Joint Strike Fighter Projects

Transcription

1 Project Page Number Project Title Number A2337 Photonic Printed Wiring Board A2346-A-B F-35 Canopy Forming Thermoforming Automation A2347 System-on-Chip RF Tuner Manufacturing A2416 F-35 Tight Radius Integrated Composites A2446 Simulation-based Decision Support System for JSF Production M2504 Vertical Tip ( V-Tip ) Affordability Improvements A2506 Non-Destructive Inspection for Electron-Beam Additive Manufacturing of Titanium Joint Strike Fighter Projects Project Book

2 Cost Savings through the Use of Optical Interconnects for JSF A2337 Photonic Printed Wiring Board January 2012 to January 2015 Electronics Processing and EOC Mr. David H. Ditto (724) $2,811,000 The objective of this Navy ManTech Electro-Optics Center (EOC) project is to develop electronics using optical interconnections with focus on the Joint Strike Fighter (JSF) Integrated Core Processor (ICP). This project will develop new manufacturing technologies that will enable both electrical and optical signal transmission in ICP modules, while also redesigning the ICP Fibre Channel Switch (FCS). The JSF ICP demands extremely high performance processing that will utilize optical interconnects. Success of this effort will prevent processing systems from becoming I/O bound and therefore realizing higher performance for a constant Size, Weight, and Power (SWaP). This project will be the first implementation of an optical wave guide on a printed circuit board, which will enable lower cost, high bandwidth transmission for many platforms. The programs that will benefit are those that demand high performance at a minimal SWaP, including F-35, F-18, E- 2D, UCLASS, BAMS, and MMA. The initial benefit is for the JSF F-35 ICP module, specifically the Fibre Channel Switch. The cost savings is estimated at $58K per aircraft for a projected returnon-investment of 51 and payoff within one year of insertion. The transition event for this project will occur with the build of the JSF ICP FCS module prototype and proof that manufacturing processes can produce interconnect systems that meet performance requirements. The FCS switch sits at the center of the F-35 Mission Systems Network and provides 32 Fibre Channel interfaces for module-to-module and system-to-system communication. A demonstration of the FCS module using Photonic PWB manufacturing technologies, validated against performance and environmental requirements, will be the project acceptance criteria for approval by the JSF Joint Program Office (JPO) representative. This ManTech project will develop the photonic printed circuit board technology and manufacturing processes specifically intended for use within the F-35 ICP FCS module, provide performance testing and a limited set of environmental tests intended to bring qualification risk to an acceptable level. The JSF JPO will fund the development of an Engineering Change Package designed to coordinate configuration changes and qualification activities which are necessary to accomplish incorporation of the new design and its integration into a future JSF ICP build. The JPO will also fund the build of production JSF ICPs which are configured with the Photonic Printed Wiring Board technology. is targeted for the JSF Mission Systems Avionics Suite with the planned production insertion point in FY Project Book 79

3 F-35 Canopy Thermoforming Automation Saves Over $75M A2346-A-B F-35 Canopy Forming Thermoforming Automation F-35 and other military aircraft require large, thermoformed stretched acrylic canopies for mission success. The canopies are critical for pilot vision, interface with night vision and helmet mounted sights, and low-observable (LO) performance through shape and coating systems. The F-35 canopy is a significant advancement in size, shape and dimensional tolerances compared to legacy transparencies. The F-35 requires a transparency that will simultaneously satisfy demanding optical requirements, withstand severe bird impact events, and provide acceptable low observable performance. These design drivers result in a large, single-piece stretched acrylic canopy with an integral laminated windshield section and external coatings. The F-35 canopy is one of the largest thermoformed transparencies in the industry and requires a demanding, high temperature process to meet optics and thickness tolerances. The objective of this project was to develop an automated method of controlling and monitoring the thermoforming process to: (1) reduce manual intervention, (2) cut thermoforming cycle time by as much as 30%, (3) reduce overall costs by 5-10%, and (4) improve the optical quality of the canopies after forming and increase capacity of existing tools and facilities. Achieving this will result in significant cost savings to the F-35 project over the aircraft life-cycle. Total savings accrue from recurring canopy procurement based on canopy lifetime, non-recurring PNR tooling costs, and 30-50% reduction in the forming and clean-up manufacturing cycle-times. These improvements are significant, especially as manufacturing capacity has been a concern on legacy canopy and windshield programs in the past. If the transparency and associated systems (frame, severance systems, and finishes) achieve a design life of 2,000 flight hours or five years of service, this project will yield a reduction in recurring production costs with a savings to the government of $76M over the life of the aircraft, for a return on investment (ROI) of 58. If the canopy lifetime is three years, then as many as 24,000 canopies would be required over a 30 year aircraft service life. This would provide a $125M savings to the program, for a ROI of 96. December 2010 to August 2013 (CMTC) January 2012 to January 2013 (imast) Composites Processing and CMTC and imast Mr. Jonathan Osborn (864) Jonathan.osborn@scra.org $1,377,000 (CMTC) $53,000 (imast) The technology developed under this ManTech project is expected to be implemented at GKN where production canopies are currently being produced for the F-35. GKN ATS will implement the processes developed in this project to the existing F-35 thermoforming tools and equipment starting in the early LRIP 8 time frame in first quarter of 2015 Note: This project is led by the Composites Manufacturing Technology Center (CMTC) with a portion of the work performed by the Institute for Manufacturing and Sustainment Technologies (imast) Project Book

4 Development of System-on-Chip RF Tuner Reduces Unit Recurring Flyaway Costs for JSF A2347 System-on-Chip RF Tuner Manufacturing March 2010 to September 2013 Electronics Processing and EMPF Mr. Michael D. Frederickson (610) x200 $3,917,000 In the continuous drive to improve Unit Recurring Flyaway (URF) costs on the F- 35 (JSF), technology advancements are being developed and incorporated into the redesign of existing modules. These changes may be driven by various circumstances such as Diminishing Manufacturing Source (DMS) events, additional required capability enhancements, or straight cost trades. The JSF Electronic Warfare (EW) system is currently faced with a DMS impacting the dual-channel RF tuner, a key component of its EW tuner and Digital RF Memory (DRFM) hardware suites. Furthermore, requirements of Blocks 4 & 5 require increased performance over the baseline EW tuner and DRFM suites. Redesign of the existing dual RF tuner for DMS replacement was projected to cost approximately $24M and would not provide the additional capability necessary to meet the increased Block 4/5 performance requirements. Development of a quadchannel RF tuner to replace the existing dual tuner would enable added Block 4/5 performance capability, while providing size, weight and cost savings. The concept of the replacement quad RF tuner is a System-on-a-Chip (SoC) technology based design driven by DMS and performance capability demand, with secondary benefits of size, weight, and cost savings. This Electronics Manufacturing Productivity Facility (EMPF) effort entailed material evaluation and downselect as well as the development of manufacturing processes to allow for low cost, repeatable manufacturing of SoC devices. The results of this project are also being shared with the DOD industry, enabling a wider use of the cost, power, and capability enhancements offered by SoC technology and to speed up the adoption of this new technology by other defense equipment producers to magnify the payback on this investment by eliminating costly duplication efforts in maturing processing of SoC-based hardware materials and processes. Redesign of the existing dual RF tuner for DMS replacement would cost approximately $24M with no additional performance capability. Development of a quad-channel SoC RF tuner module, to replace the currently fielded dual-channel tuner, yields added performance capability mandated to meet the more stringent Block4/5 performance enhancement requirements, while increasing the density and reducing the size, weight and cost of the EW tuner and DRFM suites. Total URF cost savings estimated at $410K per JSF shipset. Current JSF LRIP production quantity projections predict savings of $45M across 140 systems in LRIP 11, scheduled to begin CY2017, with additional savings anticipated for LRIP 12 and beyond. The results of this Navy ManTech project will be implemented as part of a hardware upgrade to the EW system for the JSF. BAE supplies the JSF EW suite to Lockheed Martin. The hardware upgrade is currently planned for cut-in during LRIP 11. Though the EW Suite for LRIP 11 has not been formally specified, it is expected that the use of the SoC-based RF tuner will play a critical role in the LRIP 11 hardware upgrade. The SoC-based RF tuner meets the product affordability and performance improvements specified by the JSF roadmap Project Book 81

5 Male Cure Tool and Pre-Cured Filler Reduces Cost of Fabricating F-35 Tight Radius Parts A2416 F-35 Tight Radius Integrated Composites Vehicle performance requirements for next generation combat aircraft results in a design that yields component parts with tighter radii requirements. Add tighter tolerance requirements and the result is increased fabrication complexity, tooling complexity, recurring manufacturing and quality requirements. The F-35 composite chine part family falls into this category. The chine radii, along the leading edge of the part, have proven very challenging to manufacture. This is compounded with the fact that the parts are very deep with acute angles making them even more difficult to manufacture. Each F-35 variant has a pair of chines and has been experiencing various inner mold line (IML) defects along the radii. These non-conformances result in additional material review (MR) activity from additional stress analysis, repair and occasionally a scrapped part. The solutions identified in this Composites Manufacturing Technology Center (CMTC) project to resolve the non-conformances were design for manufacturing (DFM) related and included orientation / ply sequence change, interleafing film adhesive between the plies, and pre-curing the filler. This project addressed these non-conformances through a cure process change, while some of the defects were addressed through a pre-cured filler design change. The robust, repeatable manufacturing approach to produce tight radius composites developed under this project will reduce cost, improve quality and cycle spans when implemented. The estimated savings to the JSF Program is $45.1M with a project ROI of 36%. The F-35 Program funded chine implementation package was prepared which included a summary of all changes, implementation costs, cost savings, return on investment, implementation schedule and associated risks. The implementation package has been approved internally, and was submitted through the F-35 Change Process (CIP) for approval. The CIP is a joint change board comprised of all relevant stakeholders who are designated and empowered to review and disposition all changes to the baseline, whether internally or externally controlled. November 2011 to July 2013 Composites Processing and CMTC Mr. Jonathan Osborn (864) Jonathan.osborn@scra.org $1,252,000 Some of the specific items included in the implementation package is as follows: (1) six chine part design changes; (2) stress analysis; (3) any substructure changes (if required); (4) design and fabrication of cure tools; (5) process specification changes/variations; (6) first article inspection; (7) production order / visual aid document changes; (8) and a destruct test article (one to represent the chine family of parts). The responsibility for these activities was spread throughout the specific disciplines of the Integrated Project Team (IPT). of the improved filler is targeted for LRIP6 starting 2013 and the cure approach with LRIP8 starting Project Book

6 Decision Support System to Aid Decision-Makers to Support JSF Production A2446 Simulation-based Decision Support System for JSF Production February 2011 to September 2013 imast Mr. Timothy D. Bair (814) $382,000 This Institute for Manufacturing and Sustainment Technologies (imast) project objective was to develop and implement a Simulation-Based Decision Support System (SBDSS) that automates the analysis and experimentation activities associated with full production of (JSF). As Lockheed Martin Aeronautics Company (LMAC) ramped-up production of the JSF, it became apparent that their existing Enterprise Production Model (EPM) did not afford them the ability to contend with timely experimentations of model-based contingency plans based on what if scenarios. SBDSS included time-phased optimization of capacity and stochastic variation, thus accounting for risk levels when proposing an optimal or near optimal production solution. This Institute for Manufacturing and Sustainment Technologies (imast) project s objective was to develop and implement a Simulation-Based Decision Support System (SBDSS) that automates the analysis and experimentation activities and to aid the analyst and other decision-makers. The long-term benefit of the SBDSS will be enhanced advanced planning techniques leading to a short-term benefit of reductions in the number and length of production delays. Two types of cost savings are expected to accrue from the use of the SBDSS: (1) decreased downtime (cost avoidance) and (2) decreased re-planning (cost savings). Full implementation of the SBDSS is expected to reduce lost days by approximately 50%. The cost avoidance due to workstation inefficiencies being decreased is projected to be $3.67M/year. Cost savings due to expedited rescheduling reviewing is projected to be $173K/year; resulting in a five-year net present value return on investment of over 18:1. The Simulation-Based Decision Support System has been developed and transitioned to LMAC. The system evaluated and tested at LMAC incorporated the search algorithm and the ability to plan station capacity over time to reflect a ramp-up capacity plan. The prototype SBDSS has been enhanced such that it can be executed by multiple users in a production environment to answer a variety of queries relating to production capacity by shop level supervision as well as production management. The final SBDSS was delivered in September 2013 and included the ability to perform detailed, multiple replication simulation analysis that enhanced the level of fidelity for the decision makers. Full implementation of technology is expected at the complete closeout of the project second quarter FY Project Book 83

7 V-Tip Affordability Improvements to Result in an Estimated Savings of Over $14M M2504 Vertical Tip ( V-Tip ) Affordability Improvements The F-35 vertical tip is a honeycomb bonded assembly that tapers to a narrow forward leading edge. The tight dimensional requirements of this assembly drive the sacrificial ply machining requirement on the closeout rib detail to control bond assembly fit. The shape of the rib and the sacrificial ply machining are the primary attributes that drive the non-conformance activity for the rib detail and the bonded assembly. This Composites Manufacturing Technology Center (CMTC) project demonstrated rib producibility-driven design changes that simplified the rib shape and reduced machining requirements. The focus of this project was to reduce costs and span times for fabricating F-35 vertical tip assemblies for the short take off vertical landing (STOVL) variant. Lessons learned will be applied to all variants. By demonstrating rib producibilitydriven design changes that simplify the rib shape and reduce machining requirements, approximately 2.5 tags per aircraft can be eliminated resulting in an estimated cost savings of $14.35M over the life of the Program. The total estimated project Return on Investment (ROI) is 28. The F-35 project vertical tip implementation package has been prepared and presented to the change board for approval. The implementation package includes a summary of all changes, implementation costs, cost savings, returns on investment, delta PNR (Production Non-Recurring), implementation schedule, and associated risks. V-Tip design and process recommendations are being implemented through a structured change board approach that addresses all the requirements to implement a change on the F-35 program. "V- Tip" producibility enhancements are slated for implementation in August 2012 to March 2013 Composite Processing and CMTC Mr. Jonathan Osborn (864) Jonathan.osborn@scra.org $421, Project Book

8 NDI Strategy Will Enable Inspection of EBDM Flight-Critical Titanium Components September 2012 to July 2014 Metals Processing and NMC Dr. Daniel L. Winterscheidt (814) $447,000 A2506 Non-Destructive Inspection for Electron-Beam Additive Manufacturing of Titanium Emerging additive manufacturing technologies such as Electron Beam Direct Manufacturing (EBDM) are considered vital to improving the affordability and to reducing industrial shortfalls inherent in traditional manufacturing technologies. Lockheed Martin Aeronautics Company - Advanced Development Programs (LM Aero-ADP) is considering the EBDM process for the fabrication of several F-35 (JSF) components. However, one of the major obstacles associated with introducing additive manufactured components into the F-35 supply stream is the development and acceptance of adequate non-destructive inspection (NDI) methodologies and standards needed to ensure the product meets quality and design requirements. In this Navy Metalworking Center (NMC) ManTech project, an Integrated Project Team (IPT) is evaluating the effectiveness of traditional and advanced NDI techniques, including computed tomography (CT) scanning, traditional radiography, standard hand-held ultrasonic, merged ultrasonic, and phased array ultrasonic inspection methods, to establish standardized NDI processes and procedures for production. The development of accepted NDI test methods and acceptance standards are required for EBDM technology to be approved for use in the fabrication of F-35 airframe components. The IPT expects NDI of EBDM components will cost more to perform than NDI of traditional wrought components, depending on the NDI method(s) down-selected in this project. Consequently, the development and implementation of approved NDI methodologies in this project will not directly result in cost savings. However, the significantly lower overall manufacturing cost of EBDM components more than offsets the likely higher NDI costs. Studies have shown that EBDM technology has the potential to reduce per-part manufacturing costs by 35 percent to 60 percent when compared to the costs to manufacture complex-shaped parts with traditional manufacturing approaches. The IPT is designing a Master Part that is representative of the part geometry being considered for F-35 applications. The IPT will develop and execute an NDI test plan to evaluate the Master Part in order to determine the capability for identifying all intentional defects in all geometric locations in the part. LM Aero- ADP will coordinate a round robin inspection of these components at two or more production-capable NDI suppliers. Each NDI supplier will be required to provide detailed inspection results to LM Aero-ADP such that a direct comparison of inspection results can be made. These recommendations will be reviewed and approved by the JSF Fracture Control Board. Upon approval, the recommended practices will be implemented by Sciaky (the EBDM vendor) and LM Aero on all designated EBDM components for the F-35 program. LM Aero - ADP has initially targeted five EBDM airframe components for implementation on the F-35 program, beginning in Project Book 85