LowObservable said:This is my understanding:
The LockMart design went from canard to quad-tail shortly before the CDA RFP deadline (which was in 1996). The main reason was that the carrier version was going to need a larger wing than the span-restricted (LH-class parking) CV/STOVL aircraft, and larger control surfaces. Scaling up a delta wing, while keeping its sweep angles constant (LO constraint) is difficult configuration-wise because the increase in root chord - in feet and inches - gets very large... so where do you put the (also larger) canard? A wing with less sweep and taper, and an aft tail likewise, made it easier to accommodate two wing designs on the same body shape.
The LSPM (large scale powered model) in the Google Earth photos was built as a canard, but I suspect that they modded it to get some idea of the difference in suck-down effects.
he was Manager of Advanced Programs at Rockwell International’s Navy aircraft plant, where he led the design of VSTOL interceptor
Archibald said:This probably helped when he "invented" the F-35 lift fan 15 years later.
What I find interesting is the single vertical tail utilized for a period of time which to the best of my knowledge is a cardinal sin if you are hoping to achieve a VLO radar signature.
Is there any more detailed information on the development of the design between Configuration 141B (which included the three-bearing swivel nozzle) and the final configuration selected for the X-35 prototypes?
Video:Lockheed Martin - The Hat Trick History: Mission X
On July 20, 2001, Lockheed Martin, U.S. military officials and the aerospace community focused their attention on a single X-35, the concept demonstrator aircraft that would later be known as the F-35, stationed in Edwards Air Force Base, California, as it embarked on a journey to pass one of the most significant flight tests in aviation history – Mission X.
https://youtu.be/JlyUUIQxtyA
From perusing this thread, the configuration here is quite reminiscent of Lockheed’s original submission for the ATF with trapezoidal wings and LEX hood for the ATF RFP prior to the summer 1987 redesign after the down select.two more Raymer designs for ASTOVL fighters while he was at Lockheed at early 90s plus schematics for SDLF, SFIH and RIVET
Main flaw or default? I'm not sure I follow what you're asking.Who can tell me the main flaw or default in the JAST designations generally ?.
Who can tell me the main flaw or default in the JAST designations generally ?.
Who can tell me the main flaw or default in the JAST designations generally ?.
To be not enter in debate,the main default is the lift engine was not useful except in vertical
flight only,and not in horizontal cruise.
I worked on the McDonnell Douglas side of ASTOVL and JAST, then Boeing's JSF. The real backstory of how these are all connected (along with SSF) has somehow never been told, even though for years it was right out in the open on the jast.mil website. As the history faded into the background with the passing years, the relevant pages were cleaned out, and as far as I know I may have the only surviving record. I had made screencaps of the more interesting parts which I'll attach here. SNIP
I think it's important for people to understand the whole story behind this weird JSF history story, because in my experience very few of us who actually worked on these programs ever knew the truth, even though it was posted by the Government for years and years.
The MDC/Northrop/BAe competitor was lift plust lift cruise, and the Marines told us over and over that they weren't going to buy any STOVL airplane that had more than one engine. Displaying the usual monumental arrogance that MDC was famous for, our management refused to accept that, and insisted on explaining over and over why our design was more efficient and therefore should be bought. In the end, the Marines proved that they weren't kidding and gave a big thumbs-down to our STOVL variant. Lockheed won, and soon afterward we found ourselves merged with Boeing.SDLF is the best fit for the JSF requirements set rather than a key enabler for stealth VSTOL in general. Or maybe the JSF requirements set was written around SDLF...
From how things turned out, Lift + Lift/cruise seems the best solution; higher performance from the lower size/mass lift engine, and lower cost from re-use of F119. But was ruled out in the requirements for reasons... like predicting much lower costs for engine development than reality
Whereas if the JSF requirements had called for higher kinematic performance then the likes of lift/cruise become better choices as the thrust/weight required in Hover and Up and Away is much closer, removing the primary advantage of SDLF whilst keeping the risk and complexity
A shame too. The MDC variant was my favorite of the three.The MDC/Northrop/BAe competitor was lift plust lift cruise, and the Marines told us over and over that they weren't going to buy any STOVL airplane that had more than one engine. Displaying the usual monumental arrogance that MDC was famous for, our management refused to accept that, and insisted on explaining over and over why our design was more efficient and therefore should be bought. In the end, the Marines proved that they weren't kidding and gave a big thumbs-down to our STOVL variant. Lockheed won, and soon afterward we found ourselves merged with Boeing.SDLF is the best fit for the JSF requirements set rather than a key enabler for stealth VSTOL in general. Or maybe the JSF requirements set was written around SDLF...
From how things turned out, Lift + Lift/cruise seems the best solution; higher performance from the lower size/mass lift engine, and lower cost from re-use of F119. But was ruled out in the requirements for reasons... like predicting much lower costs for engine development than reality
Whereas if the JSF requirements had called for higher kinematic performance then the likes of lift/cruise become better choices as the thrust/weight required in Hover and Up and Away is much closer, removing the primary advantage of SDLF whilst keeping the risk and complexity
I absolutely agree with you, the MDC/Northrop was also my favorite, and i still think it was the better aircraft for the Air force an Navy, and probably the most superior in air to air combat, and probably stealthier than the F-35, they choose the Lockheed Martin aircraft, only because of it's STOVL variant, it is real a shame, that the U.S Government, imposed the Air force and Navy, the Lockheed aircraft, just because they wanted a stealth STOVL fighter, that only the Marines and the UK use in it's STOVL variant and in very limited numbers.A shame too. The MDC variant was my favorite of the three.The MDC/Northrop/BAe competitor was lift plust lift cruise, and the Marines told us over and over that they weren't going to buy any STOVL airplane that had more than one engine. Displaying the usual monumental arrogance that MDC was famous for, our management refused to accept that, and insisted on explaining over and over why our design was more efficient and therefore should be bought. In the end, the Marines proved that they weren't kidding and gave a big thumbs-down to our STOVL variant. Lockheed won, and soon afterward we found ourselves merged with Boeing.SDLF is the best fit for the JSF requirements set rather than a key enabler for stealth VSTOL in general. Or maybe the JSF requirements set was written around SDLF...
From how things turned out, Lift + Lift/cruise seems the best solution; higher performance from the lower size/mass lift engine, and lower cost from re-use of F119. But was ruled out in the requirements for reasons... like predicting much lower costs for engine development than reality
Whereas if the JSF requirements had called for higher kinematic performance then the likes of lift/cruise become better choices as the thrust/weight required in Hover and Up and Away is much closer, removing the primary advantage of SDLF whilst keeping the risk and complexity
The upside of demanding the STOVL variant is it lowered the bar to entry for carriers. Now Japan, SK, the UK, and others will be able to field F-35s without the need for catapults and arresting gear.I absolutely agree with you, the MDC/Northrop was also my favorite, and i still think it was the better aircraft for the Air force an Navy, and probably the most superior in air to air combat, and probably stealthier than the F-35, they choose the Lockheed Martin aircraft, only because of it's STOVL variant, it is real a shame, that the U.S Government, imposed the Air force and Navy, the Lockheed aircraft, just because they wanted a stealth STOVL fighter, that only the Marines and the UK use in it's STOVL variant and in very limited numbers.A shame too. The MDC variant was my favorite of the three.The MDC/Northrop/BAe competitor was lift plust lift cruise, and the Marines told us over and over that they weren't going to buy any STOVL airplane that had more than one engine. Displaying the usual monumental arrogance that MDC was famous for, our management refused to accept that, and insisted on explaining over and over why our design was more efficient and therefore should be bought. In the end, the Marines proved that they weren't kidding and gave a big thumbs-down to our STOVL variant. Lockheed won, and soon afterward we found ourselves merged with Boeing.SDLF is the best fit for the JSF requirements set rather than a key enabler for stealth VSTOL in general. Or maybe the JSF requirements set was written around SDLF...
From how things turned out, Lift + Lift/cruise seems the best solution; higher performance from the lower size/mass lift engine, and lower cost from re-use of F119. But was ruled out in the requirements for reasons... like predicting much lower costs for engine development than reality
Whereas if the JSF requirements had called for higher kinematic performance then the likes of lift/cruise become better choices as the thrust/weight required in Hover and Up and Away is much closer, removing the primary advantage of SDLF whilst keeping the risk and complexity
Possibly also the better STOVL aircraft too, notwithstanding the US Marines' insistence on only having one engine.I absolutely agree with you, the MDC/Northrop was also my favorite, and i still think it was the better aircraft for the Air force an Navy, and probably the most superior in air to air combat, and probably stealthier than the F-35, they choose the Lockheed Martin aircraft, only because of it's STOVL variant, it is real a shame, that the U.S Government, imposed the Air force and Navy, the Lockheed aircraft, just because they wanted a stealth STOVL fighter, that only the Marines and the UK use in it's STOVL variant and in very limited numbers.
i agree with you, i think Boeing didn't do enough for is't entry on the JSF program, as Lockheed or MDC/Northrop did on their designs, nevertheless, i think it was a mistake, imposing the F-35 to the Air force and Navy, just because they wanted a STOVL advanced jet for the Marines, i'm not saying that the F-35 is a bad aircraft, but if it didn't have the limitations of the STOVL variant on it's design, we could have had, a very superior interceptor and dual role mission aircraft, like the F-16, with of course stealth on it's design, and with a bigger internal weapons bay, than the one of the F-35, which limits a lot, the weapons carried inside, the MDC/Northrop, looked to me like the better design for the missions the Air force and Navy would use it on and for any future upgrade.Possibly also the better STOVL aircraft too, notwithstanding the US Marines' insistence on only having one engine.I absolutely agree with you, the MDC/Northrop was also my favorite, and i still think it was the better aircraft for the Air force an Navy, and probably the most superior in air to air combat, and probably stealthier than the F-35, they choose the Lockheed Martin aircraft, only because of it's STOVL variant, it is real a shame, that the U.S Government, imposed the Air force and Navy, the Lockheed aircraft, just because they wanted a stealth STOVL fighter, that only the Marines and the UK use in it's STOVL variant and in very limited numbers.
Meanwhile, AIUI the Boeing entry was basically a low-cost carrierborne strike aircraft that had air-to-air and STOVL imposed on it. Surprising it lasted as long as it did, given that history.
And no F-35s on 11 LHA/Ds (eventually). None on Japanese, South Korean, and others' carriers. IMO the trade was worth it.i agree with you, i think Boeing didn't do enough for is't entry on the JSF program, as Lockheed or MDC/Northrop did on their designs, nevertheless, i think it was a mistake, imposing the F-35 to the Air force and Navy, just because they wanted a STOVL advanced jet for the Marines, i'm not saying that the F-35 is a bad aircraft, but if it didn't have the limitations of the STOVL variant on it's design, we could have had, a very superior interceptor and dual role mission aircraft, like the F-16, with of course stealth on it's design, and with a bigger internal weapons bay, than the one of the F-35, which limits a lot, the weapons carried inside, the MDC/Northrop, looked to me like the better design for the missions the Air force and Navy would use it on and for any future upgrade.Possibly also the better STOVL aircraft too, notwithstanding the US Marines' insistence on only having one engine.I absolutely agree with you, the MDC/Northrop was also my favorite, and i still think it was the better aircraft for the Air force an Navy, and probably the most superior in air to air combat, and probably stealthier than the F-35, they choose the Lockheed Martin aircraft, only because of it's STOVL variant, it is real a shame, that the U.S Government, imposed the Air force and Navy, the Lockheed aircraft, just because they wanted a stealth STOVL fighter, that only the Marines and the UK use in it's STOVL variant and in very limited numbers.
Meanwhile, AIUI the Boeing entry was basically a low-cost carrierborne strike aircraft that had air-to-air and STOVL imposed on it. Surprising it lasted as long as it did, given that history.