XV-15 litho - NASA's History Office

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32 range of loading conditions and up to and beyond the high speed capability of current helicopters. The leveraging of the equal sharing of both Army and NASA financial and human resources made work on both projects at their respective centers feasible. These two major NASA/Army efforts, the TRRA at Ames (West Coast) and the RSRA at Langley (East Coast), satisfied the competitive interests of both centers in working on the leading edge of rotorcraft technology. Also, the tilt rotor project was consistent with NASA’s charter of maintaining world leadership in civil aeronautical vehicle technology and of advancing military aeronautical capabilities. The tilt rotor project was therefore an appropriate activity for Ames. At NASA Headquarters, convinced of the validity of the approach taken by the tilt rotor advocates at Ames, C. W. (Bill) Harper, Director of the Aeronautics Division, A. J. Evans, Director of Military Programs, and M. Adams, Associate Administrator of OART (Office of Aeronautical Research and Technology) promoted the tilt rotor project to NASA Administrator Dr. James C. Fletcher and Deputy Administrator Dr. George M. Low. In addition, the long association of the former NACA aeronautics cadre at NASA Headquarters with their Army counterparts in rotary wing research provided an important ingredient in the advocacy of the tilt rotor project. It was decided that if Army support could be obtained, approval would be granted for the project. Meanwhile, obtaining Army funding for this project was a formidable task. The Army’s assistant chief of staff for force development, Lieutenant General Bob Williams, who set policy for aviation research, had openly stated after the XV-3 activity was completed that he would not support the development of the tilt rotor aircraft. With the favorable results of the technology activities in hand, Dave Sharpe and Dean Borgman of the AMRDL prepared a briefing advocating a joint Army/NASA tilt rotor research aircraft project. This briefing was then presented to Lieutenant General Williams at the Pentagon by Paul Yaggy, who was soon to receive a surprising response. Shortly after that meeting, Lieutenant General Williams issued a letter stating that he was reversing his prior opposition to tilt rotor research and requested his staff provide full support to the tilt rotor effort. Funding for the Army’s participation in the tilt rotor research aircraft project was subsequently made available and additional funds were programmed into succeeding year Army budget plans. This decision was the final gate which led to the November 1971 Army/NASA agreement, cited earlier, for the joint development and operation of tilt rotor research aircraft. Even with the groundwork established, NASA Headquarters required additional documentation and planning prior to final approval of a new project of the complexity, risk, and magnitude of cost for the proposed tilt rotor effort. This documentation consisted of 20 items including a Project Development Plan, a Risk Assessment, an Environmental Impact Statement, a Safety Plan, a Reliability and Quality Assurance (R&QA) Plan, and a Procurement Plan.
Initial planning presented an activity with four elements. The first element consisted of establishing the technology base (essentially done by this time). The next focused on program formulation and the third element was a competitive design and proposal activity. In the fourth element, one contractor would fabricate and test two research aircraft. Project Plan Development The TRRA Project Office began to prepare several of these key documents toward the end of 1971. The initial version of the NASA/Army Project Plan for development of V/STOL tilt rotor research aircraft was released in April 1972. This document described the technical objectives of the project and defined the program elements, the management plan, the Government funding, facilities and manpower requirements, and the schedules. While the term “dual use” had not yet come into vogue, it was clear that the tilt rotor project would have to meet both civil and military needs to garner the necessary support. This dual use capability was highlighted in the Project Plan with the first illustration to appear in the document (figure 34). As the project took shape and underwent management reviews, the Project Plan would undergo two major revisions (once in April 1973 and again in September 1974) to change the scope and cost of the project, and to include, among other things, the review and reporting plan and the system and flight safety plan. Figure 34. Illustration from 1974 Tilt Rotor Research Aircraft Project Plan. 33
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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 28 and 29: Figure 2. Illustration of vertical
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 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
Page 78 and 79: 52 Prior to the start of flight ope
Page 80 and 81: Figure 44. Initial Bell tiedown sho
Page 82 and 83: 56 degrees 25 and a brief assessmen
Page 84 and 85: Figure 45. XV-15 in the Ames Resear
Page 86 and 87: 60 NAVAIR managers as a means of de
Page 88 and 89: Figure 46. Government and Bell pers
Page 90 and 91: Figure 49. Tiedown test facility at
Page 92 and 93: 66 Wheel height Top: Figure 51. Met
Page 94 and 95: 68 Symmetric beam mode Antisymmetri
Page 96 and 97: Figure 55. XV-15 during short takeo
Page 98 and 99: Top: Figure 56. Flow visualization
Page 100 and 101: 74 during “degraded” flight con
Page 102 and 103: Figure 59. Hover acoustics tests du
Page 104 and 105: 78 Nose weight Top: Figure 61. Typi
Page 106 and 107: 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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