Warbird Information Exchange

DISCLAIMER: The views expressed on this site are the responsibility of the poster and do not reflect the views of the management.
It is currently Fri Mar 29, 2024 1:31 am

All times are UTC - 5 hours


Classic Wings Magazine WWII Naval Aviation Research Pacific Luftwaffe Resource Center
When Hollywood Ruled The Skies - Volumes 1 through 4 by Bruce Oriss


Post new topic Reply to topic  [ 3 posts ] 
Author Message
 Post subject: Bell X-22 & XV-3 ...
PostPosted: Sun Sep 09, 2018 9:49 am 
Offline
Long Time Member
Long Time Member

Joined: Fri Feb 03, 2012 1:48 pm
Posts: 7541
Wiki link to all the basic history of the X-22 below.
https://en.wikipedia.org/wiki/Bell_X-22
A nice color film of the X-22 in motion below.
https://www.youtube.com/watch?v=2NLmBE0kP1o
Preserved at the Niagara Aerospace Museum below.
http://www.airport-data.com/aircraft/ph ... 04433.html

One of the most unique attempts at vertical flight was embodied in the Bell X-22 that was sponsored by the US Navy during the 1960s. As part of the Tri-Service Program, the US Army, US Air Force, and US Navy each agreed to develop its own vertical/short takeoff and landing (V/STOL) concept under the joint supervision of all three services.
The concept adopted by the Navy featured tilting ducted fans since these were considered more suitable for use aboard ships. The ducted fans, mounted in forward and aft pairs, were able to rotate through 90 degrees to transition from vertical to horizontal flight. Pilots were able to control the orientation and speed of the aircraft by varying the pitch of each propellor, to change thrust, and by deflecting elevator surfaces located in the wake of each engine duct. The power to drive each of these fans was provided by turboshaft engines mounted in pairs at the root of the stubby rear wing. The engines were also joined by cross-shafts so that each fan could still be powered in case one engine or more were to fail.

Although the first X-22 managed to complete a series of vertical and short takeoff tests, a hydraulic failure on 8 August 1966 resulted in the total loss of the machine. All test duties were then transferred to the second example. This model was fitted with a variable stability system developed by the Cornell Aeronautical Laboratory (CAL) making possible great improvements in handling and general flight characteristics.

Upon the completion of the Navy test program, the sole remaining X-22 was handed over on 19 May 1969 for use in a number of Tri-Service, FAA, and NASA V/STOL projects. In that time, the X-22 completed about 400 vertical takeoffs and landings, 200 short takeoff and landings, and 185 transitions between vertical and horizontal flight. In July of 1970, the aircraft was transferred to CAL to conduct further research flights, including the development of a HUD system for the AV-8B Harrier II V/STOL jet. The data collected during the X-22 program also provided vital information used in the design of the V-22 Osprey. The X-22 was retired in October 1984 after completing over 500 flights and is currently displayed at the Niagara Aerospace Museum.

Last modified 05 March 2011

HISTORY:
First Flight 17 March 1966

CREW: two: pilot, co-pilot

ESTIMATED COST:

unknown

AIRFOIL SECTIONS:
Wing Root NACA 64A415
Wing Tip

NACA 64A415

DIMENSIONS:
Length 39.58 ft (12.06 m)
Wingspan 23.00 ft (7.01 m) across forward ducts
39.25 ft (11.96 m) across aft ducts
Height 20.67 ft (6.30 m)
Wing Area 425 ft² (39.56 m²)
Canard Area

not applicable

WEIGHTS:
Empty 11,460 lb (5,195 kg)
Normal Takeoff unknown
Max Takeoff 18,015 lb (8,170 kg)
Fuel Capacity internal: unknown
external: unknown
Max Payload

1,200 lb (545 kg)

PROPULSION:
Powerplant four General Electric YT58-8D turboshafts
Thrust 5,000 shp (3,728 kW)

PERFORMANCE:
Max Level Speed at altitude: unknown
at sea level: 315 mph (510 km/h)
cruise speed: 215 mph (345 km/h) at 11,000 ft (3,355 m)
Initial Climb Rate unknown
Service Ceiling 27,800 ft (8,475 m)
Range 385 nm (715 km)
g-Limits unknown

KNOWN VARIANTS:
X-22A #1 First example built, completed several STOL and V/STOL flights before a hydraulic failure led to a hard landing and loss of the aircraft after 15 flights totaling 3.1 flying hours.
X-22A #2 Second example, fitted with a variable stability system to vastly improve flight characteristics, completed 182 flights before being transferred to the Cornell Aeronautical Laboratory for another 300 some flights, retired in October 1984 and placed on display at the Niagara Aerospace Museum in New York.
X-22A-1 Proposal for an advanced armed ground support transport with a secondary cargo capability incorporating a redesigned forward fuselage containing tandem cockpit seating; not built.
X-22B Proposal for a follow-on X-22A carrying 1,400-shp T-58 turboshaft engines; not built.
X-22C Proposal for an enlarged transport derivative with an aft cargo ramp and powered by 2,650-shp T55 turboshaft engines; not built.

KNOWN OPERATORS:

United States (US Air Force)
United States (US Army)
United States (US Navy)
United States (NASA)
Cornell Aeronautical Laboratory

Image

Image

Image

Image

Image

Image

Image

Image

Image

Image

Image

Image

Image

Image

Image

Image



Wiki link to all the basic history of the XV-3 below.
https://en.wikipedia.org/wiki/Bell_XV-3
A nice color film of the XV-3 in motion below.
https://www.youtube.com/watch?v=gFIEl6KP2x4
Preserved at the USAF Museum below.
https://www.nationalmuseum.af.mil/Visit ... tron-xv-3/


The Bell XV-3 (Model 200) was a convertiplane powered by rotors mounted at the end of the wings, which could switch between vertical and horizontal positions. Although it was produced in the 1950s, it was also an early step in the development of the Bell Boeing V-22 Osprey, which entered development in the 1980s and service in the 2000s.

In 1950 the US Army launched a design competition for a workable convertiplane - something that would combine the VTOL capabilities of the helicopter and the level speed abilities of a conventional aircraft. In 1951 Bell was given a contract to produce their design. Phase I, which began in May 1941, covered the theoretical and engineering problems. This was followed by Phase II, which covered the production of a prototype of the Bell design, with the designation XH-33-BF. This was later changed to XV-3-BF.

The first mock-up of the Bell Model 200 was completed in June 1952, as was a quarter-scale model for wind tunnel tests. These lasted from June to November 1952, and in October 1953 a contract was awarded for the production of two prototypes.

The Model 200 had a conventional aircraft fuselage, but with a heavily glazed forward section which more resembled a helicopter. A single 450hp Pratt & Whitney R-985-AN-3 nine-cylinder radial engine was mounted behind the cockpit, with its air intake above the fuselage. This powered two rotors, one at the end of each wing. The rotor assemblies could rotate from the horizontal position to a nearly horizontal position in 10-15 seconds. The idea was to use gain enough height with them in the vertical position to allow for any loss of lift while forward speed was being gained. Once the rotors were in the horizontal position a gear mechanism would be engaged to reduce the rotor speed. If the engines failed the rotors could be manually returned to the vertical position to allow for a normal helicopter auto-rotative landing.

The first prototype was completed by January 1955, and a series of rotor whirl tests and static ground tests began, lasting to the end of 1955. This period also saw the aircraft make its first flight, a hover test on 23 August 1955. Flight tests continued until 23 August 1956, when the aircraft was damaged in a crash landing.

The second prototype was completed in April 1955. It had two-bladed rotors, which were installed in January 1958. The aircraft was used for full scale wing tunnel tests in October 1958, before on 18 December 1958 the aircraft finally made its first full transition in flight. Bill Quinlan, the Bell test pilot, described the transition as 'smooth and comfortable'.

In January-March 1959 the XV-3 underwent three months of Air Force evaluation at Edwards AFB. The Air Force test pilots found the XV-3 to be generally flexible and forgiving, but there were problems when hovering the aircraft within the ground effect zone (at very low altitude), especially because of the low power of the engine. It was also found to be statically and dynamically unstable below 34.5mph.

The first gear shift was made on 13 April 1959, after the aircraft had been returned to Bell. A total of 250 test flights followed, with 110 full conversions, before the flight programme ended in 1962. For the next three years Bell engineers worked on some of the faults that had been revealed by the test programme, but the aircraft was then badly damaged when the left pylon failed during wind tunnel tests in 1965, and work on the XV-3 came to an end.

This didn’t end Bell's interest in the basic concept. In 1972 Bell was awarded another contract for a VTOL aircraft, leading to the XV-15. This time the engines were also placed in the wing tips,

Engine: Pratt & Whitney R-985-AN-3 nine-cylinder radial engine
Power: 450hp
Crew: 4
Span: 31.3ft (excluding rotors)
Length: 30.3ft
Height: 13f 6in
Empty Weight: 3,600lb
Loaded Weight: 4,800lb
Maximum Speed: 180mph at 12,000ft
Climb rate: 1,400ft/ min

Image

Image

Image

Image

Image

Image

Image

_________________
[Thread title is ridiculous btw]


Top
 Profile  
 
 Post subject: Re: Bell X-22 & XV-3 ...
PostPosted: Sun Sep 09, 2018 10:46 am 
Offline
Long Time Member
Long Time Member
User avatar

Joined: Wed Jan 19, 2011 12:27 am
Posts: 5230
Location: Eastern Washington
During a tour of the D-M storage area in 1976, I saw the fuselage of the XV-3. It's good you see it restored.
It's an interesting aircraft, a pre-computer tilt rotor with Bell 47-era technology...and not even powered by a turbine, rather a radial.
Surely the grandfather of the V-22.

_________________
Remember the vets, the wonderful planes they flew and their sacrifices for a future many of them did not live to see.


Top
 Profile  
 
 Post subject: Re: Bell X-22 & XV-3 ...
PostPosted: Sun Sep 09, 2018 4:25 pm 
Offline
1000+ Posts!
1000+ Posts!

Joined: Mon May 21, 2012 12:28 pm
Posts: 1157
Two very interesting aircraft, thanks for posting. The XV-3 at Dayton looked immaculate when I saw it a few years ago.

If you can find some rare XC-142 photos that would be a great follow on subject! :D The tests and videos on you tube of the desert tests are most impressive.


Top
 Profile  
 
Display posts from previous:  Sort by  
Post new topic Reply to topic  [ 3 posts ] 

All times are UTC - 5 hours


Who is online

Users browsing this forum: Google Adsense [Bot] and 95 guests


You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot post attachments in this forum

Search for:
Jump to:  
Powered by phpBB® Forum Software © phpBB Group