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Download PDF by Bill Norton: Bell/Boeing V-22 Osprey: Multi Service Tilt-rotor

By Bill Norton

Bell/Boeing V-22 Osprey: Multi provider Tilt-rotor КНИГИ ;ВОЕННАЯ ИСТОРИЯ Bell/Boeing V-22 Osprey: Multi provider Tilt-rotorByBill NortonPublisher:Aerofax2004 128 PagesISBN: 1857801652PDF120 MBThis joint Bell and Boeing venture used to be validated in 1982 according to the Joint companies complicated Vertical raise application masking a large functionality envelope and a number of initiatives. the reply got here within the type of the V-22 tilt-rotor, an idea confirmed prior through Bell with their 1977 XV-15. The delivery plane sort fuselage of the V-22, in a position to hold 24 troops, is crowned by way of a wing with a fancy flap/aileron procedure and swivelling pods housing Rolls-Royce turboshaft engines, every one using huge, immense three-bladed prop-rotors. The XV-22A prototype first flew on 19 March 1989 and was once by way of 9 extra prototype and improvement airplane. The purpose used to be that the USAF might obtain the CV-22B for precise missions paintings, the USA Marine Corps the MV-22B attack transports and the USA army the HV-22B CSAR/fleet logistics model, however the technologically difficult application has been set again via deadly injuries and an eighteen month grounding whereas flight issues of safety have been addressed. in spite of the fact that, it truly is set to recommence a limited improvement software to ensure that the creation airplane will start to be brought on the finish of 2003 and achieve preliminary working potential via 2005 making the timing of this accomplished new e-book at the plane, such a lot apposite. letitbit sharingmatrix eighty five

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

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The Hughes AN/AAQ-16 Infrared Detection Set provided the FUR camera to aid in night operations, installed in a ball turret under the nose. Initially the Bell Boeing V-22 design had a simply tapered aft body like the XV-15. But, this was changed to one resembling the C-130 Hercules' abrupt up-sweep to reduce drag. It also improved ceiling clearances during loading of tall cargo via the rear loading ramp, and increased clearance between the top of the aft fuselage and the starboard engine nacelle during BFWS.

Because all these features were already well along in development or in other aircraft, the technological risk was considered low. Based on that assessment a prototype of the proposed aircraft, a 'YV-22', was judged unnecessary. Bell was already preparing a proposed 35,000-lb (15,876-kg) 0-315 tiltrotor for the V/HXM competition. The design held promise for carrying 23 personnel at 15,000-25,000ft (4,572-7,620m) altitude and 266kts maximum airspeed to 200nm radii for the ship-to-shore mission. With a 5,000 Ib (2,268kg) pay'load the range was to be 1,500nm employing VTOL, or 2,400nm with STOL.

This saw the engines tilted through their full are, the ramp operated, and the nose gear cycled. Assembly was essentially completed in May and firstflight was expected during the summer with initial deliveries by still set for late 1991. By the beginning of 1988 the manufacturers were already aware that the aircraft would exceed the guaranteed empty weight and redoubled their weight reduction efforts. Weight growth is not unusual during aircraft development and expectations were that the V-22 would be at least 1,200 lb (544kg) heavy, with an associated impact to specified performance.

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