Lockheed Martin Given Authority to Choose Contractor for F-35 Fighter Jet’s Power and Thermal Management System Program
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In an official statement released on October 1, 2024, the Joint Program Office (JPO) revealed that Lockheed Martin has been identified as the only entity capable of successfully leading the next phase of the Power and Thermal Management Upgrade (PTMU) program, following a “comprehensive market research” conducted this year.Follow Army Recognition on Google News at this link
Power and Thermal Management Upgrade program, PTMU. (Picture source: Pratt & Whitney)
The JPO also specified that “the contract award for the upcoming phase of the PTMU program is expected in Fall 2024.” In collaboration with Lockheed Martin, the goal will be to ensure that all available PTMU solution options are evaluated in terms of performance and economic feasibility for integration into existing aircraft, thereby maximizing fighter capability while taking budgetary constraints into account.
However, the statement did not clarify whether Lockheed Martin will have the authority to choose the contractor responsible for the Power and Thermal Management System (PTMS). The current PTMS, manufactured by Honeywell, has shown limitations in meeting the growing needs of the F-35 program, particularly due to additional electronic upgrades associated with the Block 4 of the aircraft.
The Government Accountability Office (GAO) had already raised concerns in a May 2023 report, indicating that the current PTMS is “overtasked.” This forces the F135 engine to operate “beyond its design parameters,” leading to increased engine wear and high maintenance costs. Over the projected 58-year lifespan of the F-35 program, these costs could reach up to $38 billion.
Collins Aerospace, another company under RTX, has proposed an alternative solution with its Enhanced Power and Cooling System (EPACS). The company stated in 2022 that it would be ready to enter an engineering and manufacturing development phase for EPACS by mid-2024 if a tender was launched. Although Collins seems prepared to take on the challenge, the JPO’s direction in selecting the new PTMS system remains to be seen.
At the same time, the Pentagon made a significant decision regarding the future of F-35 propulsion. It opted not to adopt the engines developed under the Adaptive Engine Transition Program (AETP) by Pratt & Whitney and GE Aerospace. While these engines promised a 30% performance improvement over the F135 engine, they were not compatible with the F-35B variant used by the Marine Corps, which requires short take-off and vertical landing capabilities. Adapting them to the Navy’s F-35C variant would have also posed technical challenges.
Air Force Secretary Frank Kendall expressed his regret last year that the service could not include the development and production of the AETP engines in the fiscal year 2025 budget request. However, the Pentagon insisted on maintaining compatibility among all F-35 variants for both U.S. and international users, leading to the choice of the Engine Core Upgrade (ECU) as the preferred solution.
Despite the abandonment of the AETP program, Pratt & Whitney claims that the ECU will incorporate many innovations developed under AETP. A company spokesperson emphasized that “over 1,200 F135 engines have been produced, with over 900,000 flight hours logged.” These figures highlight the significance of this engine for the global F-35 fleet.
The PTMU program and the decisions surrounding the future of the F-35’s energy and cooling management system will play a crucial role in optimizing the aircraft’s performance and reducing long-term maintenance costs. Fall 2024 will mark a pivotal moment with the contract award and the start of the next development phase for the F-35, one of the most costly and strategic armament programs in the United States.
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In an official statement released on October 1, 2024, the Joint Program Office (JPO) revealed that Lockheed Martin has been identified as the only entity capable of successfully leading the next phase of the Power and Thermal Management Upgrade (PTMU) program, following a “comprehensive market research” conducted this year.
Power and Thermal Management Upgrade program, PTMU. (Picture source: Pratt & Whitney)
The JPO also specified that “the contract award for the upcoming phase of the PTMU program is expected in Fall 2024.” In collaboration with Lockheed Martin, the goal will be to ensure that all available PTMU solution options are evaluated in terms of performance and economic feasibility for integration into existing aircraft, thereby maximizing fighter capability while taking budgetary constraints into account.
However, the statement did not clarify whether Lockheed Martin will have the authority to choose the contractor responsible for the Power and Thermal Management System (PTMS). The current PTMS, manufactured by Honeywell, has shown limitations in meeting the growing needs of the F-35 program, particularly due to additional electronic upgrades associated with the Block 4 of the aircraft.
The Government Accountability Office (GAO) had already raised concerns in a May 2023 report, indicating that the current PTMS is “overtasked.” This forces the F135 engine to operate “beyond its design parameters,” leading to increased engine wear and high maintenance costs. Over the projected 58-year lifespan of the F-35 program, these costs could reach up to $38 billion.
Collins Aerospace, another company under RTX, has proposed an alternative solution with its Enhanced Power and Cooling System (EPACS). The company stated in 2022 that it would be ready to enter an engineering and manufacturing development phase for EPACS by mid-2024 if a tender was launched. Although Collins seems prepared to take on the challenge, the JPO’s direction in selecting the new PTMS system remains to be seen.
At the same time, the Pentagon made a significant decision regarding the future of F-35 propulsion. It opted not to adopt the engines developed under the Adaptive Engine Transition Program (AETP) by Pratt & Whitney and GE Aerospace. While these engines promised a 30% performance improvement over the F135 engine, they were not compatible with the F-35B variant used by the Marine Corps, which requires short take-off and vertical landing capabilities. Adapting them to the Navy’s F-35C variant would have also posed technical challenges.
Air Force Secretary Frank Kendall expressed his regret last year that the service could not include the development and production of the AETP engines in the fiscal year 2025 budget request. However, the Pentagon insisted on maintaining compatibility among all F-35 variants for both U.S. and international users, leading to the choice of the Engine Core Upgrade (ECU) as the preferred solution.
Despite the abandonment of the AETP program, Pratt & Whitney claims that the ECU will incorporate many innovations developed under AETP. A company spokesperson emphasized that “over 1,200 F135 engines have been produced, with over 900,000 flight hours logged.” These figures highlight the significance of this engine for the global F-35 fleet.
The PTMU program and the decisions surrounding the future of the F-35’s energy and cooling management system will play a crucial role in optimizing the aircraft’s performance and reducing long-term maintenance costs. Fall 2024 will mark a pivotal moment with the contract award and the start of the next development phase for the F-35, one of the most costly and strategic armament programs in the United States.
