X-39 Aircraft - The Boeing X-32 is a concept demonstration aircraft developed for the Joint Strike Fighter competition. It lost to the Lockheed Martin X-35 demonstrator, which later became the Lockheed Martin F-35 Lightning II.
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X-39 Aircraft
The goal of the project was to develop a stealth model to replace all of the lighter fighter and attack aircraft of the US Department of Defense, including the F-16 Fighting Falcon, McDonnell Douglas F/A-18 Hornet, and vertical/short-range aircraft. /vertical landing (V/STOL) AV-8B Harrier II.
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In 1994, the US Congress ordered both to join the Joint Strike Fighter (JSF) program.
Many companies participated in the first phase of this project, which included the design of conceptual aircraft to be delivered to the Ministry of Defense. On November 16, 1996, Boeing and Lockheed Martin signed contracts for the production of two concept demonstration aircraft (CDAs).
According to the contract, these fighters were to demonstrate conventional take-off and landing (CTOL), aircraft take-off and landing (CV version) and short take-off and vertical landing (STOVL). They were also expected to include domestic demonstrations of production aircraft systems such as the Preferred Weapon System Concept (PWSC).
The main deviation from previous projects was the ban on companies financing development with their own money. It cost $750 million each to build the two planes, including avionics, software and hardware. This restriction encouraged the adoption of low-cost manufacturing and assembly techniques and also prevented Boeing or Lockheed Martin from going bankrupt to win such an important competition.
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Boeing's strategy to gain a competitive advantage was to significantly lower production and life-cycle costs by minimizing the differences between the various JSF versions. Therefore, the X-32 was designed around a large one-piece carbon fiber composite delta wing. It had a wingspan of 9.15 meters, a leading edge sweep angle of 55 degrees, and it could hold up to 9,000 kilograms of fuel. The purpose of the high sweep angle was to allow the use of a thick wing section, but still provide limited transonic aerodynamic drag and a good angle for wing-mounted adaptive antenna equipment.
The cost-competitive strategy also led Boeing to select a direct-lift thrust vectoring system for the Marine Corps' short takeoff and vertical landing (STOVL) requirement, as it would only require adding a thrust vectoring module around the aircraft. main genie.
However, this option required the gin to be mounted directly behind the cockpit, and gravity kept it aloft in a neutral position forward (towards the rear of the aircraft) than is usual in jet fighters. Boeing proposed a similar supersonic fighter in the 1960s with a CG-mounted vector with vectored thrusters, but it didn't make it beyond the images published in Aviation Week.
In comparison, Lockheed's F-22 Raptor looked like a smaller version of its stealth fighter.
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Another effect of choosing a direct lift system was the large chin-mounted air intake. This was required to supply sufficient air to the main engine during the horizontal zero speed phase when the piston could not use air pressure. A side effect of this large intake was that the compressor blades were directly visible to the radar (see radar cross section). Loss mitigation options include adjustable baffles designed to block incoming radio waves without adversely affecting airflow.
Two X-32s had delta wings. However, eight months after the demonstration aircraft concept was built, the JSF's maneuverability and payload requirements were refined at the request of the Navy, and Boeing's delta wing design fell short of the new goals. engineers modified the plane's design with a traditional curved twin tail that reduced weight and increased agility, but it was too late to change the plane. They were considered sufficient to demonstrate Boeing's technology.
On December 14, 1999, Boeing unveiled both concepts in front of 5,500 attendees at its Palmdale, California factory. Although the appearance of the X-32A was expected, the introduction of the X-32B was a surprise, as the construction of the latter began about three months after the former and was completed six weeks after the X-32A.
Boeing attributed the rapid construction of the STOVL version to the use of digital design and assembly methods.
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After installation of the Pratt & Whitney F119 engine in April 2000, the X-32A began slow and medium speed taxi trials, which were completed in late May.
Due to the X-32's heavy delta wing design, Boeing demonstrated STOVL and supersonic flight in separate configurations, with the STOVL configuration requiring some parts to be removed from the fighter. The company has promised that the traditional tail design of production models does not require separate configuration. In contrast, the Lockheed Martin X-35 concept demonstration aircraft was able to switch between STOVL and supersonic configurations mid-flight.
The first flight of the X-32A (intended for CTOL and carrier testing) took place on September 18, 2000, from Boeing's Palmdale plant to Edwards Air Force Base. Piloted by Boeing test pilot Fred Knox, the aircraft crossed the runway at 2,000 feet (670 m) before taking off at 150 knots (280 km/h; 170 mph) around 8:00 AM.
A small hydraulic leak was discovered shortly after takeoff and the flight was shortened from the expected 30-40 minutes to 20 minutes.
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According to Knox, the F/A-18 initially required "a lot of fuel" to keep up with the X-32. In flight, the aircraft reached an altitude of 10,000 ft (3,000 m), reached a speed of 200 knots (370 km/h; 230 mph), and achieved an angle of attack of 13°. Despite the shortened flight, approximately 80% of the planned test points were completed.
On March 29, 2001, the X-32B STOVL version made its first flight. The flight lasted 50 minutes as the plane flew from Palmdale to Edwards AFB. The flight was originally scheduled for the third quarter of 2000.
In normal flight, the -614S is configured as a conventional combustion turbofan. However, in STOVL mode, the flap valve directed the main stream exhaust gas to the thrust vectoring nozzles located near the aircraft's center of gravity. In front of these nozzles, the jet nozzle provided a cool bypass airfoil to minimize hot gas recirculation. Next to the wingtips were a pair of ducts leading to the coil tips. Two pairs of ducts fed the rear elevation nozzles and the front nozzles.
During the lift, the burner did not burn and there was no gas flow. The X-32B achieved STOVL flight in the same manner as the AV-8B Harrier II with a jet exhaust pressure vector. A smooth transition (between STOVL and normal modes) is achieved by maintaining a constant gin compliance facilitated by a control system algorithm that maintains a constant total nozzle effective area. Thus, the guinea pig did not know that several nozzles were opened and closed to complete the transition.
Boeing X 32
The F119-PW-614S was a direct lift engine, while the Lockheed Martin STOVL team used a more complex and risky variant known as the F119-PW-611, which was a remote shaft-driven lift fan driven by the main engine. However, this provided more thrust than was possible with direct exhaust alone. A successful design would have higher thrust and thus longer range than a simple vectored turbofan.
On October 26, 2001, the Ministry of Defense announced that the Lockheed Martin X-35 had won the JSF competition. The X-35 will become the production Lockheed Martin F-35 Lightning II.
The loss of the JSF contract to Lockheed Martin in 2001 was a major blow to Boeing, as it represented the most important international fighter aircraft project since the Light Fighter program competition of the 1960s and 1970s, which led to the F-16 Fighting Falcon. . and the F/A-18 Hornet. At the time, the production volume of the JSF was estimated to be between 3,000 and 5,000.
Before the contract, many legislators emphasized the idea of keeping the losing competitor as a subcontractor; but the "winner takes all" principle has not been changed. Nevertheless, Boeing views the X-32 as a strategic investment, giving Boeing important technologies it can apply to the F/A-18E/F Super Hornet and other research.
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In 2005, the Boeing X-32A was transferred to the National Museum of the United States Air Force near Dayton, Ohio. After the JSF competition, it deteriorated for several years outdoors, but is now indoors and is slated for restoration.
The X-32B was transferred to the Patuxt River Naval Air Museum near NAS Patuxt River in St. Mary's County, Maryland in 2005.
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