河蟹菌室: F35

先贴个06年的老贴子

原载于2006年第三期《Code One》

译者：无定河边骨

The New Front Office
新人机环境

A Whole New View For Joint Strike Fighter Pilots
联合打击战斗机飞行员的全新视场

By John Kent
作者：约翰·肯特

With stealth, fully integrated avionics, advanced sensor fusion, and a dizzying array of interoperability and data-exchange requirements, the F-35 Joint Strike Fighter represents more revolution than evolution. Nowhere are the advances in this multirole combat fighter more starkly illustrated than in the cockpit.

隐形技术，全面综合航电，高级传感器交联，以及协同工作与数据交换需求二者之间令人眼花瞭乱的队列关系，F-35联合打击战斗机更多的是代表了一种革命而不是改进。再没有比进入其驾驶舱更能够直白地描述这种多用途作战飞机的先进了。

What is not there is what is most evident to pilots the first time they see the F-35 cockpit. Gone are the analog steam gauge dials that populated the control panels of previous generations of fighter aircraft. In their place are large liquid-crystal touch-screen displays featuring color-coded symbology, pictographs, and digital information.

当飞行员第一眼看到F-35的座舱时那些对他们而言再寻常不过的东西都不见了。前一代战斗机控制面板上密集的模拟式测量仪表不见踪影。在它们原先的位置上现在是一块巨大液晶触摸屏，可以显示用不同色彩作标记或分类的符号，图形，以及数字信息。

Changing the displays is only a matter of pressing a finger on different parts of the screen of the multi-function display, or MFD, to reconfigure or prioritize information or activate systems. The forest of toggle switches in previous fighter cockpits has been wiped clean from the F-35"s interior landscape, with most of their functions moved to the touch screen. A few switches still sprout here and there, but the overall cockpit ambience is one of simplicity and calm, almost to the point of aeronautical feng shui.

要改变显示内容只需要用手指在多功能显示屏——也称为MFD——上的不同部分按动一下，对显示信息或者是当前激活系统，进行重新布局或者是优先排序。上一代战斗机座舱里丛林般的转换开关已经从F-35的内部景观中清除干净，它们中大多数的功能被转移到了触摸屏上。极少数转换开关还在这里或那里冒头，但从座舱整体环境而言是简洁而平静的，几乎达到了航空版风水学的要求。

Similarly, the cockpit of the F-22 Raptor offers a trio of glass displays. “Those displays represent a significant step toward the F-35 cockpit"s spare ambience and a departure from its steam-gauge predecessors,” notes Jon Beesley, the chief test pilot for the F-35. Beesley should know. As a veteran of advanced aircraft development programs, he served as a US Air Force test pilot on the F-117 stealth fighter and as a General Dynamics test pilot for the YF-22. Beesley was the fourth pilot to fly the YF-22 and second pilot to fly the F-22. “The F-22 prototype, the YF-22, had finger-on-glass controls as well,” Beesley notes. “We learned a lot from the experience with this technology on the prototype, which was not implemented in the production F-22.”

与之相似，F-22猛禽提供了三块玻璃显示屏。“这些显示屏代表了朝F-35座舱的简洁风格迈进以及摆脱前一代压力表盘框架的重要过程，”乔恩·比斯利评论说，他是F-35的首席试飞员。比斯利对此应该很了解。做为高级飞机研究项目的老兵，他以美国空军试飞员的身份参与F-117隐形战斗机的研制并且是YF-22的常规动力学的试飞员。比斯利是YF-22的第4个试飞员和第二个飞F-22的飞行员。“F-22的原型机，也就是YF-22,就已经使用了指触屏幕的控制功能了，”比斯利说。“我们在原型机上学习到了关于这项技术的大量经验，尽管在F-22生产型上它们没有得到应用。”

The F-22 Raptor is equipped with three liquid crystal displays—two 6.5 by 6.5 inches and one eight by eight inches. “They are a real advance from the past,” Beesley explains. “But the F-35 is the ultimate expression of the less-is-more sensibility.”

F-22猛禽装备了三块液晶显示屏——两块6.5×6.5英寸的和一块8×8英寸的。“在过去它们是相当先进的，”比利斯解释说。“但是F-35从对越少越好的感性认识上来说是最好的阐释。”

Beesley"s initial reaction to the F-35 cockpit is shared by many other seasoned pilots who see the cockpit for the first time. “Pilots are most impressed by the minimal number of hard switches in the F-35 cockpit,” he explains. “The most prominent portion of the cockpit is the eight- by twenty-inch LCD controlled primarily using finger-on-glass technology that has matured tremendously over the last several years. In the pursuit of easing pilot workload, advanced technology takes care of what pilots refer to as housekeeping chores.”

比斯利和其它第一次看到座舱的飞行老手交流了对于F-35座舱的最初反应。“飞行员们对于F-35座舱内减少到最低限度的硬件开关留下了深刻印象，”他解释说。“座舱里最为醒目的部分是8×20英寸主要应用了在近年来已非常成熟的指触屏幕技术的液晶屏控制器。在减轻飞行员工作负荷的努力方面，先进技术象一名管家一样起到了响应飞行员所关心事项的作用。“

For example, finger-on-glass controls replace cockpit switches for selecting such functions as air refueling mode and flight control system tests. All radio, mission systems computers, and identification and navigation controls are on glass.

举个例子，指触屏幕控制技术取代了选择诸如空中加油模式和飞行控制系统检测等相应功能的座舱开关。所有的无线电通讯，任务系统计算机，以及敌我识别与导航的控制都在触摸屏上。

Beesley notes that the large eight- by twenty-inch multifunction display (created by combining two eight- by ten-inch displays) can be customized and divided into many different-sized screens through what he describes as an “elegant pilot-vehicle interface design.” By touching the screen, the pilot can select a pair of eight- by ten-inch window displays, or four five- by eight-inch windows, or any combination of window sizes to project information based on its importance at any given moment.

比斯利透露说巨大的8×20英寸多功能显示器（组合了两个8×10英寸的显示器）通过被他称之为“精细人机接口设计”的技术，可以自行定制和分隔成许多不同大小的屏幕。通过触摸屏幕，飞行员可以选择两个8×10英寸窗口的显示屏，或者是四个5×8英寸窗口，以及其它的窗口尺寸组合以便根据特定时期下的重要程度来显示信息。

“This ability to control formats eases the interpretation of complex data,” adds Beesley. “The flexibility in display size and the diversity of data are not available in any other fighter aircraft.”

“这种控制显示方式的能力降低了理解复杂数据的难度，”比斯利接着说。“显示尺寸的灵活性和显示数据的多样性在其它任何作战飞机上都不曾有过。”

If one of the eight- by ten-inch screens fails, all information is automatically transferred to the other eight- by ten-inch screen. At the same time, this second screen remains fully customizable. “The missions for the F-35 can be some of the most complex fighter missions conceivable, varying from air superiority to close air support, to the destruction of enemy defense systems,” Beesley explains. “Well-thought-through pilot-vehicle interface makes the transition from one type of cockpit mission to another type of cockpit mission very natural, effectively reconfiguring the cockpit at the same time. Pilots adapt to the concept quickly.”

如果其中的一块8×10英寸的触摸屏失效，所有的信息将自动转换到另一块8×10英寸的屏幕上。与此同时，第二块屏幕将保持原来的显示风格。“F-35的任务可能是所能想像到的战斗机任务中最为复杂的，包括空中优势和近距离空中支援，摧毁敌方防御系统等等，”比斯利解释说。“精心设计的人机界面使得从一种座舱任务转换到另一种座舱任务显得十分自然，并且同时对座舱进行了有效的重新配置。飞行员可以很快地适应任务的内容。”

Rather than evolving the F-35 cockpit from previous designs, engineers decided to start with a clean sheet and base the cockpit"s architecture solely on the needs of the 21st-century fighter pilot. Instead of presenting the pilot with acres of gauges representing all systems and situations all the time, engineers gave priority to situational awareness and to ensuring the information—not just raw data—the pilot receives is the most pertinent for any given moment.

F-35的座舱没有沿袭以往的设计进行改进，工程师们决定从一张白纸上开始独自从21世纪战斗机飞行员的需求来建立座舱的体系结构。工程师们放弃了全程以指针刻度向飞行员展示所有系统情况和工作状态的模式，突出势态感知和确保飞行员收到的信息——不是原始数据——是当前最为需要的。

“The F-35 cockpit design is driven by the desire to return the pilot to the role of tactician,” says Mike Skaff, a former US Air Force F-16 pilot who serves as senior manager of the team designing the F-35 pilot-vehicle interface. “Modern fighters are amazingly complex. Monitoring the status of aircraft systems can divert a pilot"s attention from information more critical to the mission. The F-35 cockpit is designed to ensure that the pilot can focus on getting the job done without having to worry too much about other tasks.”

“F-35的座舱设计源于让飞行员回到战术决策者这一角色上的渴望，”麦克·斯卡夫说，他原来是美国空军F-16飞行员，现在是F-35人机界面设计小组的资深经理。“现代战斗机实在是太复杂了。监视飞机上各系统的状态就能够让飞行员的注意力更多的从任务本身转移到飞行信息上。F-35的座舱设计成确保飞行员能够关注于完成任务而不用操心其它事项。”

Beesley, whose résumé includes more than 5,000 hours of flying time in twenty different fighters, has already logged hundreds of hours in F-35 cockpit simulators. More recently, he is spending more time in the actual first F-35A test aircraft, known as AA-1, as its first flight approaches. The cockpit appearance of AA-1 is essentially the same as that of all subsequent F-35s. The handful of AA-1 features that won"t make it to production include a pair of electrical system emergency switches, an instrumentation control panel mounted in the center pedestal, and a small digital readout of tactical air navigation information required for AA-1"s unique communications, navigation, and IFF equipment.

比斯利作为一名在20种不同的战斗机上总计飞行了超过5,000小时的飞行员，已经在F-35的座舱模拟器上训练了数百小时。最近以来，他在首架F-35A试验机的实机上花费了更多的时间。代号AA-1的座舱外观总的来说与所有后来的F-35是相同的。没有在生产型上采用的AA-1特征包括一对电子系统应急开关，一个在控制台上嵌入的仪表控制面板，以及AA-1统一通讯，导航，与敌我识别等设备所需的一个小型战术空中导航信息读出设备。

“In past programs, controls unique to flight test, such as flutter excitation, control change evaluation, and flight test maneuvers, were selected through panels and switches,” continues Beesley. “On the F-35, these controls have all been incorporated into a display format that can be brought up on any of the LCD screens. We"ve incorporated numerous lessons learned from previous programs on the layout of these displays and on the operation of these flight test critical controls. We engage and terminate various modes using the controls on the hands-on throttle and stick, or HOTAS.”

“在以往的项目中，控制器与飞行测试是相对应的，比如震颤激励，控制器将改变其发展过程，相关的飞行测试操作，就是从控制面板和开关上进行选择，”比斯利继续说。“在F-35上，这些控制器都综合到了一种显示方式上，可以显示到任何一个液晶屏上。我们已经将以往项目中得到的关于安排这些显示屏位置的大量经验应用于这些飞行测试中的临界控制。我们通过油门杆和驾驶杆上的控制器来打开和关闭不同的显示模式，也就是可以进行手不离杆操纵。”

The three F-35 variants share identical cockpits but with one functional difference. The conventional and carrier variants provide a ****** to drop and raise the arresting hook for carrier and emergency landings. The STOVL variant commands conversion into and out of the STOVL propulsion mode.

三种型号的F-35的将共用同样的座舱，但在功能上会有一点不同。常规及舰载型号将提供一个按钮来收放着舰时和紧急着陆情况下的阻拦索捕捉钩。垂直起降型则将该按钮用于进入和退出垂直起降的推进模式。

The engine throttle on the pilot"s right and the side stick on the pilot"s left are positioned to be compatible with the widest possible range of pilot shapes and sizes. The throttle is designed to give pilots the capability to vary the detents. It is also an active throttle, which means it provides feedback to the pilot as a function of flight envelope and flight mode. The side stick is also an active controller.

位于飞行员右侧的发动机油门杆和位于飞行员左侧的侧驾驶杆的安装位置可以根据飞行员的外形和大小进行最大可能的调整。油门杆被设计成给予飞行员多种闭锁的功能。它同时还是一个主动的油门，这是指它可以根据飞行包线和飞行模式的函数为飞行员提供反馈。侧驾驶杆也是一个主动控制器。

（译注：此处及下文所说的“闭锁”可能因为本人机械知识所限不是很准确，文中所指的是一种棘爪，可以对杆位推动过程中到达特殊位置时提供一种反馈。如果读者用Saitek X36X45X52 的摇杆玩过飞行模拟游戏，在用油门杆推到100%军用推力时就会有类似的感觉。）

“Stick forces and deflections can be programmed in an active stick to allow either a slight increase or decrease in stick force while pulling g"s,” Beesley explains. “The real driver for an active stick was for vertical flying conditions on the F-35B, or STOVL, variant where we thought we would need light stick forces. In fact, we haven"t needed the feature so far. We have put detents in the STOVL stick. We use a soft stop detent to indicate the desired touchdown sink rate in the STOVL mode.

“杆力和偏差在主动杆上可以进行编程以便在拉G时对杆力进行微小的增减，”比斯利解释说。“主动杆的真实驱动情况是在F-35B，也就是垂直起降型号进行垂直条件下的飞行时，我们认为此种情况下我们需要小一点的杆力。实际上，我们的需求远没有这么多。我们已经将闭锁装置设计到了垂直起降杆里。我们用一个软着陆闭锁装置来标明垂直起降模式下所需要的着陆下沉速率。

“The throttle uses the active controls to a greater degree,” Beesley continues. “The internal motors allow the throttle to be moved back automatically when the pilot has an auto throttle connected or in some of the STOVL modes allows the option to input soft stop detents and afterburner detents at will.”

“油门杆在较大程度上使用了主动控制，”比斯利继续说。“内置的马达允许油门杆在飞行员启动自动油门时，或者是某些垂直起降模式允许选择软着陆闭锁和加力闭锁时自动后退。”

One unique feature of this active throttle is that it does not have an engine cutoff position. It has, instead, a single toggle switch to cut the engine. The use of the active stick and throttle and a cutoff switch was introduced on the JSF demonstrator, the X-35.

这些主动杆的一个统一特征就是它们都没有切断动力的位置。事实上，切断动力是由一个单独的拉杆开关来控制的。主动驾驶杆和油门杆以及动力切断开关从X-35,也就是JSF的演示机开始就引入了。

Pilots have guided the F-35 cockpit design process from the very beginning to ensure the fighter"s front office is an efficient workspace that liberates the operator from unwanted distractions. “The design has been driven entirely by current and former military pilots from the US Air Force, Navy, and Marines as well as current and former military pilots from the United Kingdom, Canada, Denmark, Norway, the Netherlands, Italy, Turkey, and Australia,” Skaff says.

飞行员从F-35的座舱设计的最初阶段就参与其中了，以确保战斗机的正前方工作区成为一个有效的工作平台来将操作人员从无谓的分神中解放出来。“这种设计完全是从美国空军，海军，还有海军陆战队中现在的以及以前的军事飞行人员的角度出发的，同样也是从英国，加拿大，丹麦，挪威，荷兰，意大利，土尔其，还有澳大利亚现在的以及以前的军事飞行人员的角度出发的。”斯卡夫说。

One of those military pilots providing direction is Lt. Col. Jeff Karnes, a Harrier pilot who is currently flying the F/A-18 Hornet for the US Marine Corps. He is a member of the exclusive fraternity that is both shaping and testing the F-35 cockpit. “The twenty- by eight-inch display provides expansive tactical workspace for manipulating the system and for segmenting down to twelve individual displays,” he says. “It places navigation, threat warning, target designation, and ordnance displays together for quick reference. The Joint Strike Fighter has been specifically designed to reduce pilot workload by minimizing cockpit switches, increasing system automation, and reducing displayed information to only critical items the pilot requires to complete current tasks. The active stick and throttle allows realtime control shaping to optimize feel and aircraft response as a function of current flight envelope and mode.”

提供了指导方向的这些军事飞行人员之一是空军中校杰夫·卡内斯，一名现在在飞F/A-18大黄蜂的美国海军陆战队鹞式飞行员。他是设计与测试F-35座舱的高层小组的成员。“20×8英寸的显示屏为熟练操作系统和分层次划分为十二个独立显示屏提供了超大的战术空间，”他说。“它将导航，威胁警示，目标指示，还有弹药情况显示在一起供快速参考。联合打击战斗机已经通过座舱开关最少化，提升系统自动化，以及减少显示信息只提供飞行员完成当前任务所需要的关键内容为降低飞行员的工作负荷进行了特殊设计。主动驾驶杆和油门杆允许针对当前飞行包线和模式实时地进行控制调整以优化操作感受和飞机响应。

Text and symbology on the MFD are color-coded to contrast clearly and sharply with the black of the display screen background. Bob Russell, who manages simulations for the team integrating F-35 pilot systems, simplifies the significance of the colors. “In general, green indicates good or safe conditions, yellow indicates potential problems requiring pilot attention, and red indicates serious conditions demanding immediate pilot attention,” he says. “For example, text for advisories appears in green, cautions appear in yellow, and warnings appear in red.”

MFD上的文本和符号以不同的色彩进行标记和分类，以便与纯黑色的显示屏背景形成清晰和明显的对比。鲍勃·拉塞尔是F-35飞行员系统一体化小组负责模拟的工作人员，他简单说明了代表色彩的含义。“通常情况下，绿色代表好的或者是安全的条件，黄色代表可能有问题需要飞行员注意，红色代表非常需要飞行员马上注意的严重情况，”他说。“举个例子，提供建议的文本以绿色显示，损伤情况以黄色显示，警报警告以红色显示。”

The same color codes apply to exterior objects, other aircraft, and phenomena detected by the F-35"s sensors. Symbols on the tactical display appear green if the aircraft"s sensors or off-board assets determine these objects are friendly. If unknown to the sensors, objects appear yellow. If identified as potential adversaries, objects appear red. “We also use blue and magenta, but sparingly,” adds Russell. “We use shades of gray to outline maps and to outline the aircraft planform shown on various subsystem formats, such as fuel, flight controls, and weapons. The symbols representing air and ground threats appear in different shapes that, along with the colors, enhance the pilot"s comprehension and situational awareness.”

相同的颜色标记方式还应用到了外部目标，其它飞机，以及F-35传感器探测到的内容。如果飞机的传感器或者是外部资源认为目标是友好的，其标识在战术显示屏上显示为绿色。如果传感器不能分辨敌我，目标将显示为黄色。如果识别为潜在的敌人，目标显示为红色。“我们还用到了蓝色和紫红色，但相对较少，”拉塞尔补充说。“我们用灰色渐变来勾勒地图并从飞机俯视方向的外形显示不同子系统的布局，比如燃料，飞行控制，还有武器。空中和地面的威胁以不同的符号来代表，与色彩相配合，增强飞行员的理解和势态感知。”

Among the other cockpit features is voice activation of certain aircraft functions. “In the movie Firefox, thought or voice control is used to command weapons,” Beesley says. “Finger activation, however, is much quicker than voice activation. Consequently, we do not use voice activation for tasks that demand split-second decisions. We use voice commands to take care of duties that normally require numerous inputs on a keypad, such as punching in navigation coordinates and changing radio frequencies and bingo fuel amounts. Voice is very effective for housekeeping chores.”

其它的座舱特性还有对特定飞机功能的语音激活。“在电影火狐里，思维或者语音的控制被用来操作武器，”比斯利说。“然而，指尖激活要比语音激活还要快得多。因此，我们不将语音激活用于需要争分夺秒做出决定的任务。我们将语音命令用于正常情况下需要大量键盘输入的场合，比如装订导航座标和改变无线电频率以及设定最大航程油量。语音对于处理管家类型的任务相当有效。”

The F-35 cockpit also includes a simplified control system for the short takeoff/vertical landing variant and the ability to accommodate a spectrum of pilot physiques ranging from the light and short (about 100 pounds and four feet eleven inches tall) to heavy and tall (about 250 pounds and six feet five inches tall).

F-35的座舱还包括了一套针对短距起飞／垂直降落改型，以及根据飞行员体态从矮小（大约100磅和4英尺11英寸高）到高大（大约250磅和6英尺5英寸高）的对照表进行调整的简化控制系统。

The F-35 cockpit is also the first in a production fighter to use a virtual head-up display that projects information onto the pilot"s helmet visor. The new system, called a helmet-mounted display, or HMD, was switched on in March for the first time in F-35 laboratories where it projected symbology onto the visor by way of the actual F-35 vehicle-management and display-management computers. The HMD provides HUD information as though pilots are looking through an actual HUD no matter in what direction they turn their heads.

F-35的座舱也是首个使用虚拟抬头显示器技术的生产型战斗机，该技术将信息投射到飞行员头盔的护目镜上。这一新系统被称之为头盔内嵌显示器，简称为HMD，于三月份在F-35实验室通过与F-35实机的接口管理与显示管理计算机的首次接通将符号投身到护目镜上。头盔内嵌显示器就跟飞行员的视线是在穿透一个真正的抬头显示器一样提供抬头显示器的信息，而与飞行员将头转向哪个方向无关。

“We have flown in the past with helmet-mounted sights, such as Joint Helmet-Mounted Cueing System, or JHMCS,” explains Beesley. “This system is used for off-axis symbology for tactical maneuvering. But because of higher latency, or lag times, these systems cannot be used to fly the airplane. This latency issue has been solved thanks to improvements in computer technology that allow very quick update rates needed for information associated with flying the airplane.”

“在过去我们用头盔内嵌视野，比如联合头盔内嵌指示系统，也就是JHMCS，”比斯利解释说。“这一系统为战术机动使用了离轴符号。但是由于太高的延迟，或者说是滞后时间，这些系统无法应用于飞机的飞行。感谢计算机技术的发展解决了延迟问题，它使得飞机飞行时信息关联所需的快速更新率成为现实。”

With the virtual HUD, pilots can look in different directions to find key tactical and flight information in their line of sight. This off-axis capability, as it is called, increases lethality and survivability by allowing the pilot to target threats with head instead of aircraft motions. The HMD eliminates the cost and weight associated with traditional head-up displays and simplifies cockpit design.

在虚拟的抬头显示器帮助下，飞行员可以朝不同方向观察以寻找视线范围内关键的战术机会和飞行信息。这种离轴能力，就和它的名字一样，通过允许飞行员头部的运动而不是飞机的运动来瞄准威胁，增加了飞机的杀伤能力和生存能力。头盔内嵌显示器消除了与传统抬头显示器相关的花费和重量，并简化了座舱设计。

“HMD advancements will improve both weapons" aiming and target information that flows to the pilot,” Beesley says. “In the past, forward-looking infrared, or FLIR, imagery used for targeting was restricted to the narrow field of view of the head-up display or to the restrictions of a head-down display. With HMD, pilots can view the FLIR imagery in its true location, thereby greatly enhancing their awareness of the immediate environment.”

“头盔内嵌显示器的进步将为武器瞄准和流向飞行员的目标信息两个方面带来改进，”比斯利说。“在过去，前视红外系统，即FLIR，用于瞄准的图像受到抬头显示器狭小视场的限制。使用头盔内嵌显示器，飞行员可以看到真实位置上FLIR图像，因此极大增强了他们的霎时环境感知能力。”

In addition to these advancements, the HMD allows night vision display capability both on-axis and off-axis using the F-35"s 360-degree array of infrared sensors, which is called a distributed aperture system. The sensors work in combination with night-camera technology.

除了这些进步之外，头盔内嵌显示器允许通过F-35的360度红外传感阵列使夜视仪具备同轴和离轴的能力，这一阵列被称之为分布式孔径系统。其传感器与夜视摄像技术相结合共同工作。

While the F-35 cockpit has undergone evolution and iterative change during its development including a switch from digital light projection technology to advanced liquid crystal displays—the baseline design is now essentially fixed. It is unlikely to undergo any further significant modifications. “The design will continue to be refined throughout the life of the F-35,” Skaff says, “but the actual layout and hardware will probably not change appreciably.”

在F-35的发展过程中其座舱也经历了包括从使用了数字灯光投身技术的单个开关到高级液晶显示屏的发展过程及不断的改进——到现在它的设计已经基本定型了。看起来在将来的日子里它不会再经历什么特别大的变动。“在F-35的整个生命期内这种设计将继续进行精细加工，”斯卡夫说，“但是实际布局和硬件也许不再会有变化。”

“Any changes will lie primarily in pilot-vehicle interface improvements and in additional aircraft capabilities,” Beesley says. “One of the great areas for development is the use and operation of the HMD, because we are doing things with the helmet that have never been done before.”

“所有的变动将主要集中在人机接口的改进和扩展飞机性能上，”比斯利说。“改进的一个重要方面是装备和应用头盔内嵌显示器，因为我们正在研究的这个头盔此前从来没有人做过。”

Overall, the F-35 cockpit environment is a generation beyond those aircraft preceding it, with changes made not for technology"s sake but purely for the sake of mission success. “The significant difference is the F-35 cockpit"s flexibility,” says Beesley. “Complexity of missions, sensors used, weapons employed, and technology available have made this cockpit both necessary and possible.”

总而言之，F-35的座舱环境要比它之前的飞机领先一代，其所有不同之处不是为了追求技术领先而是完全为了任务的成功。“最大的不同在于F-35座舱的灵活性，”比斯利说。“任务的复杂性，传感器的使用，武器的选用，还有技术的成熟从必要条件和充分条件两个角度造就了这个座舱。”

John Kent is an F-35 media relations representative for Lockheed Martin.

约翰·肯特是洛克希德·马丁公司的一名F-35媒体关系代表。

Above And Beyond The Cockpit

关于座舱的题外话

The cockpit is encased in a forward-hinged canopy—a design that arose primarily from weight-reduction studies. Two seatback angles accommodate pilots of differing sizes, though Beesley expects most pilots to select the more upright angle. The ejection seat, supplied by Martin-Baker, is fitted in all three variants. It features a transparency-removal system that breaks the canopy before the seat goes through it. The seat, which has undergone extensive testing during F-35 System Development and Demonstration, provides exceptional low-altitude capability. In the STOVL variant, an auto-eject function allows pilots an unusually fast ejection when required.

座舱由一个向前铰链开启的座舱盖覆盖——这样的设计主要是从减少重量的角度出发。两种座椅后倾角可以适应不同体形的飞行员，尽管比斯利认为绝大多数飞行员会选择更为垂直的那种角度。由马丁·贝克公司提供的弹射座椅，分别与三种改型相配套。它带有一个舱盖玻璃去除系统用于在座椅穿越弹射之前打破舱盖。这种座椅在F-35系统发展和演示阶段经历了大量的检验，可以提供出色的低空性能。在垂直起降的改型上，一种自动弹射功能允许飞行员在需要时进行不同寻常的快速弹射。

And what gear will the pilot in this advanced cockpit wear? Current plans call for the g-suit to be standardized across the three F-35 variants, with the pilot strapping into the seat through a system called a simplified combined harness. The g-suit planned for initial flights is a derivative of a UK-designed product. Ongoing studies are under way to research the final pilot flight equipment ensemble.

在这样一个先进的座舱里飞行员穿什么样的飞行服呢？当前被称之为G衣的计划将成为F-35各种改型的标准装备，飞行员通过一个被称之为简单组合系缚的系统固定在座椅上。初期飞行使用的G衣是由英国设计生产的衍生品。最终飞行员飞行使用的全套装备的进一步深入研究还在探索过程当中。

图文全解美军F-35联合攻击战斗机

F35美国波音公司和洛克希德·马丁公司研制的多用途战术攻击战斗机，将取美军现役的所有战斗机，与F-22战斗机一起，构成美国新一代战斗机的高、底搭配。共有三种型号：一种可以从海军的航空母舰上起飞的航母型（CV）；另一种是为空军设计的，可以在陆地机场上起降的常规型（CTOL）；第三种是为海军陆战队设计的，用于快速飞临热点地区的垂直起飞/短距降落型（STOVL）。三种飞机用相同的引擎、相同的导航设备，所有的零部件有60～80%是相同的。按计划，三种型号的战斗机大约生产5000架。美国空军将购买1783架，海军陆战队将购买609架，海军将购买408架，已经在这一项目上投资了2亿美元的英国皇家海军也将购买150架。单机价格约3000万美元标准。美国国防部于1996年开始JSF项目招标，最后决定由波音公司和洛克希德·马丁公司各自研制2架验证机，编号分别为X-32和X-35。2000年9月18日，波音公司的X-32A验证机开始试飞，该机采用无尾三角翼翼身融合体、V形尾翼、腹部进气的气动布局。2000年10月24日，洛克希德·马丁公司的X-35A验证机也进行了试飞，该机采用倾斜双垂尾常规气动布局。X-32和X-35均采用了隐身技术，推重比为10一级的发动机、推力矢量控制技术、综合航空电子系统、有源相控阵雷达和机内武器舱。2001年，美国国防部将从它们中选定一种进入工程制造发展阶段。按要求，JSF空重10.2～11.1吨，外挂载荷5.8～7.8吨，最大平飞速度1.4马赫，作战半径1300～1575公里。

本人搞到了几张让“军迷惊喜的F35机体原理大图”实为难得的技术剖析资料库！从图中终于明白了美军最新F22同F35的载弹原理，还有整机的准精确工作原理！

可以说，众多高新技术在F-35上汇聚，将使F-35挂上“世界最先进”的光环。F-35的电光瞄准系统（EOTS）是一个高性能的、轻型多功能系统。它包括一个第3代凝视型前视红外(FLIR)。这个FLIR可以在更远的防区外距离上对目标进行精确的探测和识别。EOTS还具有高分辨率成像、自动跟踪、红外搜索和跟踪、激光指示;测距和激光点跟踪功能。

洛·马－诺·格专家组验证了F-35战斗机的作战效能。在全尺寸样机的内部武器舱中，来自美空军、海军和海军陆战队的军械人员装挂了各种武器的模型，并提供装挂过程的评价。这种验证的目的是确保F-35的武器舱能适应内部挂载的各种武器，同时方便军械人员能轻而易举地装挂。试挂的武器有联合防区外武器、联合直接攻击弹药、风修正弹药布撒器、激光制导炸弹和AIM-120先进中距空对空导弹。

F-35还计划挂载新的武器，可能在机内携带两枚微型联合防空区外发射空地导弹，每个机舱各一个，也可能挂载小型寻的攻击性巡航导弹（SMACM）。它将具备在各种天气情况下打击移动目标的能力，每枚价格相当于微型JASSM的20％。小型寻的攻击性巡航导弹的射程是250海里左右。F-35飞机能够运载8个小型寻的攻击性巡航导弹。

F-35是一种通用飞机，在航母上着落是它必须考虑的功能。EDO公司的纽约长岛工厂正为F-35战斗机设计和研制着陆辅助天线。这项工作包括设计和制造航空母舰和跑道着陆天线以及开发网络，以便把来自外部传感器的信息传输到机载通信系统。

当有些未来战机已考虑不要航炮的时候，美国防部却要为F-35联合攻击战斗机（JSF）增加第3种炮弹即PGU-25;U高爆燃烧弹药(HEI)，用于攻击空中目标。另两种炮弹是PGU-23;U训练弹和PGU-20;U空对地攻击用弹药。F-35装备的航空机炮是现役GAU-12式25毫米航空机炮的改进型，由通用动力公司研制。

F-35联合打击战斗机将成为美军以对地攻击为主的多用途战斗机，具有全天时、全天候地攻击陆海空任何目标的能力。在未来的战场上，F-35联合攻击战斗机将与F-22“猛禽”战斗机联手，形成类似F-15与F-16的高低搭配。当F-22清除了敌方战机以及地空导弹的威胁后，F-35将携载导弹对分散的地面目标实施全天候精确打击。与F-16不同的是，F-35具有隐形能力，可像F-117战斗机那样隐形突防。这种飞机机动性、敏捷性优于F-16C和F／A-18C，作战半径为1000~1300公里。

至于F35的航电火控系统，洛西公司始终做到了守口如瓶！不过根据美军多年积累的军用电子方面的技术优势，应该在F18之上。外界所掌握的也只是说“强于欧洲的各式轻型战斗机”但是，F-35是第一种在座舱里取消了平视显示器(HUD)的量产战斗机，F-35的飞行员将在其头盔综合显示器(HMD)面罩上的虚拟平显上读取所有数据。F一35的先进头盔综合显示器于2006年3月在F-35航电系统实验室首次公开亮相，它可以将机载设备管理计算机和综合显示管理计算机处理后的图像和信息直接显示到HMD的面罩上。HMD给F-35的飞行员提供了极大的方便，也就是说，无论飞行员将视线转向何方，他都可以从HMD的面罩上读取虚拟平显信息(注意，在传统的战斗机座舱里，飞行员只有当平视前方的时候，才能从固定的HUD上读取平显信息)。

从数据上面大家可以看出，F35是没有超音速巡航能力的？洛克希德·马丁公司官方网站公布的F-35性能参数，其空机重量为13.2吨(29036磅)并没说满载重量，如果谨凭估算的载弹量同发动机性能比……超音速巡航根本不成立？报出的参数不可能是绝对准确的。洛克希德·马丁公司和美军方也学会了“释放烟雾”，媒体曝光的数据众说纷纭，到现今还没有一个准确无误的参数。看来美国人也向中国人学会了“韬光养诲”, 根据各方给出的大概参数推断：F35的优点就在,先进航电系统，高隐身，各种复杂地形下的垂直升降，机动灵活作战上。估计再过一段时间,真实可信的完整数据自然会有内部人员出面澄清！