Lockheed Martin F 35 Lightning II, The Smartest Guy Around.

Introduction

It is an American Single Engine, Medium Capability Fifth Generation Fighter. There is a family of different aircrafts based on F 35. The F 35 is currently being introduced in service. F 35 is a single engine, single seat, stealth, multirole, fifth generation fighter aircraft. deployed for combat by the United States Air Force and various other Air Forces allied to US. It is an outcome of the erstwhile Joint Strike Fighter (JSF) Program initiated by the US to replace various aircrafts in service with US military. It is also thus the most costly Fifth Generation Fighter Program because it aims to satisfy multiple requirements in a single airframe. The JSF was intended to replace F 14 Tomcat, F 16 Falcon, F/A 18 Hornet, A-10 Thunderbolt and AV-8B Harrier aircrafts and all their variants.

F-35 JSF development is being principally funded by the United States with additional funding from partners. The partner nations are either NATO members or close U.S. allies. The United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and Turkey are part of the active development program; several additional countries have ordered, or are considering ordering, the F-35. All the partner nations have started receiving F 35 aircrafts.

To keep development, production, and operating costs down, a common design was planned in three variants that share 80 percent of their parts:

1 F 35A (CTOL) conventional take off and landing variant.

2 F 35B (STOVL) short-take off and vertical-landing variant.

3 F 35C catapult assisted takeoff but arrested landing ( CATOBAR ) carrier-based (CV) variant.

On 31 July 2015, the first squadron was declared ready for deployment after intensive testing by the United States.

The F 35 program heralds beginning of a new generation of smart aircrafts capable of accomplishing mulitiple tasks in minimum collateral damage. Unlike F 22 Raptor F 35 is an omnirole aircraft. It is all set to define many standards that would guide fighter aircraft programs in coming years. The F 35 shows a shift in comprehensive strategy of military. Earlier a high firepower capable strengthened airframe was used for dedicated strike role. But now strike aircrafts will have just enough firepower to accomplish a specific task with utmost perfection.

Pilots flying older generation aircraft used to be menatlly prepared that a battlefield is a highly uncertain enviornment where matters could turn up against us within a fraction of time any moment. But The smart fighter F 35 owing to it's avionics is always alert about all kinds of threat in nearby enviornment virtually eleminating surprises. The F 35 pilot would know very early and would be able to guess what would happen in next few moments, and thus pilot would be able to take a counteraction and would be having enough time to make a decision.

Program History

​Originally two different programs named Common Affordable Lightweight Fighter (CALF) and Joint Advanced Strike Technology (JAST) were started for US Marine Corps, US navy and US Air Force. The CALF was a DARPA ( Defence Advanced Research Projects Association) program to develop a STOVL strike fighter (SSF) for the United States Marine Corps and replacement for the F 16 Fighting Falcon. The United States Air Force passed over the F 16 Agile Falcon in the late 1980s, essentially an enlarged F-16, and continued to mull other designs. In 1992, the Marine Corps and Air Force agreed to jointly develop the Common Affordable Lightweight Fighter, also known as Advanced Short Takeoff and Vertical Landing (ASTOVL). CALF project was chosen after Paul Bevilaqua persuade the Air Force that his team's concept (if stripped of its lift system) had potential as a complement to the F-22 Raptor. Thus, in a sense the F-35B begat the F-35A, not the other way around.

The Joint Advanced Strike Technology (JAST) program was created in 1993, implementing one of the recommendations of a United States Department of Defence (DoD) "Bottom-Up Review to include the United States Navy in the Common Strike Fighter program." The JAST program office was established on 27 January 1994 to develop aircraft, weapons, and sensor technology with the aim of replacing several disparate US and UK aircraft with a single family of aircraft; the majority of those produced would replace F-16s. Merrill McPeak, former Chief of Staff of the United States Air Force, has complained that Les Aspin's decision to force all three services to use a single airframe greatly increased the costs and difficulty of the project.
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In November 1995, the United Kingdom signed a memorandum of understanding to become a formal partner, and agreed to pay $200 million, or 10% of the concept demonstration phase.

In 1997, Canada's Department of National Defence signed on to the Concept Demonstration phase with an investment of US$10 million. This investment allowed Canada to participate in the extensive and rigorous competitive process where Boeing and Lockheed Martin developed and competed their prototype aircraft.

Thus The JSF program was born. The JSF program started in 1993 and led to STOVL submissions to the DOD by Boeing, Northrop Grumman, McDonnell Douglas & Lockheed Martin

1) McDonnell Douglas proposed an aircraft powered by a reheated turbofan, with a remote gas-driven fan to augment lift in the STOVL mode. Later, General Electric did a ground demonstration of this engine configuration.

2) The Northrop Grumman aircraft featured an auxiliary lift engine augmenting the dry thrust from a reheated turbofan fitted with a pair of thrust-vectoring nozzles.

3) The Lockheed Martin aircraft concept used a reheated turbofan with thrust augmentation from a remote shaft-driven lift fan. This engine configuration was to lead eventually to the F 119-PW-600 which powers the F 35 B JSF production aircraft.

4) Boeing decided against thrust augmentation. They proposed an aircraft powered by a reheated turbofan that could be reconfigured (in the STOVL mode) into a direct lift engine with a pair of thrust-vectoring nozzles located near the aircraft centre-of-gravity. This led to the F119-PW-614S which powered the X32B JSF demonstrator.

Two contracts to develop prototypes were awarded on November 16, 1996, one each to Lockheed Martin and Boeing. Each firm would produce two aircraft to demonstrate conventional takeoff and landing (CTOL), carrier takeoff and landing (CV version), and short takeoff and vertical landing (STOVL). McDonnell Douglas' bid was rejected in part due to the complexity of its design. Lockheed Martin and Boeing were each given $750 million to develop their concept demonstrators.
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Also in 1996, the Ministry of Defence of UK launched the Future Carrier Borne Aircraft project. This program sought a replacement for the Sea Harrier (and later the Harrier Gr7); the Joint Strike Fighter was selected in January 2001.
 
The projected average annual cost of this program is $12.5 billion with an estimated program life-cycle cost of $1.1 trillion.

Boeing X 32 
​

The Boeing's entry in JSF competition designated as X 32 was a single engine, single seat, Vertical Landing capable, Technology Demonstrator aircraft. And mind it, it looks really ugly to me. The most weird looking one. But the production version was supposed to look much different and cool than the prototype. Boeing’s strategy for a competitive advantage was to offer substantially lower manufacturing and life-cycle costs by minimizing variations between the different JSF versions. The X-32 therefore was designed around a large one piece carbon fiber composite delta wing. The wing had a span of 9.15 meters, with a 55-degree leading edge sweep and could hold up to 20,000 pounds of fuel. The purpose of the high sweep angle was to allow for a thick wing section to be used while still providing limited transonic aerodynamic drag, and to provide a good angle for wing-installed conformal antenna equipment. The wing would prove a challenge to fabricate.

By comparison, the Lockheed entry looked like, if anything, a smaller version of the F-22 Raptor stealth fighter. The Boeing in-house nickname of the X-32 was the “Monica”. Yet another effect of the selection of the direct-lift system was the large chin-mounted air intake, akin to the Vought F-8 Crusader and LTV A-7 Corsair II. This was required to feed sufficient air to the main engine (to provide the thrust necessary to hover) during the zero horizontal velocity phase, when it could not exploit ram-air pressure. A knock on effect of this large intake, was the potential direct visibility of the compressor blades to radar (see radar cross-section). Mitigation possibilities included variable baffles designed to block incoming radio waves without adversely affecting airflow.

​Eight months after construction of X 32 tech demonstrator. The US navy refined the requirements for manoeuvrability and payload. The X 32A the first demo fell short and Boeing decided to make some changes.Engineers altered the aircraft’s design with a conventional canted twin tail (narrowly beating out a Pelikan tail) that reduced weight and improved agility, but it was too late to change the aircraft. It was judged that they would be sufficient to demonstrate Boeing’s technology.

The X-32B achieved STOVL flight in much the same way as the AV-8B HarrierII with thrust vectoring of the jet exhaust. A smooth Transition (between STOVL and Normal modes) was obtained by maintaining a constant engine match, facilitated by the control system algorithm maintaining a fixed total nozzle effective area. Thus the engine was unaware of various nozzles being opened up and closed off to complete the Transition. Basically the F119-PW-614S was a Direct Lift engine, whereas the Lockheed Martin STOVL team used a more complex and riskier alternative, known as the F119-PW611, which comprised a remote shaft-driven lift fan powered by the main engine. However, this generated more lift thrust than possible with only direct exhaust gases. A successful design would have greater payload, and thus longer range than a simple thrust vectored turbofan.

Lockheed Martin X 35

​The entry of Lockheed Martin designated X 35 looked much like a single engine version of F 22 Raptor which was selected winner in ATF competition but had a much complex mechanism for achieving vertical lift. The design was relatively less safe than X 32 but was capable of producing superior thrust. Elements of the X-35 design were pioneered by the F-22 Raptor. In June 1994, Lockheed revealed that it had entered into a collaborative relationship with Yakovlev on their bid for the Joint Advanced Strike Technology competition, consisting of the purchase of design data from the Russian company; according to Jane’s All the World’s Aircraft 2000–2001 this was data from the cancelled Yak-141 program which employed a similar propulsion system. While developing Yak-141 the Russian Company Yakolev faced financial problems and received funding from Lockheed Martin to complete the project.

[ yakolev Yak 141 STOVL concept]

X 35 Demonstrator

The X-35B which was converted from X 35A was powered by the F119-PW-611 which used an innovative shaft-driven lift fan, patented by Lockheed Martin employee Paul Bevilaqua, and developed by RollsRoyce. In normal wing-borne flight, the F119-PW611 was configured as a normal reheated turbofan. Somewhat like a turboprop embedded into the fuselage, engine shaft power was diverted forward via a clutch-and-bevel gearbox to a vertically mounted, contra-rotating lift fan located forward of the main engine in the center of the aircraft. Bypass air from the cruise engine turbofan exhausted through a pair of roll-post nozzles in the wings on either side of the fuselage, while the thrust from the lift fan balanced the thrust of the core stream exhausting through vectored cruise nozzle at the tail.

​The X-35B powerplant effectively acted as a flow multiplier, much as a turbofan achieves efficiencies by moving unburned air at a lower velocity, and getting the same effect as the Harrier’s huge, but supersonically impractical main fan. Like lift engines, this added machinery was dead weight during flight, but the increased lift thrust enhanced take-off payload by evenmore. The cool fan also reduced the harmful effects of hot, high-velocity air which could harm runway pavement or an aircraft carrier deck.

The X 35B took off in just 150m. It achieved supersonic flight and was relatively more stealth. It also achieved Vertical Landing safely. Three separate production variants were planned having 80% commonality between them. The X 35C which had larger wings represented the the production version of the carrier variant which would replace the legacy F/A 18 A/B Hornet aircraft.

[ X35 B & X35 C flying in formation ]

Design

​The basic idea for F 35 was concieved from the Yakolev Yak 141 as it was a successful STOVL aircraft. If you see the top view of F 35 and Yak 141 the aft body looks very similar. The horizontal stabilisers of both are very strikingly similar. To keep the aircraft stealth the bow ( front) part of the body was designed taking inspirations from F 22 Raptor. In fact Lockheed Martin intended to offer a small single engine version of F 22 to the USAF. The exhaust duct design was inspired by the General Dynamics Model 200 design, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.
 
Lockheed Martin states the F35 is intended to have close-and long-range air-to-air capability second only to that of the F-22 Raptor. Lockheed Martin has said that the F-35 has the advantage over the F-22 in basing flexibility and “advanced sensors and information fusion”. Lockheed Martin has suggested that the F-35 could replace the USAF’s F-15C/D fighters in the air superiority role and the F-15E Strike Eagle in the ground attack role.

Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide (BMI) and composite epoxy material. The F-35 will be the first mass produced aircraft to include structural nanocomposites, namely carbon nanotube reinforced epoxy. Experience of the F-22’s problems with corrosion led to the F35 using a gap filler that causes less galvanic corrosion to the airframe’s skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B’s requirement to fit inside the Navy’s current amphibious assault ship parking area and elevators; the F-35C’s longer wing is considered to be more fuel efficient. A United States Navy study found that the F-35 will cost 30 to 40 percent more to maintain than current jet fighters.
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The F-35 has a maximum speed of over Mach 1.6. With a maximum takeoff weight of 60,000 lb (27,000 kg), the Lightning II is considerably heavier than the lightweight fighters it replaces.

[ F 35 C preparing to take off from a steam catapult assisted launch system ]

Improvements over a Fourth Generation Aircraft

• Elimination of need of Pilot's head up display.
• Better identification of friendly and enemy aircraft during high intensity close range combat.
• 360° Spherical View with the help of Distributed Aperture System. Same view in day or night.
• Electro-hydrostatic actuators run by a power-bywire flight-control system.
• A modern and updated flight simulator, which may be used for a greater fraction of pilot training in order to reduce the costly flight hours of the actual aircraft.
• Lightweight, powerful Lithium-ion batteries potentially prone to thermal runaway, similar to those that have grounded the Boeing 787 Dreamliner fleet. These are required to provide power to run the control surfaces in an emergency, and have been strenuously tested.
• Integrated avionics and sensor fusion that combine information from off-and on-board sensors to increase the pilot’s situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes.
• Durable stealth coatings requiring less maintenance than legacy stealth platforms like F 117, U 2 and B 2.

​A large number of people argue that F 35 being able to carry less number of weapons internally won't be able to match the fire power capability of those aircraft that it is going to replace in US military. (Noobs sometimes even say A 10 was better) But actually F 35's total payload capability in non-stealth configuration is 8000 kgs which is equal to Sukhoi Su 30 SM a heavy fighter and fairly better than F 16 varaints. The F 35's stealth capability is only for missions inside contested airspace guarded by long range Surface to Air Missiles. For missions in a less contested or uncontested / unchallenged airspace F 35 would work in non stealth configuration and would deliver greater fire than the aircrafts it is replacing.

Engines

The Pratt & Whitney F 135 engine derived from F 119 is the power source of F 35. It was not designed to supercruise but can make F 35A and F 35C fly at Mach 1.2 for around 120 kms. The top achievable speed is Mach 1.6. The testings of F 35 has demonstrated Maximum thrust of 220 kN making it the most powerful jet engine ever installed on any fighter aircraft. But for safety reason the maximum thrust is restricted to 190 KN. For F 35B STOVL aircraft their is a shaft driven lift fan at the frontal part of the fuselage. It is called as Rolls Royce Lift system. The Lift System is composed of a lift fan, drive shaft, two roll The Pratt & Whitney F135 engine with Rolls-Royce LiftSystem, including roll posts, and rear vectoring nozzle for the F-35B, at the 2007 Paris Air Show posts and a “Three Bearing Swivel Module” (3BSM). The 3BSM is a thrust vectoring nozzle which allows the main engine exhaust to be deflected downward at the tail of the aircraft. The lift fan is near the front of the aircraft and provides a counterbalancing thrust using two counter-rotating blisks. It is powered by the engine’s low-pressure (LP) turbine via a drive shaft and gearbox. Roll control during slow flight is achieved by diverting unheated engine bypass air through wing-mounted thrust nozzles called Roll Posts.

The origins of the F135 lie with the Lockheed Corporation Skunk Works's efforts to develop a stealthy STOVL strike fighter for the U.S. Marine Corps under a 1986 DARPA program. Lockheed employee Paul Bevilaqua developed and patented a concept aircraft and propulsion system, and then turned to Pratt & Whitney (P&W) to build a demonstrator engine. The demonstrator used the first stage fan from a F119 engine for the lift fan, the engine fan and core from the F100-220 for the core, and the larger low-pressure turbine from the F100-229 for the low-pressure turbine of the demonstrator engine. The larger turbine was used to provide the additional power required to operate the lift fan. Finally, a variable thrust deflecting nozzle was added to complete the “F100-229 plus" demonstrator engine. This engine proved the lift fan concept and led to the development of the current F135 engine.

The lift for the STOVL version in the hover is obtained from a 2-stage lift fan (about 46% in front of the engine, a vectoring exhaust nozzle (about 46%) and a nozzle in each wing using fan air from the bypass duct(about 8%). In this configuration most of the bypass flow is ducted to the wing nozzles, known as roll posts. Some is used for cooling the rear exhaust nozzle, known as the 3-bearing swivel duct nozzle (3BSD). At the same time an auxiliary inlet is opened on top of the aircraft to provide additional air to the engine with low distortion during the hover. The lift fan is driven from the LP turbine through a shaft extension on the front of the LP rotor and a clutch. The engine is operating as a separate flow turbofan with a higher bypass ratio. The power to drive the fan (about 30,000 SHP ) is obtained from the LP turbine by increasing the hot nozzle area. A higher bypass ratio increases the thrust for the same engine power as a fundamental consequence of transferring power from as mall diameter propelling jet to a larger diameter one. The thrust augmentation for the F-135 in the hover using its higher bypass ratio is about 50% with no increase in fuel flow. Thrust augmentation in horizontal flight using the afterburner is about 52%  but with a large increase in fuel flow. The transfer of approximately 1/3 of the power available for hot nozzle thrust to the lift fan reduces the temperature and velocity of the rear lift jet impinging on the ground.

A  Separate Alternative F 136 engine was also designed by General Electric and Rolls Royce which was also not capable of supercruise but was believed to be capable of producing more than 191 KN of maximum thrust. The General Electric/Rolls-Royce F136, was being developed until it was cancelled by its manufacturers in December 2011 for lack of funding from the Pentagon. I am avoiding any specific details of F 136 for the same reason. F136 funding came at the expense of other program elements, impacting on unit costs. The F136 team stated their engine had a greater temperature margin, potentially critical for VTOL operations in hot, high altitude conditions. The F135 team is made up of Pratt & Whitney, RollsRoyce and Hamilton Sundstrand. Pratt & Whitney is the prime contractor for the main engine, and systems into The F135-PW-600 engine with lift fan, roll posts, and rear vectoring nozzle, as designed for the F-35B V/STOL variant, at the Paris Air Show, 2007 . Rolls-Royce is responsible for the vertical lift system for the STOVL aircraft. Hamilton Sundstrand is responsible for the electronic engine control system, actuation system, PMAG, gearbox, and health monitoring systems. Woodward, Inc. is responsible for the fuel system.

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Description of Propulsion

Avionics

1 Northrop Grumman Electronic Systems AN/APG81 AESA radar.

This is the primary sensor of F 35. The radar is designed to enable F-35 pilots to effectively engage air and ground targets at long range, while also providing outstanding situational awareness for enhanced survivability.

The AN/APG-81 is a successor radar to the F-22's AN/APG-77. Over three thousand AN/APG-81 AESA radars are expected to be ordered for the F-35, with production to run beyond 2035, and including large quantities of international orders. As of October 2013, over one hundred APG-81s have already been produced and delivered. The first three blocks of radar software have been developed, flight tested, and delivered ahead of schedule by the Northrop Grumman Corporation.
 
Capabilities of the AN/APG-81 include the AN/APG-77's air-to-air modes, plus advanced air-to-ground modes, including high resolution mapping, multiple ground moving target indication and track, combat identification, electronic warfare, and ultra high bandwidth communications. The current F-22 production radar is the APG-77v1, which draws heavily on APG-81 hardware and software for its advanced air-to-ground capabilities.
 
The APG 81 has 1676 T/R modules. Usage of GaAs modules make it even more advanced. Their isn't an official word on range. But speculated to be 150 km for target RCS of 1 m² and 400 km for target RCS 3 m². The F 35 would face challenges from adversary stealth aircraft in future and hence it's radar must have a fair detection range against VLO ( very low observable ) aircraft. Whose RCS is below 0.01 m². A chart is give below showing range vs target RCS data about AN / APG 81 here one can clearly see that detection range is just 30 km.
 
The data has been taken from an analysis done by ausairpower. To visit the analysis click on the link below.

analysis

2 Lockheed Martin AAQ-40 E/O Targeting System (EOTS)

It offers short-wave infrared, high-definition television, infrared marker, and superior image detector resolution capabilities.

The Electro-Optical Targeting System (EOTS) for the F-35 Lightning II is an affordable, high-performance, lightweight, multi-function system that provides precision air-to-air and air-to-surface targeting capability. The low-drag, stealthy EOTS is integrated into the F-35 Lightning II's fuselage with a durable sapphire window and is linked to the aircraft's integrated central computer through a high-speed fiber-optic interface.
As the first sensor to combine forward-looking infrared and infrared search and track functionality, EOTS enhances F-35 pilots’ situational awareness and allows aircrews to identify areas of interest, perform reconnaissance and precisely deliver laser and GPS-guided weapons. Lockheed Martin has delivered more than 170 systems for the F-35 Lightning II.

Advanced EOTS, an evolutionary electro-optical targeting system, is available for the F-35’s Block 4 development. Designed to replace EOTS, Advanced EOTS incorporates a wide range of enhancements and upgrades, including short-wave infrared, high-definition television, an infrared marker and improved image detector resolution. These enhancements increase F-35 pilots’ recognition and detection ranges, enabling greater overall targeting performance

3 Northrop Grumman Electronic Systems AN/AAQ37 Distributed Aperture System (DAS) missile warning system.
Six passive infrared sensors are distributed over the aircraft as part of Northrop Grumman's electro-optical AN/AAQ-37 Distributed Aperture System (DAS), which acts as a missile warning system, reports missile launch locations, detects and tracks approaching aircraft spherically around the F-35, and replaces traditional night vision devices. All DAS functions are performed simultaneously, in every direction, at all times. The electronic warfare systems are designed by BAE Systems and include Northrop Grumman components. The DAS imagery for both day and night are very similar and provides pilot the ability to see through the floor of aircraft to see what is happening just below the aircraft. So even in a combat F 35 pilot overshoots the target area he/she can see down and lock on the enemy on ground. Simultaneous detection of ground and aerial targets and engagement is achieved. It works as a warning systems detecting nearby aerial threats.

It can reportedly see an aircraft as hot as F 15 at a range more than 400 kms. Even if an adversary aircraft is optimised for low RCS it cannot hide from DAS. In tests DAS has detected missile launches 1900 km away ( claimed in wikipedia article ). The Russian Sukhoi PAK-FA's current prototypes does not show any signs of optimisation of reduced heat signature risking it's ability to keep itself stealthy from F 35. The engines of Chinese stealth fighters J 20 and J 31 ( WS 15 and WS 13 ) are derivatives of engines made for fourth generation aircraft. They have superior thrust but aren't optimised for reduced heat signature. It keeps them an inferior quality combat aircraft no matter what electronics they apply ( or hack from Northrop's computers ). Their is no way anyone can prevent detection from DAS. The fourth generation aircrafts rarely stand any chance in front of F 35 unless they have anything that can prevent an F 35's missile hitting them mid air ( like jammers and DIRCM). Otherwise F 35 owing to a combined strength of DAS , EOTS and APG-81 can perform first view , first shoot , first kill.

4 BAE Systems AN/ASQ-239 (Barracuda) electronic warfare system.
The AN/ASQ-239 (Barracuda) system is an improved version of the F-22’s AN/ALR-94 electronic warfare suite, providing sensor fusion of Radio frequency and Infrared tracking functions, advanced radar warning receiver including geolocation targeting of threats, multispectral image countermeasures for self-defense against missiles, situational awareness and electronic surveillance, employing 10 radio frequency antennae embedded into the edges of the wing and tail.

​The ASQ-239 system provides fully integrated radar warning, targeting support, and self-protection, to detect and defeat surface and airborne threats.

While F-35 is capable of stand-off jamming for other aircraft providing 10 times the effective radiated power of any legacy fighter F-35s can also operate in closer proximity to the threat (‘stand-in’) to provide jamming power many multiples that of any legacy fighter.

Advanced electronic warfare capabilities enable the F-35 to locate and track enemy forces, jam radio frequencies and disrupt attacks with unparalleled precision. All three variants of the F-35 carry active, electronically scanned array (AESA) radars with sophisticated electronic attack capabilities, including false targets, network attack, advanced jamming and algorithm-packed data streams. This system allows the F-35 to reach well-defended targets and suppress enemy radars that threaten the F-35.

The system provides the pilot with maximum situational awareness, helping to identify, monitor, analyze, and respond to potential threats. Advanced avionics and sensors provide a real-time, 360-degree view of the battlespace, helping to maximize detection ranges and provide the pilot with options to evade, engage, counter or jam threats. Always active, AN/ASQ-239 provides all-aspect, broadband protection, allowing the F-35 to reach well-defended targets and suppress enemy radars. The system stands alone in its ability to operate in signal-dense environments, providing the aircraft with radio-frequency and infrared countermeasures, and rapid response capabilities

6 Northrop Grumman AN/ASQ-242 CNI system.
 
The CNI system is a critical part of the F-35 mission systems suite, and we're proud of the excellent performance of the AN/ASQ-242 in flight tests and ongoing pilot and maintainer training activities," said Mike Twyman, vice president and general manager of the Defense Systems division of Northrop Grumman Information Systems. "This milestone underscores our commitment to advanced design, quality manufacturing, affordability and supportability.
 
"By incorporating lessons learned from previous programs and early F-35 low-rate production lots, we're delivering highly robust and reliable CNI systems that demonstrate extensive fifth-generation fighter capabilities. The Northrop Grumman team is focused on continuous improvement, lot to lot, for schedule, quality and cost as we prepare for high-rate F-35 production," said Twyman.
 
Northrop Grumman's integrated CNI system provides F-35 pilots with the capability of more than 27 avionics functions. By using its industry-leading software-defined radio technology, Northrop Grumman's design allows the simultaneous operation of multiple critical functions while greatly reducing size, weight and power demands on the advanced fighter. These capabilities include Identification Friend or Foe, precision navigation, and various voice and data communications, including the Multifunction Advanced Data Link, which was approved by the U.S. Department of Defense Joint Requirements Oversight Council for use on all low-observable platforms.

​As a principal member of the Lockheed Martin-led F-35 industry team, Northrop Grumman performs a significant share of the work required to develop and produce the aircraft. In addition to developing and producing the AN/ASQ-242 CNI system, Northrop Grumman produces the center fuselage; designed and produces the aircraft's radar and electro-optical subsystem; develops mission systems and mission planning software; leads the team's development of pilot and maintenance training system courseware; and manages the team's use, support and maintenance of low-observable technologies.
 
The F-35 Lightning II is a 5th Generation fighter, combining advanced stealth with fighter speed and agility, fully fused sensor information, network-enabled operations and advanced sustainment. Lockheed Martin is developing the F-35 with its principal industrial partners, Northrop Grumman and BAE Systems, headquartered in the U.K. The U.S. Marine Corps plans to declare Initial Operational Capability with the STOVL in 2015.

Above video shows all sensors of F 35 !

Cockpit

​The F-35 features a full-panel-width glass cockpit touch screen “panoramic cockpit display” (PCD), with dimensions of 20 by 8 inches (50 by 20 centimeters). A cockpit speech-recognition system (DVI) provided by Adacel has been adopted on the F-35 and the aircraft will be the first operational U.S. fixedwing aircraft to employ this DVI system, although similar systems have been used on the AV-8B Harrier II and trialled in previous aircraft, such as the F-16 VISTA. A helmet-mounted display system (HMDS) will be fitted to all models of the F-35. 

While some fighters have offered HMDS along with a head up display(HUD), this will be the first time in several decades that a front line fighter has been designed without a HUD.

​The F35 is equipped with a right-hand HOTAS side stick controller. The Martin-Baker US16E ejection seat is used in all F-35 variants. The US16E seat design balances major performance requirements, including safe-terrain clearance limits, pilot-load limits, and pilot size; it uses a twin-catapult system housed in side rails. This industry standard ejection seat can cause the heavier than usual helmet to inflict serious injury on lightweight pilots. The F-35 employs an oxygen system derived from the F-22’s own system, which has been involved in multiple hypoxia incidents on that aircraft; unlike the F-22, the flight profile of the F-35 is similar to other fighters that routinely use such systems.

[ the cockpit does not have an HUD ]

​The F-35 does not need to be physically pointing at its target for weapons to be successful. Sensors can track and target a nearby aircraft from any orientation, provide the information to the pilot through their helmet (and therefore visible no matter which way the pilot is looking), and provide the seeker-head of a missile with sufficient information.

​Each helmet costs $400,000.

[ this is how the " see through " capability of F 35 works.

watch video F 35 HMD, you aint gotta miss this !

Stealth

The F-35 was designed for very low-observable characteristics. Besides radar stealth measures, the F-35 incorporates infrared signature and visual signature reduction measures also. The small bumps just forward of the engine air intakes form part of the diverterless supersonic inlet (DSI) which is a simpler, lighter means to ensure high-quality airflow to the engine over a wide range of conditions. These inlets also crucially improve the aircraft’s very-low-observable characteristics (by eliminating radar reflections between the diverter and the aircraft’s skin). Additionally, the “bump” surface reduces the engine’s exposure to radar, significantly reducing a strong source of radar reflection because they provide an additional shielding of engine fans against radar waves. The Y-duct type air intake ramps also help in reducing radar cross-section (RCS), because the intakes run parallel and not directly into the engine fans. F-35A front profile in flight. The doors are opened to expose the aerial refueling inlet valve. The F-35’s radar-absorbent materials are designed to be more durable and less maintenance-intensive than those of its predecessors. 

To know it in detail about how aircrafts are designed stealthy , click on the button below.

Secrets of Stealth

​At optimal frequencies, the F-35 compares favorably to the F-22 in stealth, according to General Mike Hostage, Commander of the Air Combat Command. Like other stealth fighters, however, the F-35 is more susceptible to detection by lowfrequency radars because of the Rayleigh scattering resulting from the aircraft’s physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Although fighter-sized stealth aircraft could be detected by low-frequency radar, missile lock and targeting sensors primarily operate in the X-band, which F-35 RCS reduction is made for, so they cannot engage unless at close range. Because the aircraft’s shape is important to the RCS,special care mustbe taken to match the "boilerplate" during production. Ground crews require Repair Verification Radar (RVR) test sets to verify the RCS after performing repairs, which is not a concern for non-stealth aircraft.

​The nozzle of F 35's engine the F135 is designed for a fifth generation jet fighter, it is the second afterburning jet engine to use special “low-observable coatings”. It is still not optimised for low RCS the way F 22's F 119 engine was. The F 22's F 119 engies have nozzles optimised for low heat exhausts. The F 22 can supercruise at Mach 1.8 without firing it's afterburners thus can fairly remain cool enough not be detected by the IRST devices. But F 35's engines can be detected by both enemy radars and IRST devices.

Upgrades

​Lockheed Martin’s development roadmap extends until 2021, including a Block 6 engine improvement in 2019. Theaircraft are expected to be upgraded throughout their operational lives. 

In September 2013, Northrop Grumman revealed the development of a company-funded Directional Infrared Counter Measures system in anticipation of a requirement to protect the F-35 from heat-seeking missiles. 

A laser jammer is expected to be part of the F-35 Block 5 upgrade; it must meet low-observability (LO) requirements and fit in the F-35’s restricted space. Called the Threat Nullification Defensive Resource (ThNDR), it is to have a small, powerful laser, beam steering and LO window, use liquid cooling, and fit alongside the distributed aperture system (DAS) to provide spherical coverage with minimal changes; the DAS would provide missile warning and cue the jam head. 

Combat capabilities of the F-35 are made possible through software increments to advance technical abilities. Block 2A software enhanced simulated weapons, data link capabilities, and early fused sensor integration. Block 2Bsoftwareenables the F-35toprovidebasic close air support with certain JDAMs and the 500 lb GBU-12 Paveway II, as well as fire the AIM-120 AMRAAM. The Air Force is to declare the F-35 initially operational with Block 3i software. Full operational capability will come from Block 3F software; Block 3F enhances its ability to suppress enemy air defenses and enables the Lightning II to deploy the 500 lb JDAM, the GBU-53/B SDB II, and the AIM-9X Sidewinder. 

Block 4 software will increase the weapons envelope of the F-35 and is made to counter air defenses envisioned to be encountered past the 2040s. Block 4 upgrades will be broken into two increments; Block 4A in 2021 and Block 4B in 2023. This phase will also include usage of weaponry unique to British, Turkish, and other European countries who will operate Lightning II. Lockheed has offered the potential of “Higher Definition Video, longer range target detection and identification, Video Data Link, and Infrared (IR) Marker and Pointer” for the EOTS in future upgrades. The contract for follow-on modernization work (after Block 4) is expected to be awarded in late 2018, with a new block upgrade every two years thereafter as threats evolve. These will alternate hardware and software upgrades, with each refreshed once every four years.

Arguments and Counter Arguments on Performance Issues.

There were many performance issues related to F 35 program primarily because of the Complexity of the system. Many issues were just a normal thing that occor while development of any aircraft.
 
Former RAND author John Stillion has written of the F-35A’s air-to-air combat performance that it “can't turn, can't climb, can't run"; Lockheed Martin test pilot Jon Beesley has stated that in an air-to-air configuration the F-35 has almost as much thrust as weight and a f light control system that allows it to be fully maneuverable even at a 50-degree angle of attack. Consultant to Lockheed Martin LorenB. Thompson has said that the “electronic edge F-35 enjoys over every other tactical aircraft in the world may prove to be more important in future missions than maneuverability”.

​U.S. defense specialist Winslow T. Wheeler and aircraft designer Pierre Sprey said that, any air force would be better offmaintaining its fleets of F-16s and F/A-18s compared to buying into the F-35 program, because of it's fire safety issues and less weapon payload capability.
 
A senior U.S. defense official was quoted as saying that the F-35 will be “the most stealthy, sophisticated and lethal tactical fighter in the sky,” and added “Quite simply, the F-15 will be no match for the F-35.” After piloting the aircraft, RAF Squadron Leader Steve Long said that, over its existing aircraft, the F-35 will give “the RAF and Navy a quantum leap in airborne capability.”

[ an image showing a tactical situation , uploaded on Air Power Australia Website

​In a negative assessment of the Joint Strike Fighter, the think tank Air Power Australia declared that the Joint Strike Fighter is not designed to perform air superiority roles and also is not adapted to performing the long range penetration strike role filled by previous Australian aircraft like the General Dynamics F-111C. Critically, they also stated that the F-35’s “intended survivability and lethality are mismatched against the operational environment in which the aircraft is intended to be used.”
 
In June 2012, Australia’s Air Vice Marshal Osley responded to Air Power Australia’s criticisms by saying, “these are inconsistent with years of detailed analysis that has been undertaken by Defence, the JSF program office, Lockheed Martin, the U.S. services and the eight other partner nations. While aircraft developments, such as the Russian PAK-FA or the Chinese J20, as argued by Airpower Australia, show that threats we could potentially face are becoming increasingly sophisticated, there is nothing new regarding development of these aircraft to change Defence’s assessment.” He then said that he thinks that the Air Power Australia’s “analysis is basically flawed through incorrect assumptions and a lack of knowledge of the classified F-35 performance information.”

link to the assessment - ​http://www.ausairpower.net/APA-JSF-Analysis.html

[ another image on Air Power Australia]

In a report released in 2013 it was noted that performance degradation of the three variants; the sustained turn rates had been reduced to 4.6 g for the F-35A, 4.5 g for the F-35B, and 5.0 g for the F-35C. The acceleration performance of all three variants was also downgraded, with the F-35C taking 43 seconds longer than an F-16 to accelerate from Mach 0.8 to Mach 1.2; this was judged by several fighter pilots to be a lower performance level than expected from a fourth generation fighter.
 
On 30 August 2013, it was reported that the F-35B and F-35C models take several complex maneuvers in order to “accelerate” to their top speed of Mach 1.6, which consumed almost all of the onboard fuel. The F-35 program officeis reconsidering addition of previously removed safety equipment.

Maintenance problems were determined to be so severe that the F-35 is only able to fly twice a week. To address the issue of wing drop and buffet maneuvering, the required control law modifications will reduce the maneuverability of the F-35, “only exacerbating the plane’s performance problems in this area”. The F-35C’s wing drop problem is “worse than other variants”. Testing to investigate the impact of buffet and transonic roll-off (TRO or “wing drop”) on the helmet-mounted display and offensive and defensive maneuvering found that “buffet affected display symbology, and would have the greatest impact in scenarios where a pilot was maneuvering to defeat a missile shot.” Buffeting also degrades the gyroscopes in the inertial platforms which are essential for flight control, navigation, and weapons aiming.

Variants

​F 35 A
The conventional take-off (CTOL) variant. Primarily intended to replace F 16 Falcon variants and A 10 Thunderbolt in USAF. The F 35 A variant is the only variant having an internally mounted gun. It is the smallest and the lightest of all variants. The USAF alone have a requirement of 1763 units and this same variant be mass produced for all US allies across the world who are planning to get it.
 
F 35 B
It is the Short Take Offf Vertical Landing (STOVL) variant. It is similar in size but comprises lesser internal fuel capacity than A variant because of Vertical Lift System. It's G limits are also restricted to 7 Gs only. The maximum speed being Mach 1.6. The US marine corps would replace their AV-8B harrier and F/A 18 A/B/C/D variants in its inventory with this F 35 B variant. The USMC have a requirement of around 450 such units. The same configuration has been selected for the Super Carriers of Royal Navy. The royal navy plans to order a total of 48 F 35s to repalce Harrier GR9 and also Tornado GR4 in strike roles. Their were reports about nations like Australia and India being interested in these variants but no confirmation. The USMC have a unique job given to F 35. The job of providing air support to the vertical lift MV 22 Osprey aircraft while performing missions in contested airspace.
 
F 35 C
The Catapult Assited Take Off But Arreted Landing (CATOBAR) variant is the biggest F 35 variant and is even bigger than F/A 18 series aircrafts. Compared to the F-35A, the F-35C carrier variant features larger wings with foldable wingtip sections, larger wing and tail control surfaces for improved low-speed control, stronger landing gear for the stresses of carrier arrested landings, a twin-wheel nose gear, and a stronger tailhook for use with carrier arrestor cables. The larger wing area allows for decreased landing speed while increasing both range and payload. The United States Navy intends to buy 480 F-35Cs to replace the F/A-18A, B, C, and D Hornets and complement the Super Hornet fleet.
 
The U.S. Navy may use theF-35C as part of its UCLASS effort to operate a carrier-based unmanned aerial vehicle. Thoughit has been suggested that the UCLASS could carry air-to-air weapons, an unmanned aircraft lacks situational awareness and is more vulnerable to electronic countermeasures than manned aircraft, and autonomy for deploying lethal weapons is not under development. With the F-35C as the center of a network of naval systems, it could feed information to the UCLASS and order it to fire on a certain target. Large numbers of F-35Cs operating in contested environments can generate a clear picture of the battlespace, and share it with unmanned assets that can be directed to attack.
 

[ right to left F 35A, F 35B and F 35C ]

F 35 I
​
The Israeli variant of F 35 A which they call as Adir ( meaning : mighty ) is to be equipped with Israeli electronics. Th F 35 I mission computer will have plug-and-play feature to add Israeli avionics, weapons and also an external Jamming pod. The Israelis are of the opinion that F 35's stealth superiority will overcome in next 5 years but it will stay in service for about 30 years, hence they increased it's survivability. Israeli Air Force has a requirement of 75 F 35 I adirs.

​CF 35
​
The Canadian CF-35 is a proposed variant that would differ from the F-35A through the addition of a drogue parachute and may include an F-35B/C-style refueling probe. In 2012, it was revealed that the CF-35 would employ the same boom refueling system as the F-35A. One alternative proposal would have been the adoption of the F-35C for its probe refueling and lower landing speed; the Parliamentary Budget Officer’s report cited the F-35C’s limited performance and payload as being too high a price to pay.

​F 35 D
 
Early-stage design study for a possible upgrade of the F35A to be fielded by the 2035 target date of the Air Force Future Operating Concept.

[ image only for representation, not confirmed]

Armament

1. AIM 9x

The AIM-9 Sidewinder is a short-range air-to-air missile developed by the United States Navy in the 1950s. Entering service in 1956, variants and upgrades remain in active service with many air forces after six decades. The United States Air Force purchased the Sidewinder after the missile was developed by the United States Navy at China Lake, California. It is one of the most widely used missiles in the world: The AIM-9 is equipping most western-aligned air forces, as well as indirectly many nations which received the Soviet K-13 missile, a reverse-engineered copy of the AIM-9.



AIM 9X Missile in the side weapon bays
​The guidance and control unit (GCU) contains most of the electronics and mechanics that enable the missile to function. At the very front is the IR seeker head utilizing the rotating reticle, mirror, and five CdS cells or "pan and scan" staring array (AIM-9X), electric motor, and armature, all protruding into a glass dome. Directly behind this are the electronics that gather data, interpret signals, and generate the control signals that steer the missile. An umbilical on the side of the GCU attaches to the launcher, which detaches from the missile at launch. To cool the seeker head, a 5,000 psi (35 MPa) argon bottle (TMU-72/B or A/B) is carried internally in Air Force AIM-9L/M variants, while the Navy uses a rail-mounted nitrogen bottle.


The AIM-9X model contains a Stirling cryo-engine to cool the seeker elements. Two electric servos power the canards to steer the missile (except AIM-9X). At the back of the GCU is a gas grain generator or thermal battery (AIM-9X) to provide electrical power. The AIM-9X features high off-boresight capability; together with JHMCS (Joint Helmet-Mounted Cueing System), this missile is capable of locking on to a target that is in its field of regard said to be up to 90 degrees off boresight. The AIM-9X has several unique design features including built-in test to aid in maintenance and reliability, an electronic safe and arm device, an additional digital umbilical similar to the AMRAAM and jet vane control.

2. AIM 120 AMARAAM

​The AIM-120 Advanced Medium-Range Air-to-Air Missile, or AMRAAM (pronounced "am-ram"), is a modern beyond-visual-range air-to-air missile (BVRAAM) capable of all-weather day-and-night operations. Designed with 7-inch diameter instead of 8-inch diameter form-and-fit factors, and employing active transmit-receive radar guidance instead of semi-active receive-only radar guidance, it is a fire-and-forget upgrade to the previous generation Sparrow missiles. When an AMRAAM missile is being launched, NATO pilots use the brevity code Fox Three.
AMRAAM has an all-weather, beyond-visual-range (BVR) capability. It improves the aerial combat capabilities of US and allied aircraft to meet the threat of enemy air-to-air weapons as they existed in 1991. AMRAAM serves as a follow-on to the AIM-7 Sparrow missile series. The new missile is faster, smaller, and lighter, and has improved capabilities against low-altitude targets. It also incorporates a datalink to guide the missile to a point where its active radar turns on and makes terminal intercept of the target. An inertial reference unit and micro-computer system makes the missile less dependent upon the fire-control system of the aircraft.

​Once the missile closes in on the target, its active radar guides it to intercept. This feature, known as "fire-and-forget", frees the aircrew from the need to further provide guidance, enabling the aircrew to aim and fire several missiles simultaneously at multiple targets and perform evasive maneuvers while the missiles guide themselves to the targets. The missile also features the ability to "Home on Jamming," giving it the ability to switch over from active radar homing to passive homing – homing on jamming signals from the target aircraft. Software on board the missile allows it to detect if it is being jammed, and guide on its target using the proper guidance system.

The AIM 120 D AMRAAM missile would make F 35 an aircraft that does not need to be as maneuverable as its enemies. With AIM 120D the F 35 can shoot down a target 360 degrees around even at its back. The missile takes a U-Turn to hit the adversary aircraft just behind F 35. This has been explained in the DAS video above. 

3. AIM-132 Advanced Short Range Air to Air Missile ASRAAM

ASRAAM design and featuresThe ASRAAM air-to-air missile can outperform all existing short-range missiles in close-in combat missions. It features low-drag design concept incorporating body lift technology.
Image @janes.comThe tail-controlled missile measures 2.9m in length, 166mm in diameter and 88kg in weight. It is fitted with high-explosive blast fragmentation warhead with impact and laser proximity fuses. The missile is also equipped with seeker detector cooling and self contained cooling engine.


The missile can be deployed using lock before launch capability to engage targets in the forward hemisphere. It can be launched in ‘lock after launch’ mode to engage targets beyond the seeker acquisition range.
The missile gathers target positional data from aircraft sensors including radar or helmet mounted sight during close-in combat missions when target is located outside the off-boresight and visual limits of seeker. This capability ensures the aircraft’s crew to perform over-the-shoulder firing in ‘lock after launch’ mode.
Missile guidance and sensors
The ASRAAM weapon is guided by an advanced, accurate focal plane array Imaging Infra-Red (IIR) seeker developed by Raytheon. The passive homing guidance system provides the ability to significantly track, acquire and engage targets beyond visual range (BVR) under severe clutter and countermeasures environmental situations.
Imaging Infra-Red (IIR) seeker developed by RaytheonThe missile collects the target data using fibre optic gyro sensors and solid state accelerometers, stabilised in three axes. It can also gather target information from autonomous infrared search and track system.
Propulsion for the short range air-to-air missile
A low signature rocket motor is fitted to drive the ASRAAM short range missile. It provides superior acceleration and range throughout the flight. The motor also allows ASRAAM to quickly intercept any target and gives it a speed of about Mach 3.

​4. GBU 39 SMALL DIAMETER BOMB


Since stealth aircraft have a restricted size of weapon bays. It needs a bomb that has smaller cross section. Without compromising lethality. The solution is Small Diameter Bomb.

The GBU-39 Small Diameter Bomb (SDB) is a 250 lb (110 kg) precision-guided glide bomb that is intended to provide aircraft with the ability to carry a higher number of more accurate bombs. Most US Air Force aircraft will be able to carry (using the BRU-61/A rack) a pack of four SDBs in place of a single 2,000 lb (907 kg) bomb. The Small Diameter Bomb II (SDB-II) / GBU-53/B, adds a tri-mode seeker (radar, infrared homing, and semiactive laser guidance) to the INS and GPS guidance of the original SDB. The original SDB is equipped with a GPS-aided inertial navigation system to attack fixed/stationary targets such as fuel depots, bunkers, etc. The second variant (Raytheon's GBU-53 SDB II) will include a thermal seeker and radar with automatic target recognition features for striking mobile targets such as tanks, vehicles, and mobile command posts.

​The small size of the bomb allows a single strike aircraft to carry more of the munitions than is possible using currently available bomb units. The SDB carries approximately 38 lb (17 kg) of AFX-757 high explosive. It also has integrated "DiamondBack" type wings which deploy after release, increasing the glide time and therefore the maximum range. Its size and accuracy allow for an effective munition with less collateral damage. Warhead penetration is 3 feet (0.91 m) of steel reinforced concrete and the fuze has electronic safe and fire (ESAF) cockpit selectable functions, including air burst and delayed options.

​5. GBU 32 JOINT DIRECT ATTACK MUNITION 


The JDAM is an improvement over Laser Guided Bombs which are susceptible to failed targeting due to bad weather. It is a guidance kit that converts unguided bombs, or "dumb bombs", into all-weather "smart" munitions. JDAM-equipped bombs are guided by an integrated inertial guidance system coupled to a Global Positioning System (GPS) receiver, giving them a published range of up to 28 km. JDAM-equipped bombs range from 227 kg to 907 kg.


The term GBU Guided Bomb Unit is attached when JDAM kit is attached to a bomb. Their ate many GBUs , but the particular one used in F 22 is GBU 32. Its length is 303.5 cm. Weight is 460 kgs and wingspan of 49.8 cm.



JDAM is a guided air-to-surface weapon that uses either the 2,000-pound BLU-109/MK 84, the 1,000-pound BLU-110/MK 83 or the 500-pound BLU-111/MK 82 warhead as the payload. JDAM enables employment of accurate air-to-surface weapons against high priority fixed and relocatable targets from fighter and bomber aircraft. Guidance is facilitated through a tail control system and a GPS-aided INS. The navigation system is initialized by transfer alignment from the aircraft that provides position and velocity vectors from the aircraft systems.


Once released from the aircraft, the JDAM autonomously navigates to the designated target coordinates. Target coordinates can be loaded into the aircraft before takeoff, manually altered by the aircrew before weapon release, or automatically entered through target designation with onboard aircraft sensors. In its most accurate mode, the JDAM system will provide a weapon circular error probable of 5 meters or less during free flight when GPS data is available. If GPS data is denied, the JDAM will achieve a 30-meter CEP or less for free flight times up to 100 seconds with a GPS quality handoff from the aircraft. JDAM can be launched from very low to very high altitudes in a dive, toss or loft and in straight and level flight with an on-axis or off-axis delivery. JDAM enables multiple weapons to be directed against single or multiple targets on a single pass.

6 IRIS-T Missile

The IRIS-T (Infra Red Imaging System Tail/Thrust Vector-Controlled) is a German-led program to develop a short-range infrared homing air-to-air missile to replace the AIM-9 Sidewinder found in some NATO member countries. Any aircraft capable of firing the Sidewinder is also capable of launching the IRIS-T.

In comparison to the AIM-9L Sidewinder, the IRIS-T has higher ECM-resistance and flare suppression. Improvements in target discrimination not only allows for 5 to 8 times longer head-on firing range than the AIM-9L, it can also engage targets behind the launching aircraft, the latter made possible by the extreme close-in agility allowing turns of 60 g at a rate of 60°/s.
The Royal Norwegian Air Force (RNoAF) has tested a new air-to-surface capability developed by Diehl BGT Defence for the IRIS-T. A proof of concept test firing to acquire, track, and engage a target representing a small fast attack boat was conducted in Norway in September 2016, where the IRIS-T missile was launched from an RNoAF F-16AM multirole aircraft. For the air-to-surface role, the missile retains the same standard IRIS-T AAM hardware configuration, including the HE warhead and IIR guidance package, with only an updated software insertion required to deliver the additional ground attack capability. This basic air-to-ground capability provides the ability to acquire, track and engage individual ground targets like boats/ships, small buildings and vehicles. 

7. Joint Strike Missile JSM

The JSM weapon system is being developed by Kongsberg based on the proven Naval Strik​e Missile (NSM). The NSM is currently under series production for the Royal Norwegian Navy (RNoN) and the Polish Navy. The Joint Strike Missile incorporates advanced composite materials and employs low-signature / stealth technology, thus offering a low radar signature. It offers superior flexibility in target engagement planning. The missile system is equipped with air intakes, wings and tail fins. It has a length of 4m and a weight of 400kg. The front section of the JSM incorporates an imaging target seeker to discriminate between land and non-targets. The middle section is equipped with fuel tank and a 125kg HE fragmentation warhead.

​Propulsion for the Joint Strike Missile system is provided by a small jet engine fitted at the rear. The engine provides high manoeuvrability, enabling the missile to intercept a range of targets. The propulsion system ensures the missile to reach a maximum range of more than 150nmi.

8. AGM-158 JASSM
​
The JASSM is intended to arm the US Teen series fighters and F 35 -, the USN/USMC withdrew and opted for SLAM-ER on their F/A-18s. The JASSM was devised as a cheaper replacement for the cancelled Northrop AGM-137 Tri-Service Standoff Attack Missile (TSSAM). Uniquely, JASSM was designed from the outset for a lower than US$400k unit mass production cost, half or less the cost of a typical US$1M cruise missile or stand-off missile. Like the TSSAM, JASSM was designed for high performance stealth. An 500+ nautical mile range AGM-158B JASSM-Extended Range, powered by a turbofan, has been proposed as a replacement for the legacy AGM-86C/D Conventional Air Launched Cruise Missile (CALCM) carried by the B-52H. Other proposed evolutionary upgrades to the JASSM include submunition payloads and a specialised deep penetrating warhead, as well as a Synthetic Aperture Radar imaging all weather seeker. While the US Air Force intends to acquire 4,900 JASSMs, the missile has been bedevilled by political problems, mostly as a result of test failures.

9. SOM Air-to-Surface Cruise Missile, Turkey

Stand-Off Missile (SOM) is Turkey's first indigenous long-range, autonomous, high-precision air-to-surface cruise missile. It was designed and developed jointly by TUBITAK Defense Industries Research and Development Institute (TUBITAK SAGE) and Roketsan to defend ground- and sea-based targets.

The SOM cruise missile features a modular design, offers high-lethality and delivers enhanced operational flexibility. It has a low detectable capability and a longer range compared to surface-to-air missiles. It is compatible with the Nato UAI standard. The missile is capable of performing in-flight re-targeting as well as in-flight mission selection among pre-planned missions. Its rear section is fitted with control fins for providing lifting and improved manoeuvrability. Suspension lugs fitted to the missile provide mechanical interface between the missile and the launch aircraft. The weapon system also incorporates a power system, fuel tank, air inlet, wing deployment system, and a missile computer. The missile system weighs 600kg and is equipped with a 230kg blast fragmentation and dual stage tandem penetration warhead. It features selectable impact parameters.

SOM is equipped with an imaging infrared (IIR) seeker and an inertial measurement unit (IMU) for high-precision guidance. The IIR seeker incorporates a high-resolution imaging system and allows detection of predefined targets with long ranges, high-agility, and resistance to electronic countermeasures / clutter. The Stand-Off missile is powered by a turbojet engine and has a range of more than 180km. It is operable under all weather conditions, and also in hostile environments.

10. GAU-22/A gatling gun

The GAU-22/A is the latest application of the GAU-12/U, which is a four-barrel version designed for use on the F-35 Lightning II.The CTOL version of the aircraft will carry the gun internally, while the STOVL and CV versions use it as an external podded gun. The GAU-22/A's major difference is the use of four barrels, rather than the five barrels on the GAU-12/U. The GAU-22/A is lighter, has a reduced rate of fire of 3,300 rounds per minute and an improved accuracy of 1.4 milliradians as compared to the GAU-12. This system is undergoing intensive testing and qualification. The weapon is currently produced by General Dynamics Ordnance and Tactical Systems.

[ this gun is only for Air Force variant, The B & C variants of F 35 does not carry an internally mounted gun, but has a provision to carry a gun pod. Image of which is given below. 

General Characteristics

Crew : 1
Length: 50.5 ft (15.67 m)
Wingspan: 35 ft (10.7 m)
Height: 14.2 ft (4.33 m)
Wingarea: 460 ft² (42.7 m²)
Emptyweight: 29,098 lb (13,199 kg)
Loadedweight: 49,540 lb (22,470 kg)
Max. takeoff weight: 70,000 lb (31,800 kg)
Powerplant: 1 × Pratt & Whitney F135 afterburning turbofan
Drythrust: 28,000 lbf (125 kN)
Thrust with afterburner: 43,000lbf (191 kN)
Internal fuel capacity: 18,498 lb (8,382 KGS)

Performance-
Maximumspeed: Mach1.6+ (1,200 mph, 1,930 km/h) (tested to Mach 1.61)
Range: >1,200 nmi (2,220 km) on internal fuel
Combat radius: 625 nmi[656] (1,158 km)
interdiction mission on internal fuel, 760 nmi (1,407 km) for internal air to air configuration
Wingloading: 107.7 lb/ft² (526 kg/m²; 745 kg/m² max loaded)
Thrust/weight: • With full fuel: 0.87 • With 50% fuel: 1.07
Maximumg-load: 9 g

Armament-
Guns: 1 × General Dynamics 25 mm (0.984 in)
GAU-22/A 4-barrel Gatling gun, internally mounted with 180 rounds.
Hardpoints: 6 × external pylons on wings with a capacity of 15,000 lb (6,800 kg) and two internal bays with two pylons with a capacity of 3,000 (1,360 kg) for a total weapons pay load of 18,000 lb (8,100 kg) and provisions to carry combinations of
Missiles:
Air-to-air missiles:
1 AIM-120 AMRAAM
2 AIM-9XSidewinder
3 IRIS-T
4 MBDA Meteor (pending further funding)

Air-to-surface missiles:
1 AGM-88AARGM
2 AGM-158JASSM
3 Brimstone missile / MBDA SPEAR 2
4 SPEAR3
5 Joint air to ground Missile (JAGM)
6 SOM ( only Turkish F 35 )

Anti-ship missiles:
1 Joint Strike Missile (JSM) Missile
2 Long Range Anti-Ship Missile (LRASM)

Bombs:

1. Mark 84 or Mark 83 or Mark 82 GP bombs
2. Mk.20 Rockeye II cluster bomb
3. Wind Corrected Munitions Dispenser (WCMD) capable Paveway series laser-guided bombs
4. Small Diameter Bomb (SDB)
5. Joint Direct Attack Munition (JDAM) series
6. AGM-154 JSOW
7. B61 mod 12 nuclear bomb

Avionics-

1. Northrop Grumman Electronic Systems AN/APG81 AESAradar
2. Lockheed Martin AAQ-40 E/O Targeting System (EOTS)
3. Northrop Grumman Electronic Systems AN/AAQ37 Distributed Aperture System (DAS) missile warning system
4. BAESystems AN/ASQ-239 (Barracuda) electronic warfare system
5. Northrop Grumman AN/ASQ-242 CNI system which includes

1. Harris Corporation Multifunction Advanced Data Link (MADL) communication system
2. Link 16 data link
3. SINCGARS
4. An IFF Interrogator and transponder
5. HAVEQUICK
6. AM,VHF,UHFAM,and UHFFM Radio
7. GUARD survival radio
8. Aradar altimeter
9. An Instrument landing system
10. A TACAN system
11. Instrument carrier landing system
12. AJPALS
13. TADIL-J JVMF/VMF

Thanx For Reading !

Read about more Aircrafts of same generation

F 22 Raptor

Sukhoi PAK-FA

Shenyang J 31

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Images and Info Sources

official websites of Lockheed Martin and Northrop Grumman
Thai Military and Asian Region.
Wikipedia
​The Aviationist blog
missiletechnology.com