XV-15 litho - NASA's History Office

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Figure 2. Illustration of vertical and short takeoff and landing (V/STOL) aircraft developed by the McDonnell Aircraft Company in the mid-1960s. 2 13 12 11 10 14 9 8 15 HUGHES STOPPED ROTOR McDONNELL MODEL 177 EWR/REPUBLIC US/FRG DORNIER De 31 GERMAN VJ-101 C McDONNELL BRITISH P-148 XV-1 FAIREY ROTODYNE-Y VFW VAK-191B 7 16 6 17 FRENCH VTOL MIRAGE III-V 5 19 18 LOCKHEED XV-4A SHORT 4 "TRANSONIC" SC.1 MILLER LOCKHEED VTOL-F-104 3 SHORT Revised: September 1967 20 SIKORSKY S-57(XV-2) LIFT PD 49 BRITISH FLYING PROTOTYPE TRANSPORT N.A.A. VTOL-P.D. 16 LOCKHEED UNDER CONSTRUCTION WIND TUNNEL TESTS OR MOCK UP 2 21 DESIGN CONCEPT STUDY G.E.-RYAN XV-5A HOVER 1 XV-4B TIP 22 FOR JET TRANSPORT ENGINES TIP JETS STATIC FIAT G 95-4 A LIFT+LIFT/CRUISE McDONNELL COMBINED POWER 23 TRANSPORT POWER PLANT FLYING FLYING SAUCERS (AVRO-CANADA) B BOEING FAN TIP TURBINE 24 FIGHTER PNEUMATIC PLANT FOR DRIVE HOVER PLATFORMS FLYING JEEPS McDONNELL OMNIPLANE VANGUARD-2C HOOP V/STOL AIRCRAFT SUMMARY McDONNELL AIRCRAFT SURVEY ONE-MAN-LIFTS (RUSSIAN) LOCKHEED AUGMENTED POWER C MECH FAN 25 GROUND EFFECT MACHINES 26 PLANT FOR HOVER SEPARATE TYPES D SPECIAL AND E TAIL-SITTERS 27 28 29 30 31 32 33 34 AAFSS ROTOR LOCKHEED SHAFT DRIVE DYNAMIC HELICOPTERS F STOL AIRCRAFT FOR HOVER & FORWARD FLIGHT McDONNELL 188 BREGUET 941) PIASECKI STOWED ROTOR MASS FLOW FIAT G G 95-4 COMPOUND X-14 SIKORSKY STOWED ROTOR BELL HAWKER P-1127 XV-6A BELL XV-3 FIXED POWER PLANT FLOW GENERATION SAME PROPULSION SYSTEM DEFLECTOR EXH. H PROP ROTOR TILTABLE MASS MASS FLOW EXHAUST ONLY GENERATOR AND DEFLECTOR DUCTED AND SLIP BLEED CURTISS WRIGHT lift. If the thrust for vertical takeoff is produced over a small area, such as the exhaust nozzle area of a “direct-lift” jet engine, the lifting device is referred to as a “high disc loading” type (where disc loading is defined as the thrust divided by the area over which it is produced). On the other end of the spectrum, if a large area is used to generate the vertical lift, as in the case of a helicopter with its large diameter rotors, the system is called a “low disc loading” device. This singular parameter (disc loading) is a direct indicator of the achievable level of efficiency in the production of the required hover thrust, as shown in figure 3. Low FREE X-19 PROPELLER STREAM MIKOYAN V/STOL X-100 CURTISS WRIGHT PLANT FAN PROP CURTISS WRIGHT TILT POWER SLIPSTREAM 300 VZ-2 BOEING VERTOL-76 COLLINS AERODYNE CHANCE-VOUGHT ADAM FAN PROPELLER BOEING VERTOL NORD-CADET 500 BELL X-22A DOUGLAS-DOAK X-16 VOUGHT-RYAN HILLER XC-142 HILLER X-18 FAIRCHILD 224 VZ-5FZ LOCKHEED CL-379 ROBERTSON VTOL RYAN-02 VZ3-RY 35 36 CANADAIR CL-84 VFW VC-400 48 49 50 51 52 47 46 37 45 38 39 40 41 42 43 44
disc loading lifting systems are capable of delivering significantly more thrust per horsepower than higher disc loading devices. Therefore, for applications where extended-duration hover or near-hover conditions are required, or where lower installed power or lower fuel consumption in hover is important, low disc loading aircraft concepts appear to be the right choice. The vertical lift efficiency of a VTOL aircraft, however, is not the only area of interest in the selection of a configuration. In addition to the need for vertical liftoff, these aircraft need to be designed to perform a cruise mission, usually with certain speed and range requirements. Performance in the cruise flight regime, therefore, needs to be assessed for each VTOL configuration. The challenge of finding an aircraft type that meets both the hover- and cruise-mode performance criteria, while also meeting other operational, economic, and environmental requirements was the major task encountered by the developers of VTOL technology. Figure 3. Hover vertical lift efficiency as a function of disc loading. 3
Page 1: The History of The XV-15 Tilt Rotor
Page 5: Contents Prologue . . . . . . . . .
Page 9: Dedication The story of the success
Page 13: Foreword The development of tilt ro
Page 17 and 18: List of Figures Figure 1 Leonardo d
Page 19 and 20: Figure 41 Simultaneous static test
Page 21 and 22: Figure A-2 Transcendental Model 2 t
Page 23 and 24: List of Acronyms AARL Army Aeronaut
Page 25: TRENDS Tilt Rotor Engineering Datab
Page 30 and 31: Figure 4. McDonnell XV-1 compound h
Page 32 and 33: Figure 7. Henry Berliner tiltpropel
Page 34 and 35: Top: Figure 9. The Baynes Heliplane
Page 36 and 37: Figure 13. Illustration from the Ha
Page 38 and 39: Figure 17. Bob Lichten, extreme lef
Page 40 and 41: Figure 20. Tiedown tests of the XV-
Page 42 and 43: 16 Research and Engineering), obtai
Page 44 and 45: 18 management continued to show int
Page 46 and 47: 20 Building the Technology Base Aer
Page 48 and 49: Figure 25. Bell 25-ft. diameter pro
Page 50 and 51: Figure 28. Performance tests of 5-f
Page 52 and 53: Figure 31. Bell 25-ft. diameter pro
Page 54 and 55: 28 Tilt Rotor Research Aircraft Pro
Page 56 and 57: 30 During the late 1960s and early
Page 58 and 59: 32 range of loading conditions and
Page 60 and 61: 34 The initial projected cost of $4
Page 62 and 63: Figure 35. Illustration of the Boei
Page 64 and 65: Figure 36. 1/5 scale XV-15 model in
Page 66 and 67: 40 under the contract. To accomplis
Page 68 and 69: 42 Aircraft Development The primary
Page 70 and 71: 44 Test stand angle box Test stand
Page 72 and 73: Figure 40. Proprotor response to co
Page 74 and 75: Figure 41. Simultaneous static test
Page 76 and 77: 50 helicopters. For the conversion
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52 Prior to the start of flight ope
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Figure 44. Initial Bell tiedown sho
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56 degrees 25 and a brief assessmen
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Figure 45. XV-15 in the Ames Resear
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60 NAVAIR managers as a means of de
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Figure 46. Government and Bell pers
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Figure 49. Tiedown test facility at
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66 Wheel height Top: Figure 51. Met
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68 Symmetric beam mode Antisymmetri
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Figure 55. XV-15 during short takeo
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Top: Figure 56. Flow visualization
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74 during “degraded” flight con
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Figure 59. Hover acoustics tests du
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78 Nose weight Top: Figure 61. Typi
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80 Following the completion of cont
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82 After the proprotors stopped, th
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84 sudden stoppage of the right eng
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86 A reconversion to the helicopter
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88 Paris Air Show By early 1981, th
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90 enroute from Farnborough to Fran
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Top: Figure 66. Senator Goldwater i
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Figure 69. Shipboard evaluations of
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Figure 71. XV-15 at the New York Po
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98 Crash (October 16 and 17, 1991).
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100 The End of an Era By the mid 19
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Top: Figure 73. XV-15 at the Dallas
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104 management system was very effe
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106 could make use of the same flig
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Figure 76. The Bell tilt rotor eagl
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110 demonstrations two years earlie
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112 Future Tilt Rotor Aircraft By t
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114 tiltrotor aircraft program. Thi
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116 Model 1-G Characteristics Power
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Figure A-3. Transcendental Model 2
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Figure A-4. XV-3 three-view drawing
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Figure A-5. XV-3 inboard drawing, s
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Nacelle angle (degrees) 124 120 90
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Figure A-8. General layout and majo
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Figure A-9. Side view inboard profi
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Figure A-11. XV-15 height-velocity
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132 Weight Design . . . . . . . . .
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134 WBS LEVEL: Bell Army/NASA I II
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136 US Army Air Mobility Research a
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138 Army/NASA (continued) Staff (19
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140 Appendix C—Chronology 1452-15
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142 1968 Boeing Vertol awarded cont
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144 November, Initial piloted simul
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146 24 March 1982 XV-15 demonstrate
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148 30 July 1987 FAA/NASA/DOD Tilt
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150 21 August 1990 V-22 reached 340
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152 14 June 1993 The Department of
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154 Appendix D—Awards and Records
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Figure D-1. Jean Tinsley, first wom
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Figure E-3. XV-15 flying by the Sta
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Figure E-7. Bell test pilots Roy Ho
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Figure E-11. Ken Wernicke, Bell til
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164 Appendix F—Bibliography Tilt
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166 Ball, J. C. “XV-15 Shipboard
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168 Churchill, G. B.; Dugan, D. C.
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170 Edenborough, H. K. “Investiga
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172 Harendra, P. B.; Joglekar, M. J
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174 Kvaternik, Raymond G. “Studie
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176 Magee, J. P.; Pruyn, R. “Pred
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178 Martin, Stanley, Jr.; Erb, Lee
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180 Rutledge, Charles K.; George, A
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182 Tischler, M. B.; Leung, J. G. M
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184 Whitaker, H. L.; Cheng, Yi. “
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186 Daniel C. Dugan Daniel Dugan gr
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188 Carnet, 88 Carpenter, Ron, 91 C
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190 Moffett Airfield, Moffett Field
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Monographs in Aerospace History Lau
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National Aeronautics and Space Admi
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