By Bill Norton

Bell/Boeing V-22 Osprey: Multi provider Tilt-rotor КНИГИ ;ВОЕННАЯ ИСТОРИЯ Bell/Boeing V-22 Osprey: Multi carrier Tilt-rotorByBill NortonPublisher:Aerofax2004 128 PagesISBN: 1857801652PDF120 MBThis joint Bell and Boeing undertaking was once proven in 1982 based on the Joint companies complex Vertical raise application overlaying a large functionality envelope and a number of initiatives. the reply got here within the kind of the V-22 tilt-rotor, an idea validated prior by way of Bell with their 1977 XV-15. The shipping airplane sort fuselage of the V-22, capable of hold 24 troops, is crowned by way of a wing with a posh flap/aileron process and swivelling pods housing Rolls-Royce turboshaft engines, each one riding huge, immense three-bladed prop-rotors. The XV-22A prototype first flew on 19 March 1989 and used to be through 9 additional prototype and improvement plane. The purpose was once that the USAF could obtain the CV-22B for designated missions paintings, the USA Marine Corps the MV-22B attack transports and the USA military the HV-22B CSAR/fleet logistics model, however the technologically hard application has been set again by way of deadly injuries and an eighteen month grounding whereas flight issues of safety have been addressed. besides the fact that, it really is set to recommence a constrained improvement application to ensure that the construction plane will start to be added on the finish of 2003 and achieve preliminary working strength by way of 2005 making the timing of this accomplished new booklet at the airplane, such a lot apposite. letitbit sharingmatrix eighty five

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Extra resources for Bell/Boeing V-22 Osprey: Multi Service Tilt-rotor

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Boeing was to handle the static loads and drop article STA while Bell was responsible for the fatigue article STA and the GTA. The 000 gave formal go-ahead for FSD in December 1986. At the time, the first flight was still planned for February 1988. Delivery of the pilot production aircraft was to begin in April 1992 and running over 13 months. Lot 1 was again changed, this time to 24 aircraft. A unit cost of $16 million per aircraft was estimated at the time, probably based on a wholly optimistic purchase of 1,088 machines.

Fortunately, such a power plant was the hopeful outcome of the Army's Modern Technology Demonstrator Engine (MTDE, later just MTE) program. 14kg/hr/kW) at a sea level cruise power setting of 3,000shp (2,240kW). To achieve this performance, high inlet turbine temperatures and pressure ratios were set as goals. Reduc- tion in weight, increase in reliability, and improved maintainability were also sought. Each US turbine engine manufacturer expressed an interest in MTE. By early 1984 the Army's requirement had evolved to 5,600-shp (4,175kW).

This option might provide the power but not the sfc, reliability, and other MTE specifications, and also entailed additional costs for a future modification to the final engine design. Likewise, a version of the Avco Lycoming T55 was under consideration. However, it later developed that three engine manufacturers - General Electric, Pratt & Whitney, and Allison - assured the airframe manufacturers that prototypes of their MTE power plants would soon be available. Consequently, the T64 option was abandoned in the first half of 1985 and the first flight of the JVX slipped six months to February 1988 to accommodate the promised upgraded engines.

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