Boeing X -32 JSF

Prospective multi-role fighter.

The aircraft X -32:

Wingspan:

       Conventional aircraft 10.97 m

       aircraft with a GDP of 9.15 m

Length 13,6 m

Wing Area 55.0 sq ft

Weight (GDP):

       Empty 10200 (10886) kg

       maximum take-off 22700 (27200) kg

Internal fuel 6803 (7700) kg

Turbojet engine type 1 Pratt & Whitney F119-PW-100 (SE614)

Thrust 15,810 kgs

Maximum speed 1570 km / h 

Cruising speed subsonic

Combat radius of 1100 km

Crew 1 person.

The cost of the project $ 38,000,000

Armament:

20-mm six-barrel gun. Combat load - 5900-7700 kg

Standard: In stealth mode - 2 x 450-kg bombs and 2 SD-to-Air AIM-120C AMRAAMS.

In overload - 2,900-pound bombs and 4 SD in 2 compartments of weapons.

In normal mode uses 8-node suspension arms.

JSF FIRM Boeing

Article IV of the book Kudishin

"U.S. fifth generation fighter."

The first flight of the X-32 firm Boeing has marked him a return of the oldest aviation companies to produce fighters. The first step in this direction was taken in 1996 when the company decided to participate in the contest for the creation of the demonstrator aircraft.
Branch of Boeing Military Eyrpleynz "in late 1980 - early 1990's. actively participated in the three programs, the project gave rise to JSF: a naval program promising multipurpose fighter AF / X , a program of multi-functional fighter for the USAF and the MRF in the project DARPA CALF.The first two programs were canceled, and to participate in a third were admitted in March 1993 the firm Lockheed-Martin and McDonnell Douglas. "
Firm Boeing has not recognized his defeat and proactively initiated research on SUVVP.According to experts, "Boeing", it was supposed to be relatively simple to design aircraft, according to the scheme create a vertical thrust repeats Harrier. But unlike the Harrier project of Boeing in the last iteration was built around a thick delta wing application that allows to minimize the weight of construction and to provide sufficient amounts of fuel. Largely through the efforts of the company, Boeing, "the wreckage" program AF / X and MRF emerged Technology JAST.
Project by Boeing, submitted to the contest AF / X , was quite interesting to all, except for its price: one plane was supposed to cost more than $ 80 million after canceling expensive programs their managers from the company, "Boeing" gathered at the meeting, which developed approach to participation in the project JAST, taking all the most valuable of the projects that went "to cart". It was clear that now the cost of the new program is an independent variable, since both of the AF / X , and the MRF rejected precisely because they cost more in the "embryonic" stage, has exceeded all possible values.
From the viewpoint of minimizing the cost of the most viable option was a triangular thick wing, designed by Boeing on its own initiative for an aircraft CALF. This wing, together with direct thrust vector control engine, and a cornerstone in building the concept of JAST, as she saw specialist firm Boeing.
According to specialists, "Boeing", a thick wing has played a key role in achieving the specified performance range and payload. Fuel, placed in wing tanks, about 40% of take-off weight of the aircraft. The fighter had to have the level of domestic tanks is greater than the total capacity of internal and external fuel tanks of other airplanes in its class. As a result, the indicator "range / combat load" JSF fighter aircraft firm Boeing has assumed a 2.5 times better than that of aircraft such as F / A -18 and F-16. At the same time maneuvering characteristics remained the same or even improved in comparison with the aforementioned fighters.
JSF variants of the aircraft company Boeing for the Air Force and Navy had increased wing span with swept wingtips. Wing all the modifications did not develop and was equipped with maneuvering slats on top of the front surface of the spoilers have been installed.
Main undercarriage retracted into the gondola, located in the wing root. Two gruzootseka located on the sides of the fuselage in its central part. In addition, under the wing are four nodes of the external suspension for weapons and drop tanks.
When you create the aircraft were used the most advanced technology, developed by the company in implementing the program create a wide-body civilian aircraft of the new generation Boeing 777, as well as participate as a subcontractor for military programs of B-2 and F-22.According to the program director M. Mishshelisha, the proportion of CM in the mass of the glider had a 50% greater share of the Cabinet on the destroyer "Lockheed Martin" F - 22 (where it is 24%).
Acutely faced another problem: how on this basis to create three types of aircraft, unified by 70-90%? The answer to this question was the final configuration of the aircraft - vysokoplana a delta wing, V-shaped fins, nasal "chin" inlet and weapons bays on the side of the fuselage. The plane was originally designed as a weapons system on the basis of this it is not optimized for a particular criterion. For example, a large sweep of the wing leading edge was the result of not only the aerodynamic calculations, it also provided a decrease radar visibility and placement inside a thick sock and a long wing of a large number of different sensors.
The wing is a large area remains, in principle, unchanged from the earliest iterations of design, when in 1993, determined by the external configuration of the aircraft, which produced the program ASTOVL / CALF. This unit is central to the whole design, the fuselage in the design process "priraschivali" to the wing, and not vice versa.
Internal volume of the wing is enough to put inside the niche the main landing gear and 8600 kg of fuel. When an amount equivalent to F-16 fighter, the new plane is in the internal tanks three times greater fuel capacity. The wing has mnogolonzheronnuyu design with top and bottom plating of composites created using a thermoplastic matrix. This design has a low cost, low weight and good resists combat damage. The design of the wing spar technology is applied wave hardening Sine-Wave, developed by Boeing for the program of the F-22.
Up to 350-th iteration on the wingtips attended keels with rudders, also serves as end plate.According to studies conducted in 1995 revealed that the pair collapsed outside the classic keel allows you to save weight and add a stealth aircraft. As a result of this decision without any changes migrated to the X-32. The collapse of the keel provides good controllability of the aircraft at low speeds and high angles of attack during landing on an aircraft carrier, even in case of failure drives a flat nozzle with the SWT, the built-in control circuit pitch. In the case of absence of failure plane, in the opinion of its creators, is "outstanding maneuverability (although, rather, we are talking about handling - Comm. Aut.).
Requirements of the area occupied by air in the parking lot resulted in the loss of his length and wingspan. For the chosen configuration with a direct thrust vector control challenge the company, Boeing is also complicated by the fact that lifting the nozzle should be as close as possible to the center of mass of the aircraft, and this, in turn, forced to place the engine in front of the aircraft. At the same location for the side air intakes just no choice as a result it was decided to implement a front-cabin unregulated intake with protruding lower lip. Indisputable advantages of this solution are its simplicity, light weight and workability. As a result dovodok feed intake has been optimized for the entire range of speeds and permitted by the criterion of reducing the visibility.
When running at near-zero rates, the modes UVVP (short takeoff vertical landing - paralay ), when the engine is operating in a high air flow, front air intake shell is pushed forward on the rails, opening a wide gap of additional air intake. The aircraft has a very high chassis, which is due, firstly, vysokoplana layout, and secondly, the desire to avoid podsasyvayuscheego effect on modes UVVP.
The fuselage of the plane X-32 with the collapsed outward flanks constructively consists of two parts: the front and back, under-wing. In front of the cabin are a pilot, radar and avionics bay.
She designed and built in Seattle at the "Phantom Works in St. Louis. The tail part, which contains the engine compartment and payload bays, was built in Seattle. Box wing was built at a factory in Palmdeyle.
Cargo compartment of the aircraft have a large volume due to the wide fuselage. They conveniently suspend service. They have the advantage of stealth start-up of weapons, since you can use gruzootsekom deployed away from the goal. Each compartment can accommodate two rockets or one missile AMRAAM AMRAAM and one KAB JDAM.
When a more bulky models of weapons gruzootsekov length can be increased.
In late 1998 - early 1999, the company, Boeing has received updated TTM to the aircraft that was created as part of JSF. New requirements include: an increase in takeoff weight, the increase in weapons of mass when you return to the carrier, more stringent requirements for maneuvering characteristics at high angles of attack and to the sustainability of the course.
It became obvious that under the old configuration, with triangular-shaped wing and tailless use scheme to meet these requirements will not succeed. Required a more radical solution.
As a result, it was decided to replace the tailless scheme in common, with swept wings. The decision was taken at the end of 1998, and an official announcement was followed in February 1999
Program of experimental aircraft X-32, is on the verge of cancellation, managed to defend by reallocating savings in the construction of two prototypes, and direct them to the development of military architecture of the complex. The cost of the latter has increased dramatically due to revision of the scheme the aircraft and the need for additional blowdown occurred in the ADT.Despite these difficulties, work on the program X-32 ever came out ahead of schedule and were no cost overruns.
When you change the scheme revealed that the aircraft in its new configuration with a reduced wing-mounted system UHT ceased to satisfy the requirements of the U.S. Marine Corps and the British fleet on combat load and range. To overcome this trend had to apply additional measures to further reduce the weight of the airframe.
At the time of revision of aerodynamic configuration 56% of funds from the loan of 750 million dollars. Allotted to the phase of preliminary research and development and construction of prototype aircraft X-32 has already been spent, with about three-quarters of that amount went to the construction of experimental machines, and one quarter - the development of military architecture of the complex aircraft. Despite a gap between funding and performance of work, the program still has not been revoked, and the gap in the schedule of works has been eliminated by the beginning of 2001
The front part of the fuselage and wing leading edge sweep of 55 °, as well as the propulsion system remain unchanged. Trailing edge of the wing instead of the negative sweep in the 20 °, and received the same positive sweep. External form of the aircraft was worked out over several iterations, from 371 to 374.3. Part of the wing area was "withdrawn" and is added to the area of ​​horizontal tail. In order to save mass negative sweep of the lower lip inlet was changed to the same, but positive. As a result of improved performance intake at high angles of attack and, according to representatives of the firm "absolutely not hit reserve. (Although the first stage of the compressor motor has now become even closer to the outlet intake. - Comm. Aut.)
At dvuhkilevom vertical tail are single-section rudders. Horizontal tail has a two-spar construction with a "radial" arrangement of the rails that converge at one point - the site of rotation of the stabilizer.
Despite all the differences between the demonstrator and production aircraft, according to experts the company, Boeing, the results of flight tests of the X-32 is quite possible to be extrapolated to the serial configuration of JSF. This primarily refers to the degree of generality of various options and modes of behavior on short takeoff, vertical landing, hover, transition to horizontal flight (for SUVVP), as well as the approach on the deck of an aircraft carrier with minimal changes to the onboard computer software, aircraft . In the latter mode will be checked pickup engine control at low speeds and rudder stock. Stability of the aircraft at low speeds, according to director of programs for weapons systems Dennis Myulenburga, achieved a specific configuration of the front edge of the wing and fuselage, which has remained unchanged. Aircraft in the new configuration will have a much greater margin of rudders and therefore better control during landing. Myulenburg expressed confidence that the plane burst into the deck configuration "from birth" to be consistent with the level 1 conditions approach.
In 1998, the firm Boeing has announced that it was decided to reduce the degree of unification of design options for JSF aircraft for the Air Force, Navy and Marine Corps and the Royal Navy from 85 to 70%. "We thought that the maximum unification will reduce the cost of the aircraft, but now we have revised our view, adopting a compromise configuration" - said the chief program manager for Boeing »JSF F. Statkus. According to him, was searched areas where unification has been the most expedient.
Option SUVVP over land and aircraft carrier has "clipped" wing span 9.15 m vs. 11.0 m in the horizontal planes taking off. Length SUVVP also somewhat smaller than the other two options - 14.03 m vs. 14.42 m, due to shortening of the rear fuselage. This measure will save 136 kg of weight. Company Boeing is confident that by the beginning of mass production as a result of massosberegayuschih measures, all three variants of the aircraft will be to equalize the length that will give an opportunity to raise the level of the Unification and reduce cost.
On carrier-based version used a two-wheeled chassis with a reinforced nose strut, which increased the height of the aircraft parking for 30 mm. Another important difference between the three options offered by Boeing, is to set the gun Mauser VK27 only version of land-based.Deck option would be to have adequate car deck gain airframe and landing gear and landing hook. Option SUVVP be equipped with a vertical thrust. According to representatives of the company, Boeing, despite all their differences, the commonality of all three options will be from 85 to 95%, and the assembly will be done on one line.
R & D program JSF aircraft firm Boeing has three stages to reduce technical risk. First - building and testing airplanes of the demonstrators. The second - the development of military architecture of the complex avionics aircraft, measures to improve its secrecy, the creation of simulators and mock them various combat missions. At this stage, is widely involved in the LL-based Boeing-737-200 ", which practiced a variety of solutions architecture avionics and aircraft models in life-size to determine the ESR in various ways. The third stage will include a precise definition of the requirements for the aircraft as a weapon system in the serial configuration.
LL on the basis of a Boeing-737 "has been widely involved in the test program set the target hardware aircraft JSF, created by" Reyteon. LL mounted on board the full version of the complex, including AESA radar and opto-electronic sensors. Open architecture allows complex without too much difficulty to upgrade its life-cycle aircraft. The radar is already mounted on the LL, got a new antenna just 11 days.
Complex avionics for fighter aircraft, Boeing »JSF was tested on board a flying laboratory during the entire 2000 and early 2001 in June 2000 using a complex aircraft with LL was dropped KAB JDAM, struck a ground target. By the beginning of 2001 was carried out four successful simulated combat sorties in the JSF simulator drill involving the U.S. Air Force pilots. Using software simulators is fulfilled. providing aircraft onboard computer.
The plane will carry a wide range of weapons designed to destroy ground, surface and air targets.The range of weapons the fighter will include advanced tactical cruise missiles JASSM (at Air Force) or SLAM-ER (Navy and ILC), anti-SD-like "Maverick", anti-radar missiles HARM (U.S.) or ALARM (Royal Navy), guided aerial bombs such as JDAM and Peyvuey "W, svobodnopadayuschie bombs caliber 225, 450 and 900 kg, single cluster bombs. To destroy air targets fighter can be equipped with medium-range SD ATM-120 AMRAAM, as well as short-range missiles AIM-9M «Sidewinder" or highly-promising UR A I M-9X.
In the history of the U.S. defense department program JSF will be one of the most comprehensive. Nevertheless, the conviction of specialists Boeing, this company has three main components for its implementation: a well-researched business plan, which carries a low level of technical risk, readiness for the execution of this plan, as well as good engineering and technical team ready to work.
For, to reduce technical risk in developing new aircraft and its systems integration firm Boeing has developed 60 special programs. The effectiveness of these programs has already started life-affirming: with the help of two planes of demonstrators planned benchmark tests for all three variants of the aircraft JSF, as well as to assess their degree of generality. Creation of the LL test board complex confirmed the discovery last for upgrades. Full-scale model made it possible to very accurately determine the EPR, which, in turn, gave the opportunity to predict the degree of visibility of the aircraft in combat. The result has been demonstrated both technical and technological readiness to the top of the stage production JSF.
It will be deployed at plants in St. Louis and Seattle. Final assembly line will be located in St. Louis, but, in principle, a spokesman for the company, build JSF will be implemented on any other plant. Most of the processes applied and used in the manufacture of airplanes of the demonstrators will be used in the series.
Assembling the nose of the aircraft X-32A was completed at the factory in St. Louis (Missouri) ahead of schedule. She got better, and at its assembly spent slightly less money than originally planned. March 26, 1999 this unit in assembled form was sent in Palmdeyl (California) for final assembly. The process of assembling the forward fuselage of the new aircraft took 14 months, approximately half of the originally scheduled date. These successes were achieved by the introduction of new technologies in research and development, in particular spatial simulation forms, loads, forces and moments in flight avtomatizirovannoego pre-positioning matrix for creating parts made of composites, high-speed machining, and the use of cheap modern fasteners.Positive results gave a clear and smooth interaction with subcontractors.
In particular, the use of spatial modeling of structural elements made it possible to subcontractors to begin production of certain parts at a much earlier stage R & D at no additional cost money and effort on the production of intermediates, "reworking" of the samples. Using the spatial modeling has also been developed in advance of the technological process of the general assembly of the forward fuselage.
The above measures have helped, according to the representative firm Boeing, to be reduced. Research and development time by 40%, and the time to build the forward fuselage - 30%.Accordingly, a similar saving time and money had been achieved and the design and manufacture of other units wing X-32A and B.
The pride of the company Boeing is "Team One" or "One Team", which includes developers, engineers, contractors and representatives of the customer - only 32 members. The main feature of the team are able to work without a glitch, as a whole.
Team members not only engaged in the supply of components, but also identify specific points related to design in general. The team was formed in 1995 at a meeting of contractors and customer representatives.
With great difficulty to participate in the team at the earliest stage of its existence was made in UK, which made the JSF program's international status. The Americans were very interested in English studies for the program ASTOVL, so integration was very easy and painless.Participation of the British side, in particular companies, and BAE «GEC Marconi, has made an additional contribution to reducing the technical risk program and strengthen it financially.
The British actively participated and continue to participate in the preparation of documentation for the serial production.
"Team One" is divided into groups in accordance with the technical tasks to be performed by its members, and the initiative to take the majority of technical solutions within the framework of this or that problem lies with the members of the group, bearing responsibility for it. In particular, the choice of computer programs to reduce the technical risk of the firm "Reyteon" was produced by members of the respective group "Team One" on their own, without any guidance from the company, Boeing.
Aircraft maintenance is an area in which the firm Boeing has gained tremendous experience.Typically, the cost of the program of military aircraft begins to grow spontaneously after his fielding due to the cost of its maintenance, whereas in the civil aviation system is operating the aircraft as a constant monitoring is already common practice and provides an opportunity to significantly reduce operating costs. The idea of ​​service JSF is the same idea plus the ability to perform routine maintenance and repairs on any Air Force Base, without having to send aircraft to the manufacturer. To implement this concept on the basis of experience and a standard commercial computer software, used at present for routine maintenance and servicing of aircraft Boeing 777, was developed by the combined system of information distribution JDIS. This program provides users with information on the need of routine maintenance, repair, and availability of materials, spare parts and personnel for each specific machine in a particular place of her home. The ultimate goal is to develop JDIS aircraft spare parts within 24 hours of the request at any point in the U.S. and in 48 hours - anywhere outside the U.S..
JDIS will work in conjunction with the systems of forecasting failures, which will be completed with all production aircraft. Reliability of the system ensures reliable operation in both peacetime and in wartime as a subordinate unit of the global supply chain of spare parts, under the auspices of the U.S. government.
Projected savings in the cost of maintenance and repair works is estimated at 30%. application of the system will reduce the number of personnel engaged in work 40%, and reliability of all of the aircraft will increase by 50%
In mid-December 1999 the company, Boeing has completed the construction of two demonstration aircraft X-32A and X-32B. This allowed Boeing to note a kind of tactical victory over the rival firm Lockheed Martin, which is only the beginning of 2000, the JSF program has completed assembly of two demonstration aircraft X-35.
At the end of May 2000 was successfully completed the first phase of taxi testing experimental aircraft X-32A program manager assistant test aircraft Cathy Fleming, said that during the taxi tests was achieved speed 102 km / h. Tests confirmed the efficiency of the aircraft, including the management of the chassis, brake and power plant. The firm then Boeing had runs at higher speeds.
Program flight tests, Boeing X-32A was launched September 18, 2000 flight tests were originally scheduled for April - May 2000, but due to the prolonged strike of engineering and technical employees of the firm, Boeing, they were moved. September 23, 2000 at Edwards Air Force Base hosted the second flight of the X-32A flight was originally scheduled for Sept. 21, but because of the strong wind was postponed. Prodolzhiteelnost flight was 50 minutes, he passed at an altitude of 3050 m at a speed exceeding 320 km / h. Test pilot Fred Knox (Fred Knox) ​​said after the flight that "the behavior of the airplane was so what we got on the flight stands".Identified some performance characteristics, which allowed to move on to more complex missions. The plane was six pilots flew the firm Boeing and U.S. Air Force. In its course were not only fulfilled all the tasks assigned to the aircraft in the flight test program, but also obtained the most valuable additional information in addition to volume, which was designated in the contract with the U.S. Air Force. Test pilot firms Boeing FA Knox noted as the highest merit team plane of the fact that the program has been implemented in an unprecedentedly short time and with maximum effect. One of the factors contributing to this success is undoubtedly a high level of use in the simulator and simulators. During the flight, the X-32 flew exactly like its mathematical model, installed in the simulator. The plane developed a supersonic speed. Daylight saving time was divided roughly in half between the test program in the version of the aircraft for the Air Force and Navy.
X-32A during its flight tests demonstrated the possibility of an aircraft with a horizontal takeoff and landing (a variant for the Air Force) and carrier-based aircraft for the Navy. This fact, according to the representative firm Boeing FA Statkus, is another confirmation of the high degree of generality of various options for the aircraft JSF, offered by Boeing. The degree of generality is still one of the fundamental requirements of the customer, and the two experimental aircraft must demonstrate the ability of all three options proposed for launch in the series. In particular, the X-32A demonstrated normal handling during landing on an aircraft carrier with a high angle of attack, and partly - the possibilities for short take-off option SUVVP.
These results can be used for flight testing aircraft SUVVP X-32B, again, thanks to a high degree of generality, all three versions of the aircraft.
During the flight test program include the following steps:
- The first flight, which took place on Sept. 18, 2000, - the plane flew from the factory airfield in Padmdeyl at Edwards Air Base;
- Tests on landing approach at low speed. During November and December 2000 the aircraft X-32A under control of the customer's representative, Pilot FA Yeytsa, has successfully completed a series of approaches, typical for an aircraft carrier-based, reaching parameters satisfying the requirements of the U.S. Navy;
- The first in-flight refueling. In December 2000 the aircraft at an altitude of 6100 m flying at a speed of 435 km / h, was attached to a rigid rod refueling aircraft KC-10 and carried out simulations in-flight refueling without any kind of problems;
- Exit at supersonic December 21, 2000 Aircraft Boeing X-32A with the pilot, E. Cabrera from the U.S. Air Force entered the supersonic at an altitude of 9,200 m;
- Test gruzootseka. In January 2000, the firm Boeing has successfully completed acoustic and vibration test side gruzootseka aircraft X-32A both in the presence and in the absence of a compartment of the elements of weapons.
After 66 test flights a total of 50.4 flight hours of aircraft Boeing X-32A, was created in the contest JSF, in early February 2001 completed a flight test program, called "one of the most successful flight test program in history."
The second aircraft involved in the flight test program, the X-32B is equipped with a rotary engine with thrust vector control and to demonstrate the possibility of short takeoff and vertical landing.Powerplant aircraft went through a very bulky bench tests that included more than 1000 transitions from mode to mode horizontal thrust vertical thrust and back. At the factory the company, Pratt-Whitney in West Palm Beach (Florida) at the end of January 2000 resulted in an engine test, which was then mounted on the X-32B before testing on the vertical modes of traction. In February - March after bulkhead, and a thorough inspection of components and assemblies, the engine was bench testing modes that correspond to actual combat mission aircraft.
In early 2001, the X-32B aircraft began a program of land and gazovok rulezhek in small and medium speeds (up to 110 km / h) at the airport in Palmdeyle. According to test pilot Dennis O'Donahyu, on the ground plane behaves exactly the same as the X-32A. The first flight of the X-32B took place in March 2001, the flight test program was also held at the Center for operational use of aviation in the U.S. Navy's Patuxent River.
X-32B aircraft has minimal external differences from the X-32A, in particular, a modified lower lip inlet.
March 7, 2001 experimental aircraft X-32B completed a program of ground test mode short takeoff and vertical landing. During the runs, and gazovok nozzle engine by Pratt & Whitney »F119-614 is deflected by different angles from a horizontal position, the values ​​reached maximum thrust besforsazhnogo value.
Gazovki with the translation engine cruise mode to the vertical thrust and back and made chief-pilot of an aircraft program X-32 Dennis O'Donahyu on a leash, and the aircraft was located over gazovochnoy pit. Tests have confirmed the full integration of aircraft systems and their performance.
Ground gazovki were an important part of risk reduction measures during the flight test pilot SUVVP X-32B. In the course of their demonstrated ease the transition from the regime to regime and flexibility of direct engine thrust vector control. This ability is the power plant will give the X-32B aircraft to the possibility of very rapidly (1-3) transition from airplane mode to hover back and forth, minimizing the time spent on the unstable transition mode, with both near and far from the world's screen. This, according to developers, is fundamentally different from the new SUVVP Harrier, which is on the mode of vertical thrust needed in the earth screen and then goes from it to hover without affecting land.
During the flight tests of the X-32B was planned initially to demonstrate the transition from hover to horizontal flight and then, after working this element, and the possibility of a vertical landing.
Possibilities of X-32B confidently hang and move from mode to repeatedly confirmed by computer simulation and flight in simulators, as well as the results of bench testing of aircraft propulsion, during which it was produced in 1300 gazovok Integrated Control System aircraft and engines, as well as control laws laid down it had been checked and declared ready for flight tests. In January 2001, the propulsion system of X-32B has twice been subjected to the tests in real time, during which she worked on the modes corresponding to those during the sortie.