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JOINT STRIKE FIGHTER (JSF)
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| 3 January 2001 |
Type
Multirole fighter.
Programme
Origins
of Joint Strike Fighter (JSF) programme vested in separate USAF/USN Joint
Advanced Strike Technology (JAST) and Defense Advanced Research Project
Agency (DARPA) Common Affordable Lightweight Fighter (CALF) projects of
early 1990s; designation X-32 then assigned to planned CALF demonstrator
(see US Navy entry in 1997-98 and previous editions of Jane's for more details
of JAST and CALF programmes).Projects merged in November 1994, as JAST, after Congressional directive in mid-1994; programme renamed JSF in latter half of 1995. Previously, formal request for proposals (RFP) for preliminary research contracts released on 2 September 1994, stipulating industry response by 4 November and issue of contract awards by 16 December.
Some elements of US industry joined forces to win JAST/JSF work, with international collaboration in evidence. McDonnell Douglas led one team after signing October 1994 memorandum of understanding (MoU) with Northrop Grumman and British Aerospace; each company submitted individual bids, but all three to participate in event of securing contract. Boeing also allied with Dassault of France on aspects of subsystem design effort.
Subsequent research contracts worth US$99.8 million were distributed between four companies: Boeing (US$27.6 million), Lockheed Martin (US$19.9 million), McDonnell Douglas (US$28.2 million) and Northrop Grumman (US$24.1 million). Further US$28 million allocated for associated avionics, propulsion systems, structures and materials, and modelling and simulation.
Merger of JAST and CALF resulted in expanded flight test programme, involving two finalists; each to build two demonstrators, one with ASTOVL capability and the other to use conventional take-off and landing (CTOL). Both variants to be built on common assembly line, with production for US and UK military expected to total around 3,000, including just over 750 ASTOVL-configured aircraft.
Draft RFP issued December 1995, with USA and UK signing MoU on 20 December 1995, which committed UK to participate in four year weapons system concept demonstration (WSCD) phase. MoU also stipulated that UK must contribute some 10 per cent (approximately US$200 million) of demonstration phase costs as full collaborative partner.
Formal release of the final RFP for JSF was expected on 7 March 1996, but was delayed to June 1996, with contract award date in November 1996. X-32 and X-35 designations allocated to demonstration phase which was planned to conclude in February 2001, although it now appears likely to continue until mid-year; successful teams will each build two aircraft, with CTOL version to fly first. STOVL versions to fly second and participate in assessment and demonstration of hover and transition qualities.
Three candidates were in contention for WSCD, originating from Boeing, Lockheed Martin and McDonnell Do uglas/British Aerospace/Northrop Grumman.
All three contenders chose Pratt & Whitney's F119 engine for their WSCD proposals, although a General Electric/Allison/Rolls-Royce team secured a US$7 million contract in March 1996 to examine alternative power plants. These were based on the General Electric F110 and YF120 engines, with the latter being chosen in May 1996 following Congressional directive aimed at fostering competition and also overcoming possible impact of developmental or operational problems with the F119. Further US$96 million multiyear contract awarded in February 1997 to cover technology maturation and core engine development of YF120-FX version over four year period; this likely to result in follow-on development programme starting in 2001, culminating in full-scale EMD from 2004. If necessary, it is planned that the F120 engine will be available from the 72nd production aircraft onwards.
On 16 November 1996, US Secretary of Defense, William J Perry announced that Boeing and Lockheed Martin had been chosen to participate in forthcoming WSCD and that the team headed by McDonnell Douglas had been eliminated. Simultaneously, Boeing was awarded a US$661.8 million contract for the next phase of the JSF programme, while Lockheed Martin received US$718.8 million; in addition, Pratt & Whitney secured a contract worth US$804 million for the associated Engine Ground and Flight Demonstration Program. Subsequently, Northrop Grumman and British Aerospace joined Lockheed Martin team.
Boeing's X-32 design incorporates a direct-lift concept using a two-dimensional thrust vectoring propulsion nozzle and swivelling retractable lift nozzles for the X-32B STOVL version; the X-32A CTOL derivative lacks STOVL features. Trials with a 94 per cent scale YF119-powered model of the STOVL configuration began at Tulalip, near Seattle, during 1995, as part of more than 5,300 hours of JAST/JSF-related testing which was completed in second quarter of 1996.
Lockheed Martin's X-35 design has a trapezoidal wing planform which initially featured foreplanes, although these since deleted; STOVL version embodies a lift fan, shaft-driven by a modified F119 with a vectoring lift/cruise nozzle developed by Rolls-Royce; lift fan replaced by extra fuel in the CTOL version. Lockheed Martin also turned to Russia for technical expertise, purchasing design data from Yakovlev; and used an 86 per cent subscale model (originally developed for the CALF project and fitted with a Pratt & Whitney F100-PW-220 engine plus an Allison shaft-driven lift fan) for testing. This was initially hover tested on an outdoor stand at NASA's Ames Research Center during July and August 1995, before being installed in the 24 × 36 m wind tunnel at Mountain View, California, in September for aerodynamic hover and transition trials which began in December. Wind-tunnel testing concluded on 5 March 1996, marking end of three-year effort to design, build and test large-scale powered model of VTOL version of JSF; this included 196 hours of propulsion system testing in 1995-96, representative of about 2,400 vertical take-offs and landings.
Further international interest resulted in three European nations joining JSF programme as limited collaborative partners at cost of US$10 million each, spread over five year period; Netherlands and Norway signed MoU committing them to participate in WSCD programme on 16 April 1997, with Denmark following suit later in year. In each case, JSF viewed as potential replacement for F-16 Fighting Falcon; Italy became `informed partner' in April 1998 and announced intention in January 1999 of deeper involvement; Turkish partnership agreement signed 16 June 1999 as Foreign Military Sales customer (fourth-level participation). Other nations known to have expressed interest include Australia, Canada, France, Germany, Greece, Israel, Singapore, Spain and Sweden, which have all been briefed on JSF programme. For engineering and manufacturing development phase, four partnership options available. Most costly is Level 1, which entails responsibility for 10 per cent of cost; UK is only partner at this level. Italy, Netherlands and Turkey are Level 2 partners, each contributing 5 per cent of cost. Level 3 involves payment of 1 to 2 per cent, with Denmark and Norway having teamed up to share burden, while Canada meets the cost alone. Finally, Foreign Military Sales Level involves minimum contribution of US$75 million, but no subscribers by mid-2000.
Recent developments (1997-2000) include successful completion of initial and final design reviews. Lockheed Martin passed initial design review milestone in mid-June 1997, with Boeing following suit at beginning of September 1997, allowing both companies to begin the fabrication and assembly process. Final design review hurdle passed by Lockheed Martin in third quarter of 1998, with Boeing candidate completing this in fourth quarter; by then, both manufacturers reporting good progress with assembly of prototypes and Lockheed Martin had produced full-size mockup.
Notable power plant-related events and developments during same period include critical design review (CDR) of Pratt & Whitney F119 derivatives (SE611 for X-35; SE614 for X-32). CDR began in August 1997 and was completed successfully in third quarter of year, allowing work to start on assembly of both basic types of engine in October; ground testing of all four engine variants began during 1998, with SE611C for X-35A, SE611S for X-35B, SE614C for X-32A and SE614S for X-32B.
Multifunction integrated RF system/multifunction nose array (MIRFS/MFA) avionics package also specified for JSF during latter half of 1997; Northrop Grumman Electronic Systems and Sensors Division in competition with Raytheon Systems Company, with selection of winning equipment expected in 2001. Earlier, on 4 June 1997, Raytheon chosen to provide integrated core processor for Lockheed Martin X-35.
On armament front, consideration was given to development of advanced 25 mm calibre gun at cost of about US$60 million. This idea subsequently abandoned and Boeing/Mauser proposal for 27 mm gun adopted by both JSF teams in May 1999; integral carriage a possibility and has been endorsed by USAF, although US Navy has no requirement for a gun and is concerned about potential penalties associated with provision of integral armament; USMC known to prefer pod-mounted weapon and Royal Navy likely to follow suit.
Plans also revealed for various test projects allied to JSF programme. First announcement, in October 1997, concerned use of UK Defence Evaluation and Research Agency (DERA) vectored-thrust aircraft advanced control (VAAC) first-generation Harrier two-seater in testing flight control systems, which duly took place in 1998. Lockheed Martin revealed plans, in November 1997, to employ AFTI/F-16 for integrated subsystem technology demonstration of electrically operated flight control actuator system and modular 270 V DC electrical power system. Installation completed in 1998, with aircraft used for six month test and evaluation programme at Edwards AFB, California, during 1999.
JSF acquisition planning little affected by Quadrennial Defense Review of May 1997 and production run of successful design for US and UK still expected to number at least 3,000, following RAF revelation in May 1997 that it was considering CTOL version as replacement for Harrier GR. Mk 7. Subsequently, in June, USAF launched year-long study of plans to include some STOVL-configured aircraft in overall purchase as replacement for A-10 Thunderbolt II in CAS/BAI role; further announcement on 23 September 1997 revealed that USAF considering buying sufficient STOVL JSFs to equip two Fighter Wings (approximately 200 aircraft in total, including allowance for pilot training and maintenance requirements).
Lockheed Martin expected to fly demonstrators in first half of 2000, but had not done so by mid-October. Previously, in late 1999, Lockheed Martin modified original plan; initial aircraft will still be used to test CTOL as the X-35A, before being reconfigured as the X-35B for the STOVL demonstration; second aircraft, which was originally to be used as STOVL demonstrator, will now emerge as X-35C with carrier-compatible attributes of US Navy version. Boeing formally unveiled X-32A and X-32B variants at Palmdale on 14 December 1999; X-32A CTOL version then expected to make its first flight by April 2000 with the X-32B ASTOVL derivative following in mid-2000. However, maiden flight of X-32A delayed until 18 September 2000. This took place from Palmdale, with aircraft landing at Edwards AFB at end of 20-minute sortie; landing gear locked down throughout and not retracted until 10th flight on 10 October. At that time, Boeing expecting first flight of X-32B to take place in first quarter of 2001, this having completed initial series of engine runs on 21 September 2000. Following assessment of proposals and flight test results, selection of winning design currently expected to occur in May-June 2001, at which time engineering and manufacturing development (EMD) contract due to be awarded; however, EMD go-ahead may slip as consequence of possible budget cut imposed by Congress and could be delayed until October 2001, or even later.
Final Joint Operational Requirements Document (JORD) issued in March 2000, providing basis for proposals for the EMD phase that will follow the WSCD. The latter is expected to occupy some 48 to 51 months of combined flight and ground testing, although the two contractors involved in the WSCD are to be given considerable latitude in determining which aspects will be evaluated in flight and which by ground trials. EMD now due to start in June 2001 and extend to 2008, with the first flight of an EMD-dedicated JSF set for 2005, followed by the start of operational testing in 2008. Total of 10 aircraft to be produced for EMD, with all three planned variants represented.
Delivery of the first operational aircraft is scheduled for early in FY08 and the US production rate is expected to rise to a peak of 122 per year by 2011. Current plans envisage a start to be made on quantity production of the successful design in 2004, with procurement of long-lead items for phase one of low-rate initial production (LRIP 1); this will involve a total of 12 aircraft, with the first delivery in 2008, subject to release of full funding in 2005. Thereafter, three more LRIP batches are to be purchased, for delivery between the third quarter of 2007 and 2010, before the initial phase of full-rate production (FRP 1) is launched with long-lead items in 2007; this will be dependent upon full funding being approved in 2008, coincident with the JSF attaining IOC.
Affordability is a key consideration for JSF and is dictating some compromises on the part of the different elements of the US armed forces in order to meet unit flyaway cost targets; in first quarter of 1997, all versions comfortably within or below specified cost, with the latest target prices (1997) being US$28 million for the CTOL version, US$35 million for the STOVL version and US$38 million for the carrier-capable version.
JSF REQUIREMENTS
(1999 estimates)
| Service | Qty | Remarks |
| US Air Force | 1,763 | Replaces A-10 and F-16; complements F-22. IOC 2011 |
| US Navy | 480 | Complements F/A-18E/F. IOC 2012 |
| US Marine Corps | 609 | Replaces AV-8B and F/A-18. IOC 2010 |
| Royal Navy (UK) | 60 | Replaces Sea Harrier. IOC 2012 |
| Royal Air Force (UK) | 90 | Replaces Harrier |
| Total | 3,002 |
JSF INITIAL PRODUCTION PLAN
|
Batch |
Qty |
FY |
First Delivery |
|
LRIP 1 |
13 |
05 |
2008 |
|
LRIP 2 |
30 |
06 |
2008 |
|
LRIP 3 |
54 |
07 |
|
|
LRIP 4 |
86 |
08 |
|
|
LRIP 5 |
115 |
09 |
|
|
LRIP 6 |
166 |
10 |
|
|
Total |
464 |
|
|
 |
| Boeing's (X-32A) JSF contender was first to fly (2001) |