Flight Testing
Due to the heavy delta wing design of the prototypes, Boeing demonstrated STOVL and supersonic flight in separate configurations, with the STOVL configuration requiring that some parts be removed from the fighter. The company promised that their conventional tail design for production models would not require separate configurations. By contrast, the Lockheed Martin X-35 prototypes were capable of transitioning between their STOVL and supersonic configurations in mid-flight.
The first flight of the X-32A (designed for CTOL and carrier trials) took place on 18 September 2000, from Boeing's Palmdale plant to Edwards Air Force Base. The X-32B demonstrated STOVL flight, first flying in March 2001. The X-32 achieved STOVL flight in much the same way as the AV-8B Harrier II with thrust vectoring of the jet and fan exhaust. The Lockheed Martin team used a riskier alternative, a shaft-driven lift fan powered by the main engine which was designed to generate more thrust than possible with only direct exhaust gases. A successful design would have greater payload, and thus longer range than a simple thrust vectored turbofan.
Flight testing of both companies' aircraft continued until July 2001.
Read more about this topic: Boeing X-32
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