However, the extensive application of Resin Transfer Molding (RTM) technology and high temperature bismaleimide (BMI) composite materials directly resulted in the high weight/performance efficiency the Raptor demonstrates. The use of metallics technologies such as titanium Hot Isostatic Pressed (HIP) castings and electron beam welding allowed the airframe designers to incorporate complex features into a single component without the weight of fastened assemblies. The continuing challenge is to reduce material and component costs through a constant reassessment of emerging technologies. Recently developed machining technologies, for instance, have allowed the inlet canted frame lip to be changed from a casting to a lower cost machined component with no appreciable weight penalty.

Traditional aircraft materials such as aluminum and steel make up about 1/5 of the F-22's structure by weight. The high performance capabilities of the F-22 requires the significant use of titanium (42 % of all structural materials by weight) and composite materials (24 % by weight), which are both stronger and lighter weight than traditional materials, and offer better protection against corrosion. Titanium also offers higher temperature resistance.

Airframe Structural Materials By Weight.

(Current F-22 Weight Distribution)



Titanium 64 (Ti-64) 36%
Thermoset Composites 24%
Aluminum (Al) 16%
Other Materials* 15%
Steel 6%
Titanium 62222 (Ti-62222) 3%
Thermoplastic Composites >1%



* Other materials include coatings, paint, transparency, integrated forebody (radome), tires, brakes, sealants, adhesives, seals, actuators, gases, and fluids.

The types of titanium are different alloys and have different applications on the F-22. Ti-62222 is a very high-strength alloy that was introduced on the F-22.

On the F-22, the number of parts made from thermoset composites is approximately a 50/50 split between epoxy resin parts and bismaleimide (BMI) parts. The aircraft's exterior skins are all BMI, which offer high strength and high temperature resistance.

Thermoplastic composites are also highly durable materials but, unlike thermosets, thermoplastics can be reheated and re-formed. Thermoplastics proved more expensive and more difficult to incorporate in the F-22 than had been hoped in the early days of the program.

Thermoplastics are being used on the F-22 for items such as landing gear and weapons bay doors (which are opened frequently), where impact damage tolerance (to things such as small rocks that are kicked up from the runway, etc.) is required.

The Airmet 100 steel alloy used in the F-22's main landing gear is another innovation. It is one of the first applications of a special heat treatment of steel, which provides greater corrosion protection to the main gear piston axle.

Hot Isostatic Pressing (HIP) Casting

Hot Isostatic Pressing (HIP) casting is a process where metallic castings are subjected to very high temperatures in a static pressure environment (more than 10,000 pounds per square inch). The effect is to collapse, or "heal", voids (gas pockets) that otherwise may be present. On the F-22, structural titanium castings are HIP'ed to eliminate any voids that are present from the casting process.

HIP casting is used on six large structures on the F-22: the rudder actuator housing (one for each rudder), the canopy deck, the wing side-of-body (SOB) forward and aft fittings (four total, two for each wing), the aileron strongback (one for each aileron, two total), and the inlet canted frame (one each for the left and right inlets).

Resin Transfer Molding (RTM)

Resin Transfer Molding (RTM)

The F-22 is the first aircraft to take advantage of Resin Transfer Molding (RTM) of composite parts. RTM is a method of composite parts fabrication well suited to economically fabricating complex shaped details repeatedly to tight dimensional tolerances.

Large composite parts traditionally are formed by applying and pressurizing hundreds of layers of fabric that contain a pre-embedded resin, and curing, or 'baking,' them in an autoclave. This is a very time consuming and labor intensive process.

The process employs fibrous "preforms" that are formed under vacuum from stacks of fabric and placed in metal tooling that matches the shape of the part. The tool is then injected with heated resin under pressure. The benefit of the matched metal tooling to RTM is a high level of part reproducibility, consistency in assembly operations, and consequently, economies of scale.

RTM is used to fabricate more than 400 parts for the F-22's structure ranging from inlet lip edges to load-bearing sine-wave spars in the fighter's wings. At Boeing, RTM has reduced the cost of wing spars by 20 percent and has cut in half the number of reinforcement parts needed for installing the spars in the wings. Both BMI and epoxy parts are fabricated using RTM.

Composite Pivot Shaft (CPS)

The composite pivot shaft is an application of Automated Fiber Placement (AFP) technology, employed with unique tooling approaches to incorporate a composite structure in place of a titanium one in a flight-critical application - the F-22's horizontal stabilizers.

AFP technology makes possible the exact fiber positioning required to achieve the complex geometry of the pivot shaft, which is a 10-inch diameter cylinder at one end; and a rectangular spar at the other approximately four inches wide; with a offset in the transition area. Its shape can be likened to that of an oversized hockey stick.

Alliant Techsystems is the contractor for the composite pivot shaft, which is laid out using computerized fiber placement machines. The pivot shaft is composed of more than 400 plys (layers) of composite tow tapes ranging from 1/8 of an inch wide to 1/2 inch wide.

The shaft is cured in stages to prevent internal cracking and no wrinkles, as there is no allowances for voids in the shaft. After layup, the shafts are nondestructively inspected and tested.

The composite pivot shafts take up to 60 days to produce, but they save 90 pounds per shipset (two shafts) over titanium, which is an extremely large amount of weight to take out of an aircraft at one time. Also, because of the high temperatures in the engine bay area of the fighter, it is constructed mostly of titanium, and any weight is difficult to engineer out of that area.

When the first F-22 was rolled out in April 1997, four shipsets of flightworthy composite pivot shafts had already been produced. A plan is in place to use thicker tow tapes, which should greatly reduce production time for the shafts.

Electron Beam (EB) Welding

An automated process called electron beam (EB) welding is helping Boeing and Aerojet, its supplier, build lighter-weight titanium assemblies for the aft fuselage. EB welding takes place in a vacuum chamber and uses a stream of electrons to weld titanium parts together.

Performing the welding in a vacuum prevents exposure to oxygen, which can create an undesirable brittle surface during the process. Electron beam welding is able to weld thick titanium parts (i.e., more than an inch) considerably better than other methods.

Electron beam welding reduces the need for fasteners in some fuselage components by up to 75%, which reduces weight, simplifies the assembly process, and avoids the costs associated with fasteners. The reduction in the number of fasteners also means fewer openings for possible fuel leaks.

F-22 HAZARDOUS MATERIALS (HAZMAT) PROGRAM


General Description

The F-22 is one of the first weapons development programs to incorporate contractual requirements for hazardous materials (HAZMAT) use and pollution prevention in manufacture, operation, maintenance, support, and disposal over the life cycle of the weapon system.

Processes

The F-22 Weapon System Hazardous Materials Analysis Report (WSHMAR) was developed to provide a basis of understanding between the contractors and the Air Force to ensure that adequate consideration was and continues to be given to the elimination, minimization, and mitigation of hazardous materials, as well as environmental, safety, and health (ESH) concerns and the compliance of hazardous materials.

The F-22 HAZMAT Program approach consists of these processes:

Identification and Tracking: Hazardous materials are identified and selected hazardous materials are targeted for elimination, minimization, or mitigation efforts.

Materials Evaluation and Materials Decision: Hazardous materials selected for use by the various Integrated Product Teams (IPTs) are first evaluated through the HAZMAT Program (which included coordination with Materials & Processes and Corrosion Control) before inclusion, and the use of these materials is continuously monitored.

Reporting and Documentation: Hazardous materials data is collected and recorded.

Information Dissemination: Hazardous materials emergency, disposal, handling, storage, repair, and transportation information is collected and reported.

Included in the Hazardous Materials Database (HMDB) is information on materials delivered as part of the F-22 weapons system (which includes the air vehicle, training system, and support system) and end items that create a hazard in post-delivery operations and/or are disposed of as hazardous waste, as well as materials used in operation, maintenance, and support of the entire weapons system.

Once it is determined which HAZMAT materials will be used on the F-22, mitigation factors are introduced into design and maintenance procedures to reduce exposure risk and maintain the risk at an acceptable level.

Successes

The HAZMAT program has been very successful, eliminating or greatly minimizing a significant number of hazardous materials on the F-22.

Ozone Depleting Substances: All ozone depleting substances except one has been eliminated. The remaining substance, Halon 1301, is used in the aircraft's fire protection system. The Air Force is working on finding an acceptable substitute for this substance.

Cadmium: Cadmium, a material long used for corrosion protection, is being minimized on the F-22's landing gear. There is a small amount on the gear now, and by the time the tenth aircraft (the first production aircraft) is built, cadmium will be significantly reduced.

Other Substances: Other substances such as Volatile Organic Compounds (VOCs) and isocyanates (used in the aircraft's topcoats) have been greatly reduced, as has chrome (used in sealants). Work continues on minimizing methyl ethyl ketone (used in wipe solvents) and methylene dianiline (used in adhesives).

F-22 Materials and Processes

 

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F-35 Joint Strike Fighter (JSF) Lightning II
Design
The design challenge of JSF is to find a way to develop a family of airplanes and attain economies of commonality and scale that drive down the costs of each airplane. The objective is to make the airplanes for about half of what today's airplanes cost. The F-35 is designed to accommodate growth in both mission and technology. Possible future versions of the aircraft include an electronic-attack variant, an uninhabited version, and an F-35 that incorporates a laser weapon.

The main advantages of the F-35 over the F-22 are that it carry a larger internal payload (2x 1,000 lbs vs 2x 2,000 lbs for F-35), and that it is far less expensive. But the F-35 does not have supercruise, it does not have thrust-vectoring, and it is not as stealthy as the F-22.

A number of the systems for JSF are taken right out of the F-22, then modified and improved. These modifications and improvements will eventually come back and upgrade the F-22. The contractors did not invest a lot of money to develop new systems, but rather put the new technologies of stealth and the integrated avionics that are in F/A-22, into the JSF.

On 27 June 2002, the F-35 program achieved its first major technical milestone, on schedule and under budget, when engineers finalized the external lines of the aircraft. The resulting "lines freeze" configuration is nearly indistinguishable from that of the X-35 JSF demonstrators that underwent flight testing in 2000 and 2001. Design changes, though small, will bring overall performance gains to the stealthy fighter. The design had been evolving incrementally since the configuration that flew as the X-35 demonstrator.

Finalized changes included extending the forward fuselage by five inches to better accommodate avionics and sensors, and moving the horizontal tail rearward by two inches to maintain stability-and-control with the newly extended forward fuselage. The freeze raising by about one inch the top surface of the aircraft along the centerline, thus increasing fuel capacity by 300 pounds and extending range. It added slightly more twist to the wing camber on the CV variant to improve both handling qualities and transonic performance, and slightly adjusting the positioning of the vertical tails to improve aerodynamic performance. Earlier in the design phase, engineers also reduced the length of the engine's inlet ducts, thereby saving weight and improving performance.

The Strategy Integration team supports the Joint Strike Fighter Program Office with long-range planning for major capability upgrades such as Block 4 and beyond. While Block 4 is targeted for possible authorization in the 2009-2010 period, these plans typically look into the future 10 to 20 years. This is driven by the long acquisition process associated with the planning, budgeting, contracting, development and production/retrofit incorporation of a given upgrade.

Lockheed Martin and its partners Northrop Grumman and BAE SYSTEMS are also assessing F-35 derivative concepts such as a two-seat variant and an electronic- attack variant. This long-term planning is focused on making certain the F-35 is always the system of choice to satisfy customers' changing needs.

Low Observability
An integrated airframe design, advanced materials and an axisymmetric nozzle maximize the F-35's stealth features. A quick look at the aircraft reveals an adherence to fundamental shaping principles of a stealthy design. The leading and trailing edges of the wing and tail have identical sweep angles (a design technique called planform alignment). The fuselage and canopy have sloping sides. The canopy seam and bay doors are sawtoothed. The vertical tails are canted. The engine face is deeply hidden by a serpentine inlet duct. The inlet itself has no boundary layer diverter channel, the space between the duct and the fuselage, to reflect radar energy. And, of course, weapons can be carried internally. Each internal bay contains two hardpoints onto which a wide variety of bombs and missiles can be attached.

According to November 2005 reports, the US Air Force states that the F-22 has the lowest RCS of any manned aircraft in the USAF inventory, with a frontal RCS of 0.0001~0.0002 m2, marble sized in frontal aspect. According to these reports, the F-35 is said to have an RCS equal to a metal golf ball, about 0.0015m2, which is about 5 to 10 times greater than the minimal frontal RCS of F/A-22. The F-35 has a lower RCS than the F-117 and is comparable to the B-2, which was half that of the older F-117. Other reports claim that the F-35 is said to have an smaller RCS headon than the F-22, but from all other angles the F-35 RCS is greater. By comparison, the RCS of the Mig-29 is about 5m2.

Much has been improved between the design of the F-22 and the F-35. The F-35 doors for landing gear and equipment, as well as control surface, all have straight lines. The F-35 does not require "saw tooth" openings to divert RF energy. One reason the openings on the F-35 are straight lines is reported to be embedded electrical wires near the edges whcih interfer with RF signals. The F-35 RAM is thicker, more durable, less expensive and, being manufactured to tighter tolerances compared to that of the F-22. The tighter tolerances means less radar signal can penetrate openings and reflect back to its source. The newer RAM is more effective against lower frequency radars, and maintenance should cost about a tenth that of the F-22 or B-2. Some forms of RAM have have electrical plates or layers within the layers of carbon composits.

Multi-Mission Active Electronically Scanned Array (AESA) Radar
Northrop Grumman Electronic Systems is developing the Multi-Mission Active Electronically Scanned Array (AESA) Radar for the F-35. This advanced multi-function radar has gone through extensive flight demonstrations during the Concept Demonstration Phase (CDP). The radar will enable the F-35 JSF pilot to effectively engage air and ground targets at long range, while also providing outstanding situational awareness for enhanced survivability.

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Distributed Aperture System
In a joint effort with Lockheed Martin Missiles and Fire Control, Northrop Grumman Electronic Systems will provide key electronic sensors for the F-35, which includes spearheading the work on the Electro-Optical Distributed Aperture System (DAS). This system will provide pilots with a unique protective sphere around the aircraft for enhanced situational awareness, missile warning, aircraft warning, day/night pilot vision, and fire control capability. Designated the AN/AAQ-37, and comprising six electro-optical sensors, the full EO DAS will enhance the F-35's survivability and operational effectiveness by warning the pilot of incoming aircraft and missile threats, providing day/night vision and supporting the navigation function of the F-35's forward-looking infrared sensor.

Electro-Optical Targeting System

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Lockheed Martin Missiles and Fire Control and Northrop Grumman Electronic Systems are jointly providing key electronic sensors for the F-35 to include the Electro-Optical Targeting System (EOTS). The internally mounted EOTS will provide extended range detection and precision targeting against ground targets, plus long range detection of air-to-air threats.

The Electro-Optical Targeting System is an affordable, high-performance, lightweight, multi-functional system for precision air-to-air and air-to-surface targeting. The low-drag, stealthy EOTS is integrated into the Joint Strike Fighter's fuselage with a durable sapphire window and is linked to the aircraft's integrated central computer through a high-speed fiber-optic interface.

The EOTS uses a staring midwave 3rd generation FLIR that provides superior target detection and identification at greatly increased standoff ranges. EOTS also provides high-resolution imagery, automatic tracking, infrared-search-and-track, laser designation and rangefinding, and laser spot tracking. Sharing a Sniper legacy, it provides high reliability and efficient two-level maintenance.

Lockheed Martin Missiles and Fire Control is teamed with Northrop Grumman Electronic Systems to produce the JSFTM Electro-Optical Sensor System (EOSS). The EOSS consists of the EOTS, led by Lockheed Martin with BAE SYSTEMS, and the Distributed Aperture System, which provides 360-degree situational awareness, led by Northrop Grumman. A cornerstone of future defense capability for the U.S. and its allies, the EOSS supports situational awareness, target recognition, and precision weapon delivery.

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Helmet Mounted Display System
Unlike the cockpit design of current-generation fighter aircraft, the F-35's does not include a head-up display. Rather, the information normally visible on such a display is instead projected on the pilot's helmet visor. Vision Systems International, LLC (VSI) is developing the most advanced and capable Helmet Mounted Display System (HMDS) for the F-35. Utilizing extensive design experience gained on successful production Helmet Mounted Displays (HMD), the F-35 HMDS will replace the traditional Head-Up-Display (HUD) while offering true sensor fusion.

Integrated Communications, Navigation and Identification Avionics
Northrop Grumman Space Technology's integrated avionics satisfy the requirements for greatly increased functionalities within extreme space and weight limitations via modular hardware that could be dynamically programmed to reconfigure for multiple functions. This "smart"-box approach delivers increased performance, quicker deployment, higher availability, enhanced scalability and lower life cycle costs.

Interoperability
The F-35 will have the most robust communications suite of any fighter aircraft built to date. The F-35 will be the first fighter to possess a satellite communications capability that integrates beyond line of sight communications throughout the spectrum of missions it is tasked to perform. The F-35 will contain the most modern tactical datalinks which will provide the sharing of data among its flight members as well as other airborne, surface and ground-based platforms required to perform assigned missions. The commitment of JSF partner nations to common communications capabilities and web-enabled logistics support will enable a new level of coalition interoperability. These capabilities allow the F-35 to lead the defense community in the migration to the net-centric warfighting force of the future.

Multi-Function Display System
Rockwell Collins's 8"x20" Multi-Function Display System (MFDS) will be the panoramic projection display for the F-35. MFDS employs leading edge technology in projection engine architecture, video, compression, illumination module controls and processing memory – all of which will make the MFDS the most advanced tactical display. One-gigabyte-per-second data interfaces will enable the MFDS to display six full motion images simultaneously. The adaptable layout will be easily reconfigurable for different missions or mission segments. Projection display technology will provide a high-luminance, high-contrast, and high-resolution picture with no viewing angle effect.

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Sophisticated Cockpit
The cockpit features a large eight-inch by 20-inch color display, providing tactical information as well as aircraft system data. A next-generation voice-command system allows the pilot to manage systems without manual input. Tasks such as changing radio channels are accomplished simply by speaking a command. The pilot also has the option to manipulate the displays by touching the screen or by using a yoke-mounted cursor. F-16 pilots, themselves accustomed to a superb pilot-vehicle interface, drop their jaws when they see the JSF's cockpit. It is completely night-vision capable. It offers exceptional lookdown angle over the canopy rail and an excellent field of view over the aircraft's nose. The F-35 provides its pilot with unsurpassed situational awareness, positive target identification and precision strike under any weather condition. Mission systems integration and outstanding over-the-nose visibility features are designed to dramatically enhance pilot performance.

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Weapons Integration
The F-35 will employ a variety of US and allied weapons. From JDAMs to Sidewinders to the UK Storm Shadow, the F-35 has been designed to carry either internally or externally a large array of weapons. Seven external stations provide an assortment of air-to-air and air-to-ground weapons including the full range of "smart" munitions. These external stations include one centerline hardpoint, and outer hardpoints for air-to-air missiles. Two internal weapons bays are each capable of carrying (1) 2000lb class weapon and (1) AMRAAM per bay. The F-35 weapons bay accommodates a variety of internally carried ordnance that ground crews can easily load. The weapons include air-to-air missiles such as the AIM-120 and AIM-132 air-to-air missiles, and "smart," GPS-guided munitions such as 1000-lb., and 2000-lb., versions of the joint direct attack munitions. The missles are mounted directly on the inside of the weapons bay door. When the door opens the AMRAAM enters in the airstream. While this works for the AMRAAM, most versions of the Sidewinder need to have the missle in the airstreme before lock. The F-22 provides for this with an ejection system for the missile, but the F-35 doesnt have this, and this may create problems qualifying the AIM-9X to fire from inside the bay. Most air-to-surface weapons are in the 2,000 lb (910 kg) class, however, but these weapons are usually around 12.5 to 14 ft (3.80 to 4.25 m) long and too large to fit within the F-22. Bearing these limitations in mind, JSF designers purposefully sized the two internal bays around these larger 2,000 lb class weapons. The two weapons that have predominantly dictated the overall length and depth of the bays are the AGM-154 JSOW and the GBU-31 2,000 lb (910 kg) version of JDAM. The larger internal weapons bay configuration was a result of the natural frame vault height proportions generated to get a 2,000lb munition inside the airframe. Other items like the JSOW and other "14 footer" (LGB GCS) class munitions were a secondary capability outcome derived from the geometry of the deeper (25" vice 18") carriage box. The internal bays of the F-35B STOVL variant were redesigned in late 2004 and are now shorter and reduced in width, compared to the F-35A CTOL model. This was done to reduce the weight of the F-35B to meet other more important performance goals. As a result, the F-35B is no longer compatible with JSOW and 2,000-lb JDAM weapons. The largest weapon this F-35 variant can carry internally is the GBU-32 1,000-lb version of JDAM.

Robust Structure
Continuous tailhook-to-nose-gear structure and catapult-compatible nose gear launch system are strengthened for catapult and arresting loads. Engineers are exploiting the relationship between designing and manufacturing to further reduce cost. The aircraft's wingbox, for example, carries through the fuselage and integrates the wing and fuselage into one piece. By eliminating the side-of-body joint between these traditionally independent components, the design reduces much of the structure, weight and assembly typically associated with this interface.



Diverterless Inlet

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The F-35's diverterless inlet lightens the overall weight of the aircraft. Tactical aircraft pose a formidable challenge for inlet designers. A fighter inlet must provide an engine with high-quality airflow over a wide range of speeds, altitudes, and maneuvering conditions while accommodating the full range of engine airflow from idle to maximum military or afterburning power. Historically, inlet complexity is a function of top speed for fighter aircraft. Higher Mach numbers require more sophisticated devices for compressing supersonic airflow to slow it down to subsonic levels before it reaches the face of the engine. Inlet designs for fighter aircraft must also account for the boundary layer of low-energy air that forms on the surface of the fuselage at subsonic and supersonic speeds. The on the Joint Strike Fighter performs miracles that only aeronautical engineers can fully appreciate. At high aircraft speeds through supersonic, the fuselage bumps at each inlet work with forward-swept inlet cowls to redirect unwanted boundary layer airflow away from the inlets, essentially doing the job of heavier, more complex, and more costly approaches used by current fighters. The diverterless inlet eliminates all moving parts.

Autonomic Logistics (AL)
Because logistics support accounts for two-thirds of an aircraft's life cycle cost, the F-35 will achieve unprecedented levels of reliability and maintainability, combined with a highly responsive support and training system linked with the latest in information technology. The aircraft will be ready to fight anytime and anyplace. Autonomic Logistics (AL) is a seamless, embedded solution that integrates current performance, operational parameters, current configuration, scheduled upgrades and maintenance, component history, predictive diagnostics (prognostics) and health management, and service support for the F-35. Essentially, AL does invaluable and efficient behind-the-scenes monitoring, maintenance and prognostics to support the aircraft and ensure its continued good health.

The F-35 is designed to reduce operational and support costs significantly by increasing reliability and reducing required maintenance. Such high reliability will enable rapid deployment with minimum support equipment. The cost to operate and maintain the F-35 is expected to be 50 percent less than that for the aircraft it is designed to replace. For decades, the concept of repairing new aircraft came only after the aircraft was built. Then, it had to conform to an existing logistics structure. But the F-35's logistics system has to be up and running before the first aircraft is flown.

The autonomic logistics system, as the F-35 system is called, will monitor the health of the aircraft systems in flight; downlink that information to the ground; and trigger personnel, equipment, and parts to be pre-positioned for quick turnaround of the aircraft. Ultimately, this automated approach will result in higher sortie-generation rates. Autonomic logistics is also something of a mind reader. Through a system called prognostics and health management, computers use accumulated data to keep track of when a part is predicted to fail. With this aid, maintainers can fix or replace a part before it fails and keep the aircraft ready to fly. Like the rest of the program, the autonomic logistics system is on a fast track. It has to be available to support the air vehicle during operational test and evaluation.

F-35 Joint Strike Fighter Lightning II

 

[sancho]

To Consider that what we need for the AMCA or FGFA I just see one web on which different things regarding F-22 is given, we need something like that for the AMCA. and some new tech too.

The problem is, that we first need a requirement and only then you can see what techs or capabilities are needed. The Americans had the F22, a twin engined heavy class stealth fighter with air superiority as the main aim. The F35 then was developed as the counterpart, single engine, medium class, aimed at strike roles and both should remain the only fighters in the fleets.
In IAF there is no requirement for an AMCA, since all class of fighters, all roles and even all technical capabilities of NG fighters are covered for the next at least 16 years. Which leaves only a requirement for a carrier based stealth fighter and exactly here ADA/DRDO once again make the same mistakes that they did with N-LCA, by not developing a naval fighter and then re-design it with less modifications for shore based operations (if needed).
So the whole plan for the project is flawed right from the begining!

 

[ptltejas]

The problem is, that we first need a requirement and only then you can see what techs or capabilities are needed. The Americans had the F22, a twin engined heavy class stealth fighter with air superiority as the main aim. The F35 then was developed as the counterpart, single engine, medium class, aimed at strike roles and both should remain the only fighters in the fleets.
In IAF there is no requirement for an AMCA, since all class of fighters, all roles and even all technical capabilities of NG fighters are covered for the next at least 16 years. Which leaves only a requirement for a carrier based stealth fighter and exactly here ADA/DRDO once again make the same mistakes that they did with N-LCA, by not developing a naval fighter and then re-design it with less modifications for shore based operations (if needed).
So the whole plan for the project is flawed right from the begining!

Agreed upon 200+ Rafale +270 + Su-30 + Pak-fa - /fgfa -144 + LCA - 200 = 800
800 + mig-29 50 + Miraj 50 = 900 (6 types) once Air Chief Marcel said that there must be single fighter so no need different kind planes may be due to maintainance other flying and other reasons)

According to you sir what are fighters should be in inventory, with Pak-fa/FGFA

One of my relative in IAF not pilot, said that there must be indian fighter so no need much more worry about supply of parts, and moreover fully reliable, which is not in case of the foreign fighters.

Considering future fighters J-20, J-31 etc, there should be something right choice? Whether LCA is able to do it or not is also question.

 

[sancho]

According to you sir what are fighters should be in inventory, with Pak-fa/FGFA

LCA, Rafale and MKI, but more important than fighters, will be armed drones in future, which is why armed Rustom H and even more so, AURA UCAV have much much more importance for IAF than AMCA would have. They simply would add far more capability, something different or something new, which AMCA just can't. The only difference it brings is, that it's an Indian stealth fighter, rather than an Indo-Russian stealth fighter. But it's not pride that defence India, it's capability!

One of my relative in IAF not pilot, said that there must be indian fighter so no need much more worry about supply of parts, and moreover fully reliable, which is not in case of the foreign fighters.

If he meant that we have to have reliable options that doesn't sanction us, even in war times, then we did everything right with Russian and French fighters. Both countries and their vendors had proven to be reliable partners for India and Indian forces, especially in tough times.
On the other side we have an indigenous fighter, that is powered by a US engine, a country that doesn't has proven to be reliable to us. So it needs to be seen if we really can count on them and how far the US parts will be a burden at the end?

Considering future fighters J-20, J-31 etc, there should be something right choice?

J20 - 5th gen stealth fighter for the air force, on top of J10 and Flanker varients
FGFA - 5th gen stealth fighter for the air force, on top of LCA, Rafale and Flanker varients
J31 - 5th gen stealth fighter for the navy or exports, on top of Flanker varients

=> AMCA - 5th gen stealth fighter for the navy or exports, on top of Mig 29Ks (and not a useless N-LCA project)


We don't have to match their projects, but mainly base ours on our own requirements. However, we should learn from them, how simple and logical developments could be planned and done!

 

[ptltejas]

LCA, Rafale and MKI, but more important than fighters, will be armed drones in future, which is why armed Rustom H and even more so, AURA UCAV have much much more importance for IAF than AMCA would have. They simply would add far more capability, something different or something new, which AMCA just can't. The only difference it brings is, that it's an Indian stealth fighter, rather than an Indo-Russian stealth fighter. But it's not pride that defence India, it's capability!



If he meant that we have to have reliable options that doesn't sanction us, even in war times, then we did everything right with Russian and French fighters. Both countries and their vendors had proven to be reliable partners for India and Indian forces, especially in tough times.
On the other side we have an indigenous fighter, that is powered by a US engine, a country that doesn't has proven to be reliable to us. So it needs to be seen if we really can count on them and how far the US parts will be a burden at the end?




J20 - 5th gen stealth fighter for the air force, on top of J10 and Flanker varients
FGFA - 5th gen stealth fighter for the air force, on top of LCA, Rafale and Flanker varients
J31 - 5th gen stealth fighter for the navy or exports, on top of Flanker varients

=> AMCA - 5th gen stealth fighter for the navy or exports, on top of Mig 29Ks (and not a useless N-LCA project)


We don't have to match their projects, but mainly base ours on our own requirements. However, we should learn from them, how simple and logical developments could be planned and done!

Thanks for the real right informative post, recent lost of Hercules C-130, is raise the question, Russia is right but problem is with parts, we need one part for mig fighter and they want to sell bunch of parts. US also said that F-35 would be the last Human fighter for the US air force and they are concentrating on the UAV only, There is need right fightrs I think LCA is lacking in somethin.

 

[sancho]

There is need right fightrs I think LCA is lacking in somethin.

LCA was aimed to be a cost-effective low end fighter with good potential and that's what it is, the only problem is, that it's very late especially the MK2. It also should pave us the way to create a credible indigenous industry for own fighter developments and that's also what we get from it, especially if we keep focusing on it and not just divert attention because ADA/DRDO now wants to go to AMCA, before LCA is even ready and inducted.
So for our needs, the fighter and the project is still very good and very important, but we have to finish it, that's more important to make it world class or unique.

AMCA must have other aims, be it operationally or wrt to technological improvement, but for IAF it simply would make sense only around 2030, when we have to start to replace the MKIs. Therefor, developing it as a carrier fighter for all IN carriers and later re-design it for the use in IAF as the MKI replacement (or exports) would make much more sence. That's what the French did with the Rafale, that's what the F18 and F18SH were meant for as well, but somebody has to beat that into ADA / DRDO until they understand that, lets hope the coming DM will do that!

 

[Archie]

I dont know why we are discussing in such great length about a fighter which is still in the design phase
let AMCA make its first flight, then we can discuss its capability

AMCA is IAF thinking about the future because they know the capability of HAL and ADA

India ordered the LCA design process in 1983-84 when The last of the Mig 21 Entered IAF service
India inducted over 450 Mig 21s between 1963-1984
When LCA MK1 enters service, their will be less than 120 Mig 21 still in service
With the Su30 MKI replacing the bulk of Mig 21/23, and the Squadron strength of IAF declining from 41 sqds in 1991 to 34 Sqds in 2014

IAF might be expecting a Similar Problem in future
Hence you see the FGFA and the RAFALE being in the picture
India Hopes to induct 148 FGFA and 126 RAFALES in service with options for 64 Rafales being excercised should FGFA be delayed and for 78 FGFA being excercised should AMCA be delayed

As of now Rafales are designated to replace 4 Mig27 sqds and 3 Jaguar Sqds
FGFA is supposed to replace 3 Mig29 Sqds and 5 MKI sqds when Su30 Starts retiring in 2030

AMCA is suposed to replace 3 Jaguar Sqds, 3 Mirage Sqds and 2 LCA MK1 sqd

 

[DacterSaab]

The problem is, that we first need a requirement and only then you can see what techs or capabilities are needed. The Americans had the F22, a twin engined heavy class stealth fighter with air superiority as the main aim. The F35 then was developed as the counterpart, single engine, medium class, aimed at strike roles and both should remain the only fighters in the fleets.
In IAF there is no requirement for an AMCA, since all class of fighters, all roles and even all technical capabilities of NG fighters are covered for the next at least 16 years. Which leaves only a requirement for a carrier based stealth fighter and exactly here ADA/DRDO once again make the same mistakes that they did with N-LCA, by not developing a naval fighter and then re-design it with less modifications for shore based operations (if needed).
So the whole plan for the project is flawed right from the begining!

Air Force will need a 5th gen Medium class jet with equally good A2A and A2G capabilities, sooner we have one the better.
Yet I totally agree with you that Navy needs a CATOBAR capable stealth fighter desperately and it should also have sufficient thrust to operate from STOBAR carriers also if required without modifications (when your building it from the scratch then do it right, choosing a fancy design is not important) and they should put this requirement in front of MOD adamantly demanding that this be the primary requirement of the fighter?
Or Maybe they are expecting Russian single-engine PAK-FA to be developed for CATOBAR operations by then (off topic: you heard any news about this one lately?) and purchasing it, whatever just don't buy F-35C, we can't afford that with our Capital Flag-ship.
Although I've just realized that as we have been discussing on MMRCA thread that any alterations in the MMRCA is going to severely effect AMCA and in the worst case scenario if they let-go of the former in favor of LCA, FGFA & AMCA, many developments necessary for AMCA will be very challenging to develop like the IAS last I heard even Russia was having problems developing one for PAK-FA/FGFA.
Also being very optimistic should AMCA receives IOC by 2025 Which weapons according to you would be integrated?

LCA, Rafale and MKI, but more important than fighters, will be armed drones in future,

I'd say we should look to procure a few stealth UCAVs ASAP, probably nEURON, but UCAVs can-not be used to achieve air-superiorty.

On the other side we have an indigenous fighter, that is powered by a US engine, a country that doesn't has proven to be reliable to us.

Main reason why we need to continue Kaveri disaster.

(and not a useless N-LCA project)

Yes there is no need for that project, a simple tech-demo was sufficient but these people seem to be making this a matter of prestige.

There is need right fightrs I think LCA is lacking in somethin

Should we be able to develop LCA to it's full potential, I don't think it will lack anything for the role it is supposed to play in our fleet for next 30+ years.

but for IAF it simply would make sense only around 2030, when we have to start to replace the MKIs.

AMCA will not replace MKI it'll replace MiG-29smt, M2K5 and few Jags. MKI will be replaced by advanced versions of FGFA.

When LCA MK1 enters service, their will be less than 120 Mig 21 still in service

LCA MK 1 will enter service this year and there are currently ~250 MiG-21s in service including ~120 Bisons.

the Squadron strength of IAF declining from 41 sqds in 1991 to 34 Sqds in 2014

I'd like to see the source of this info. The current sanctioned strength of IAF is 39.5 the current squadron strength is much lower and is expected to fall to 28.5 by 2018 even after current measures.

India Hopes to induct 148 FGFA and 126 RAFALES in service with options for 64 Rafales being excercised should FGFA be delayed and for 78 FGFA being excercised should AMCA be delayed

The most recent statement is for 144 single-seat PAK-FA not FGFA (8 squads haven't read about any follow-on option) also 63 Rafales are optional which will bring fleet strength to 189 Rafales (10.5 squads) which will be exercised whether FGFA is delayed or not.

lets hope the coming DM will do that!

I don't expect much from M.M.Joshi.

 

[IND151]

HAL seeks clarity on futuristic projects | idrw.org