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Finite Element Analysis on the

F-35 Lightning II Program
04 December 2007
David M. McSwiggen Robert J. Burt
Manager, F-35 Finite Element Analysis F-35 Chief Structures Engineer & Director
Structural Development and Integrity Structural Development and Integrity
© 2007 Lockheed Martin Corporation 1
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ABSTRACT

• Fifth generation fighter aircraft, such as the F-35 Lightning II

Joint Strike Fighter, have unique design challenges not found in
earlier generations of aircraft. Finite Element Analysis plays a
primary role in solving these design challenges, ensuring
structural integrity of the aircraft and certifying it ready for flight
in accordance with and support of a rigorous ASIP Master Plan.
Finite Element Analysis on the F-35 relies on lessons learned
from the development of legacy aircraft and breaks new ground
in the effects of temperature and removable panels on aircraft
internal load distributions. This presentation provides an
overview of Finite Element Analysis on the F-35 Lightning II
Joint Strike Fighter: the maturation of the Finite Element Models
to support the progressive phases of the F-35 Aircraft
Structural Integrity Program, the execution of consistent
solutions across company and team boundaries, and the
delivery of results to structural analysts around the world.

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The F-35 Lightning II Joint Strike Fighter

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F-35 Common Model Set Provides

a Common Baseline.

• The F-35 Air Vehicle Model set provides a baseline for

numerous disciplines:
– Strength and Service Life Analysis
– Aeroelasticity and External Loads
– Flutter and Dynamics
– Acoustic Fatigue
– Thermal Analysis

• Internal loads solution results form a common baseline for all

structural analysts across all teams and companies developing
the airframe on the F-35 program.
– Solved in Fort Worth, Texas and results distributed world-
wide.
– Provides a configuration-controlled common source for all
internal loads and loading/boundary conditions for follow-on
linear and non-linear medium/fine grid models and solutions.

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Internal Loads Data Storage And Delivery

• Storage & distribution of internal loads datasets

– Includes Finite Element Models, applied loads, and internal
load databases
– Configuration controlled on dedicated loads data server
– Accessed by structural analysts worldwide through encrypted
network
• Internal loads data released in Fort Worth is instantaneously
available to partners and suppliers

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F-35 ASIP and FEA

• The accuracy required of a Finite Element Model changes through the life cycle of the
aircraft:
– Highly detailed Finite Element Models can be extremely cost effective on mature, post-
development aircraft programs.
– For an aircraft in development, model accuracy must be commensurate with design
maturity.

• F-35 model fidelity and accuracy is iterated and improved upon as required to support the
progressive phases of the F-35 Aircraft Structural Integrity Program:
– Pillar 1 - Design Information & Development Planning
• Preliminary design and FEM development
• Initial structural analysis evaluation
– Pillar 2 - Design Analysis and Development Test
• Incorporation of detail design concepts into the Finite Element Model.
• Analysis of the design for formal Build-to-Package release
– Pillar 3 - Full Scale Testing
• Finite Element Model validation through correlation to ground test.
– Pillar 4 - Certification and Force Management Development
• Evaluation of the as-designed airframe for Strength Summary and Operating Restrictions
• Incorporation of information developed through flight and ground test.
– Pillar 5 - Force Management
• Future program activities

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F-35 Model Development,

Preliminary Design:
Phase 0 to Build-to-Package Internal Loads
(ASIP Pillars I & II)

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F-35 Configuration 240-1 FEMs

(Circa 2002 – 10 Months after Contract Award)

CTOL CV

CTOL STOVL CV
Nodes 35K 37K 38K
Elements 63K 64K 69K
STOVL
DOF 186K 198K 203K

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Preliminary FEM Development

• Starting Point of the FEM Process
– Air Vehicle Geometry Received as CATIA Datasets
• Outer Mold Line (OML) Surfaces
• 2-D Structural Configuration Layouts
• External Access Door/Panel Seam Geometry
– Additional Geometry Defined in Configuration Description
Document
• Control Surface and Door Hinge Lines
• Engine, Landing Gear Attachments, Etc.
– Design Details are Generally Immature or Non-existent

Configuration
Description
Document
OML Structural Unsized FEM
Surfaces Configuration
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Automated Structural Sizing System

(AS3)
• Used for Preliminary Sizing
• Iterative Process Uses Element Thickness and Area to
Converge on Minimum Weight, Fully Stressed Design
• Developed at LM Aero
• Integrated with MSC/NASTRAN, TMP/SLIM, and IDAT Tool
Suite (internally developed analysis tool set).
• Computes Finite Element Properties Required to Satisfy
User Specified Structural Analysis Criteria

AS3 Sizing External

AS3 Constraints Loads

Unsized FEM Preliminary

Sized FEM
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Automated Sizing Methodology

• Structural Constraints • Producibility Constraints

– DADT Stress Cutoffs (Metals) − Ply Drop-Off Rate Limit
− Min/Max Ply Percentages
– DADT Strain Cutoffs (Composites)
− Equivalent Properties Enforced by
– Flat and Curved Panel Buckling Element Set (P-Link)
• Skins, Floors, Webs − Element Minimum Gage
(Area/Thickness)
– Flat Panel, Non-Linear Pressure
− Element Minimum Stack Thickness
Analysis
− Smooth Adjoining Element
• Fuel Tanks, Cockpit, Inlet Duct Property Transitions

AS3 Sizing External

AS3
Constraints Loads

Unsized FEM Preliminary

Sized FEM
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Preliminary Sizing -> BTP Sizing

• After release of preliminary AS3 sized models and internal

loads, Aircraft sizing and configuration is analyzed and
iterated upon by…
– Strength and Life analysis,
– Flutter and Dynamics
– External Loads and Aeroelasticity

• To produce the configuration and sizing which become

the basis for “Build-to-Package” (BTP) Finite Element
Models and internal Loads

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Changes in Idealization from

Preliminary to BTP

• In addition to capturing layout and design changes developed during

the preliminary design phase, the BTP Finite Element Models also had
significant improvements in idealization:

– Modified Panel Effectivity Assumptions

• Narrowed overlapping assumptions to reduce conservatism and save
weight.

– Increased Mesh Density and mesh refinement

• Improved model accuracy and better positions the FEM for strain
gage correlation (lessons learned from legacy aircraft).

– Developed Air Vehicle Thermal Induced Internal Loads

• Provides consistency of analysis method for thermal induced loads
across the air vehicle.

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Increased Use of 2.5D Idealization

In Parts with Wide Flanges
STOVL Preliminary FEM STOVL BTP FEM
(2D Webs & 1D Flanges) (2D Webs & 2D Flanges)
Example: FS 556

Example: HT Hinge Spar

2.5D = Using 2D Elements to represent 3D objects

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Thermal Load Increment Solutions

• New for the BTP internal loads releases, thermal solutions were
developed for Air Vehicle.

• Based on the Finite Element Model used for the mechanical solutions
but with modifications:
– Composite skins/edges removed and re-attached with springs elements.
– Added temperature dependent material properties (Modulus, CTE)

• Selected Temperature Conditions:

– Distributed temperature profile flight conditions
– Cold soak constant temperatures
– Hot soak constant temperatures

• Internal Load results available as stand alone thermal conditions AND

thermal combined with mechanical loads.
– Ultimate Thermal+Mechanical uses 1.25 ultimate factor on thermal.
– Short Part correction factor may be adjusted to represent other factors
and/or short part corrections.

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Build-to-Package Internal Loads

(Circa 2005, 48 months after contract award)

High Fidelity Models Include:

STOVL BTP FEM: • 2.5D Mesh In Key Areas
• 162K Nodes
• Mesh Density Established To
• 221K Elements
• 21,329 Load
Facilitate Future Test Correlation
Combinations Examples:

Bulkhead
CTOL BTP FEM:
• 158K Nodes
• 213K Elements
• 14,555 Load
Combinations
HT Hinge Spar

• Complete Air Vehicle Structural

CV BTP FEM: Representations
• 175K Nodes • Moveable Control Surfaces and
• 240K Elements Major In-Flight Opening Doors
• 25363 Load • Overlapping Assumptions for
Combinations Removable Panel Effectivity
• Structural Sizing Provided By
Structural Analysts (not by
automated methods)
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F-35 Model Development,

As Released Design:
Strength Summary And Operating Restriction
and Pre-Test Prediction Internal Loads
(ASIP Pillars III & IV)

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As Released Design Finite Element Models

• After release of Build-to-Package Design datasets, the aircraft Finite

Element Models are updated to the “as released” configuration:
– All Airframe structural parts reviewed and updated as necessary.
– Vendor supplied stiffness and models updated (Landing Gears,
Propulsion Systems, Actuators, etc.)

• Aircraft Finite Element Models prepared for test correlation and

Strength Summary and Operating Restrictions.
– Flight Test configurations modeled and evaluated
– Ground Test configurations modeled and used for:
• Pre-test predictions
• Pre-test sensitivity studies to show effects of areas of significant
variability on strain predictions and facilitate error bound estimates
• Post-test correlation of test results to FEA predicted results.

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STOVL Air Frame Finite Element Model

• STOVL aircraft structure is solved in numerous
configurations based on parameters specified
for any given load condition:
– LEF Angle
– Flaperon Angle
– Rudder Angle
– Horizontal Tail Angle
– Weapon Bay Door Position (4 per ship)
– Lift Fan Inlet Door Position
– Lift Fan Exhaust Door Position (2 per ship)
– Auxiliary Inlet Door Position (2 per ship)
– Nozzle Door Position (2 per ship)
– Landing Gear Door Position (6 per ship)
– Landing Gears– Up/Down (3 per ship)
– Engines (1 per ship, 2 total) STOVL FEM:
– Weapon Carriage Adapters (8 per ship) • 180,000 Nodes
– Panel Effectivities (2 Levels) • 260,000 Elements
• 1,080,000 Degrees of Freedom
• Rotatable control surfaces and in-flight-opening • 26,194 Load Conditions
doors, can be solved at any angle through
coordinate system parameter inputs but are • 2300 configurations of control surface,
solved in ± 2.5° degree buckets to reduce the door and gear positions.
number of solutions.

• Removable panels analyzed with overlapping

assumptions validated through test.

Detailed STOVL Airframe Representation

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CTOL Air Frame Finite Element Model

• CTOL aircraft structure is solved in numerous
configurations based on parameters specified for
any given load condition:
– LEF Angle
– Flaperon Angle
– Rudder Angle
– Horizontal Tail Angle
– Weapon Bay Door Position (4 per ship)
– Landing Gear Door Position (6 per ship)
– Landing Gears– Up/Down (3 per ship)
– Engines (1 per ship, 2 total)
– Weapon Carriage Adapters (8 per ship)
– Panel Effectivities (2 Levels)
CTOL FEM:
• Rotatable control surfaces and in-flight-opening • 190,000 Nodes
doors, can be solved at any angle through
coordinate system parameter inputs but are solved • 270,000 Elements
in ± 2.5° degree buckets to reduce the number of • 1,140,000 Degrees of Freedom
solutions. • 14,845 Load Conditions
• 1500 configurations of control
• Removable panels analyzed with overlapping
assumptions validated through test. surface, door and gear
positions.

Detailed CTOL Airframe Representation

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CV Air Frame Finite Element Model

• CV aircraft structure is solved in numerous
configurations based on parameters specified for
any given load condition:
– I/O LEF Angle
– Flap Angle
– Aileron Angle
– Rudder Angle
– Horizontal Tail Angle
– Weapon Bay Door Position (4 per ship)
– Landing Gear Door Position (6 per ship)
– Landing Gears– Up/Down (3 per ship)
– Wing Fold – Up/Down (2 per ship)
– Engines (1 per ship, 2 total)
– Weapon Carriage Adapters (8 per ship) CV FEM:
– Panel Effectivities (2 Levels) • 210,000 Nodes
• 290,000 Elements
• Rotatable control surfaces and in-flight-opening • 1,260,000 Degrees of Freedom
doors, can be solved at any angle through • 25,363 Load Conditions
coordinate system parameter inputs but are solved
in ± 2.5° degree buckets to reduce the number of • 2000 configurations of control
solutions. surface, door and gear
positions.
• Removable panels analyzed with overlapping
assumptions validated through test.

Detailed CV Airframe Representation

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Detailed Propulsion Supplied FEA

2 Roll Posts (STOVL):
• 570K Nodes
• 300K Elements
• 3414K DOFs Full Matrix/320 DOFs Reduced

Engine plus Nozzle (F135/F136: All Variants):

• 330K Nodes
• 292K Elements
• 1980K DOFs Full Matrix / 168 DOFs Reduced
1 Lift Fan plus Drive Shaft (STOVL):
• 43K Nodes
• 47K Elements
• 256K DOFs Full Matrix / 114 DOFs Reduced

High Quality Stiffness Matrices for A/V Solutions

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Flight Test Configurations

• Special Flight Test configurations modeled

and evaluated to determine Flight Test
Operating Restrictions:
– Spin Chute
– Nose Boom
– Mass Distributions Due to
Instrumentation

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Ground Test Configurations

• Special Ground Test

configurations modeled and
evaluated to determine Test
Adequacy, Safety of the Test
Article, and Strain Gage
Predictions.
• All structure not installed for
ground test removed from the
simulation and ground test
loading hardware added.
• Loading attained through “Dummy” Test Hardware
discrete load points on dummy Landing Gear
Engine
hardware and fittings as well Vertical Tail (Port Side)
as distributed loads Horizontal Tails (Port and
Starboard)
representing load pads Pylons
Plugs for Inlet
Pressurization
Discrete Load Fittings

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F-35 Model Development:

Positioned for the Future
(ASIP Pillar V)

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Positioned for the Future

• At the conclusion of the F-35 System Development and

Demonstration program, the intent and ultimate goal of
the F-35 FEA effort is to have a highly representative
model of the F-35 airframe which has been validated by
measured ground and flight test data.
• A representative validated Finite Element Model provides
a necessary basis for any follow-on aircraft work.
• The current level of detail in the F-35 Finite Element
Models provide a highly representative structural
simulation which, once validated by test, will provide an
excellent framework for structural analysis activities
related to envelope expansion, manufacturing and ASIP
Pillar V.

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QUESTIONS?

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The Lightning Aircraft (U.S.)

• Specifications: (P-38L) • Specifications: (F-35A)

Span: 52’ (15.85 m) Span: 35’ (10.7 m)
Length: 37’ 10” (11.53 m) Length: 51.5’ (15.7 m)
Height: 12’ 10” (3.91 m) Height: 14.2’ (4.6 m)
Empty Weight: 12,000 lb (5,806 kg) Empty Weight: 25,600 lb (12,020 kg)
Max Speed: 414 mph Max Speed: ~1200 mph
Range: 2,600 miles Range: 1,200 nm

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