Convertiplane: what is it, who invented it, how is it different from an airplane or a helicopter? Tiltrotor with jet drive rotors controlled by rotors by means of swashplates through control levers, requiring no additional controls

FIELD OF TECHNOLOGY TO WHICH THE INVENTION RELATES

The invention relates to transport engineering, and more specifically to convertiplanes having lifting rotors, like transverse helicopters for vertical takeoff and landing and for flying on an airplane after converting the device.

BACKGROUND OF THE INVENTION

A tiltrotor is known, called a vertical takeoff and landing aircraft (VTOL) V-22 Osprey, containing a fuselage, wings and a stabilizer with control surfaces installed according to an aircraft scheme, equipped with a hydraulic drive for turning the rotors for converting and controlling the apparatus.

a) the total weight of the tiltrotor (mainly due to heavy engines, synchronizing shaft and angular gearboxes, hydraulic conversion control drive and swashplate control (AP)) is large;

b) a fixed horizontally located wing creates a large shading resistance when it is blown by rotors in helicopter mode during vertical takeoff and landing.

This results in the following shortcomings:

a) the inability to land a tiltrotor on the water;

b) payload weight during vertical takeoff and landing is only 25% of the curb weight;

c) the presence of a synchronizing shaft and angular gearboxes complicates and makes the design heavier, requires additional power take-off of power plants for operation, reduces reliability due to the complexity of the design;

d) hydraulic drives for converting and controlling swashplates require additional power take-off of power plants, as a result,

e) increased fuel consumption during takeoff, landing, the entire flight.

An experimental tiltrotor is also known, called a vertical take-off and landing aircraft (VTOL) "XC-142A", containing a fuselage with a common rotary wing (tiltwing), as well as four propeller-driven power plants located on the wing, in which roll control is carried out by a differential change in power engines, in yaw - by aileron deflection, in pitch - by a tail rotor of small diameter, horizontally mounted in the tail section. In this case, the wing rotates in the range of 100 degrees from the longitudinal axis of the VTOL aircraft.

The reasons preventing the achievement of the technical result mentioned below in the manufacture and use of the known tiltrotor are as follows:

a) engines are equipped with small diameter propellers;

b) for pitch control, a horizontal tail rotor and auxiliary mechanisms are used;

c) power to drive the tail rotor and hydraulic drives is taken from the power plants of the main rotors;

d) a hydraulic drive and auxiliary mechanisms are used to rotate the wings.

The consequence of this are the following disadvantages of the tiltrotor:

a) significant power of power plants (engines), and consequently, the weight of the engines, an increase in the area and strength of the carrier wing, and, consequently, an increase in its weight;

b) the tail rotor, hydraulic drive and auxiliary mechanisms complicate the design, reduce the reliability of the tiltrotor, increase its weight and reduce its energy efficiency;

c) it is impossible to take off and land from/to water;

d) increased fuel consumption in the hover mode and the entire flight.

SUMMARY OF THE INVENTION

The present invention is based on the ability to control a tiltrotor with reactive rotors solely using a helicopter-type swashplate (AP), without any additional devices such as elevators, rudders, ailerons, flaps and other mechanisms. In this regard, the design of the tiltrotor is greatly simplified.

It becomes possible to carry out maneuvers in helicopter mode solely by changing the thrust vector of the rotors by means of a swashplate (AS). Pitch control with the help of AP is provided by a synchronous change in the cyclic pitch of the blades, in roll - by a differentiated change in the total pitch of the rotor blades. The pedals are used for yaw by providing multidirectional thrust vectors of the rotors relative to the center of gravity of the tiltrotor exclusively in helicopter mode.

In airplane mode, the pedal rods are switched to the steering wheel, thereby performing the “aileron” control mode, with the combined control of the “elevators” in pitch, as on airplanes, the control of the entire apparatus in airplane mode is carried out according to the “joystick” principle. Pitch-throttle in cruise mode is used to increase or decrease airspeed.

Particularly clearly achieved technical results are manifested in a particular embodiment, in which:

consoles with rotors do not have an interconnection with each other, freely rotate on hinges, can be fixed in a certain position using frictional and similar mechanisms in terms of the result achieved, do not have motors and hydraulic mechanisms for forced change of their position; consoles are controlled in the direction of the thrust vector of the rotors; the tail unit is not mechanized, it provides the direction of movement along the "aircraft" in passive stabilization of the direction of flight.

DETAILED DISCLOSURE OF THE INVENTION

The objective of the invention is to create a light tiltrotor with the following set of technical characteristics:

a) a range of more than 1000 km;

b) speed in airplane mode is not less than 500 km/h;

c) lightly loaded jet-driven rotors;

d) the possibility of vertical takeoff and landing from small areas and on horizontal surfaces unprepared for landing, allowing a slight slope;

e) the ability to take off and land on water.

The above problem is solved due to the fact that the tiltrotor contains:

fuselage (1);

fairings (19);

rotors (6) contain propellers (5) having blades (7) with jet engines (8) rigidly connected to columns (12) of consoles (2) by means of torsion bars (9) fixed on freely rotating shafts (10) of columns (12 ), in bearings (11);

jet engines (8) located in the cantilever part of the blades (7), having nozzles oriented towards the trailing edge of the propulsion blades (7);

swashplates (14) configured to change the total and cyclic pitch of the propeller blades (7) by changing the installation angle of said propeller blades (7);

The technical result achieved in the manufacture and use of a tiltrotor with the above technical specifications, is the sum of the following causally related effects:

a) the tiltrotor design is simplified in comparison with its analogue, namely, the vertical propeller, the stabilizer with movable aerodynamic planes and / or the active keel with steering planes are excluded, hydraulic or electrical systems are not required to turn the wings during conversion, no landing gear is required;

b) reduced the total weight of the tiltrotor;

c) increased reliability compared to convertiplanes and;

d) increased energy efficiency in aircraft mode, reduced fuel consumption in hover mode compared to convertiplanes and;

e) the ratio between payload mass and curb weight has been improved;

f) it is possible to take off and land from/to water and slopes up to<20*;

g) the method of controlling the tiltrotor is simplified.

The general reason that made it possible to achieve the above technical result is, first of all, the replacement of traditional propellers used in convertiplanes and jet propulsion, and the supply of both rotors with 2-channel swashplates, in place of 4-channel helicopter type.

The exclusion of hydraulic or other conversion mechanisms became possible due to the fact that the conversion occurs under the action of a force similar to the force on the helicopter rotor, which occurs through the swashplate, which affects the cyclically variable installation angle of the blades. This force is the resultant aerodynamic force that affects the change in the position of the rotors in space; the change in thrust force is carried out by changing the total pitch of the blades by means of a swashplate.

The possibility of changing the cyclic pitch of the propellers in airplane mode allows you to vary the position of the tiltrotor in space, as a result of which no additional aerodynamic steering elements of the wings, keels and stabilizers are required.

The need for a tail rotor and steering planes is eliminated due to the fact that setting a different cyclic pitch on the left and right propellers in helicopter mode and a different total pitch of propellers in airplane mode allows you to turn the aircraft in any direction without using any additional means.

The use of jet propulsion instead of traditional turboprops allows to reduce the overall weight and dimensions in comparison with the layout, in which the power units are located at the ends of the consoles; the use of electronic synchronization of the rotation of the rotors by controlling the fuel supply to each rotor separately with feedback makes it possible to abandon the synchronizing shaft with angular gearboxes. And in comparison with the layout, in which the power unit is located inside the fuselage, the same result is achieved due to the absence of transmission and kinematic links between the power unit and the rotors.

In accordance with the present technical solution, the power plant of the jet propulsion unit is made in the aggregate of the rotor itself or in the form of an independent unit.

In one of the preferred embodiments of the tiltrotor rotors, the aforementioned air-jet propellers (5) are made in one piece with the rotor (6) and the aforementioned blades (7), while the aforementioned blades (7) contain a common input device (13) located near the shaft rotors (10), a longitudinal air duct of the blades (7) with a heat exchanger (21) located inside it for the evaporation of cryogenic fuel and an engine combustion chamber (8) with a jet nozzle. In more detail, the design and principle of operation of propulsors of this type are disclosed in the RF patent for utility model No. 95035.

In an alternative embodiment, the tiltrotor additionally contains an air blower or a gas generator, while the above-mentioned engine nozzles (8) are connected to the above-mentioned column (12) in the fairing (19) through air ducts located inside the above-mentioned propellers (5), and the above-mentioned column of rotors in the fairing (19) is connected with the outlet of the mentioned air blower or gas generator by means of an air duct, which ensures tightness in the places of swivel joints. This type of blade drive is similar to that used in the Sud-Ouest SO-1221 Djinn and Pegasus Pressure Jet Helicopter helicopters.

Tightness in the places of swivel joints is ensured by means of labyrinth seals.

As the aforementioned blower or gas generator, a jet turbocharger may be used. It is particularly advantageous if the jet nozzle of the turbocharger is provided with deflectors for controlling the thrust vector of the aft fuselage.

Preferably, the aforementioned blower or gas generator is placed inside the aforementioned fuselage (1). However, the possibility of installing a turbocharger or compressor inside a fairing connected to the fuselage is not ruled out.

Propeller blades can be of various designs with or without features that improve aerodynamic efficiency (blade torsion, tips, swept ends).

The aforementioned keel (4) is passive and does not have movable steering surfaces. Of course, the addition of the keel with steering elements is not excluded, but there is no urgent need for this.

The aforementioned stabilizer (3) is made passive, that is, it does not have aerodynamic elements with a variable angle of attack. Of course, the addition of the stabilizer with these aerodynamic elements is not excluded, but there is no urgent need for this.

The specific design of the stabilizer or keel is not critical, the stabilizer and / or keel can be made as a single element, or the stabilizer and / or keel can consist of two separate elements: right and left and upper and lower, respectively.

In order to improve aerodynamic efficiency, the stabilizer (3) may (optionally) be provided with tips (also called keel washers).

In a particularly preferred embodiment, the aforementioned consoles (2) can (optionally) be made in the form of wings. Wings may have a variety of airfoils, such as, but not limited to, flat, plano-convex, or biconvex airfoils. Wing sweep can be either forward or reverse, but reverse sweep is preferred.

Said hinges (18), by means of which said consoles (2) are connected to said fuselage (1), may (optionally) be provided with means ensuring, in the absence of a significant horizontal component of flight speed, that said consoles (2) are set in a neutral position, appropriate for takeoff, landing and/or hovering.

In a particularly preferred embodiment, the aforementioned hinges (18), axles or half-axes, on which the consoles are fixed and through which the said consoles (2) are connected to the said fuselage (1), are equipped with friction clutches with electromagnetic control for fixing in a given position. The presence of a trimmer-lock allows you to reduce the complexity of piloting after setting the desired direction of the course, after leveling the tiltrotor.

The aforementioned hinges (18), on which said consoles (2) are mounted, can (optionally) be placed above the tiltrotor's center of gravity. This arrangement provides a better balance of the aircraft in roll and pitch, compared with an alternative arrangement, when the consoles are fixed below the center of gravity.

To reduce the space occupied, when stored in a hangar or when parking, the aforementioned consoles (2) can be (but not necessarily) made removable or collapsible.

Traditional controls (16) can be used to control the tiltrotor, including, in particular, traction and rocking chairs, providing communication of the aforementioned swashplates (14) with controls (16) located in the cockpit, in particular with servos connected to the control unit , while the control unit is configured to receive control signals and transmit telemetry via wireless communication channels.

Alternatively, the aforementioned fuselage (1) may (but need not) be made integral with the cockpit, with the control carried out directly by the pilot using controls located inside the cockpit. The control means may include rods and rockers that provide communication of the aforementioned swashplates (14) with the controls (16). The controls (16) are located in the cockpit and can be a steering wheel, step-gas and pedals.

Since the landing and takeoff of a tiltrotor can be carried out at almost zero landing speed (both vertical and horizontal), the landing gear is not required, and instead of them, the mentioned fuselage (1) can be equipped with floats-supports (20) for landing (on water or other surfaces without a slope or with a slight slope) or other supporting elements.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 schematically shows the above-described tiltrotor side view.

Figure 2 schematically shows the above tiltrotor top view.

Figure 3 schematically shows the above-described tiltrotor front view.

Figure 4 shows a schematic diagram of the mover with elements of the swashplate, torsion bar, rotor column, the possibility of supplying fuel to the mover and the movement of air in the duct supercharger.

IMPLEMENTATION OF THE INVENTION

Figure 1 schematically shows a tiltrotor side view, which contains a fuselage 1 with a cockpit, attached to it rotating around the transverse axis of the fuselage wing consoles, on which jet propulsion units are fixed in one piece; passive stabilizer and keels 4 are attached to the extreme tail section; floats 20 are attached in the lower middle part; in the cockpit of the tiltrotor are the controls; behind the cabin, in the rear compartment, there may be necessary for launching and operation: starting auxiliary power unit (APU), fuel tank (cylinder), on-board power battery, and other structural components; on the consoles 2 and inside the fairings 19 there are rotor columns extending from the fuselage to the fuel supply communication console, an ignition circuit, a starting air line, control rods with mixers and intermediate control rockers, and helicopter-type swashplates (not shown). The execution and placement of the equipment necessary for launching and operating is not structurally fundamental, since it depends on the design solution of the problem.

In FIG. 2 shows: the fuselage 1 with structural elements, such as: the cockpit and passenger cabin with duplicated tiltrotor controls 16, the center of gravity 17, the rear fuselage with the stabilizer 3 and keels 4, the center section with hinges 18 consoles 2, on which fairings 19 are fixed with columns of rotors and rotors 6 fixed on them, floats-supports 20.

In FIG. 4 shows fairings 19 with columns 12 of rotors with a shaft 10 and bearings 11 placed in them, the columns include: the housing itself, on which the elements of fuel transfer from the non-rotating part to the rotating part of the rotor are fixed through the shaft 10 connected to the column housing by means of bearings 11, swashplate 14, a torsion 9 is also fixed on the rotor shaft, which combines the blades 7 of the propellers 5 into the rotor 6. In the region of the rotor shaft, the input device of the propellers 13 is located, which is strictly oriented along the flight axis in airplane mode. The propeller 5 itself is also shown with elements of air channels, a heat-exchange evaporator-spar 21 and an air-breathing engine 8. The air direction in the duct supercharger and the principal fuel supply to the jet engine are also shown schematically.

The tiltrotor contains a fuselage 1 with cantilever wings 2, independently and freely rotating in the transverse axis in the region of the center of gravity, in the range from -10 to 110 degrees relative to the longitudinal axis, as well as two jet propulsion 5 of two rotors 6, rigidly fixed along the axis, on each from rotary consoles 2. In the rear part of the fuselage there is a passive stabilizer 3 and a keel 4, which does not have steering planes, which acts as a passive directional stability. The tiltrotor fuselage 1 in the middle part also has two additional float-supports 20, which together with the fuselage 1 serve as a landing surface for landing and takeoff from any horizontal surface up to the water. The tiltrotor control device contains only a helicopter-type swashplate 14, located in close proximity to the propellers, in fairings 19 and combined into a single control circuit, by means of rods and rocking chairs, with a steering wheel, step-gas and pedals 16, located in the cockpit.

Console 2 is made removable. Removability of the consoles can be provided by one of the well-known quick-release technical means, for example, by means of base pins with subsequent locking or with the help of base joints and fixing screws, etc.

Takeoff, flight and landing tiltrotor performs as follows.

The starting auxiliary power device (APU) is launched, which is located in the fuselage (1) and which provides the necessary volume and pressure of air to start jet propulsion units (5), which are simultaneously supplied with fuel and high voltage to the glow plug, consoles (2) with jet propulsion (5) rotors (6) are in a vertical position. After the propellers are started and they reach the operating speed of the rotors, a vertical take-off is performed in helicopter mode with a climb to gain speed in level flight and a transition to airplane mode (conversion). After gaining speed in airplane mode, the tiltrotor continues horizontal flight at a given altitude with cruising speed. Helicopter landing is carried out in the reverse order: forward speed reduction to helicopter mode speeds, conversion to helicopter mode, selection of a landing site, landing on floats 20, rotors 6 stop, fuel supply cut off.

Maneuvering tiltrotor on takeoff, in flight and landing is provided by changing the position of the consoles (2) with the rotors (6) using the control of the swashplates (14) from the cockpit, the controls 16: steering wheel, step-gas, pedals. Due to the fact that the force vector drags the consoles to take a position corresponding to it in space, due to changes in the pulling force vector by the propellers-rotors, by means of a helicopter-type swashplate (14) controlled by controls (14) from the cockpit, the tiltrotor itself is controlled as a whole.

The movements of the helm, step-throttle and pedals pass through 2 mixers and work as follows:

1) the steering wheel "from itself - towards itself" in helicopter and airplane mode changes the pitch of the tiltrotor, acting on the rotors in synchronous motion of both swashplates. Provides conversion from helicopter to airplane mode and vice versa;

2) the movement of the steering wheel "left-right" in helicopter mode changes the roll, affecting differentially the common pitch of both rotors. In airplane mode, it works in the “ailerons” function, the function appears when converting by switching the rods automatically from the pedals to the steering wheel;

3) the pedals work only in the helicopter mode in the "yaw" mode and affect the swashplate differentially;

4) Pitch-throttle lever influences the synchronous collective pitch and overall adjustment of the fuel supply automatically to the propulsion rotors. Serves for takeoff in helicopter mode and maneuvering vertically, in airplane mode - to increase or decrease forward speed.

Stabilization of flight along the course in airplane mode is carried out by the stabilizer (3) and keel (4) according to the principle similar to the plumage of an arrow.

Below are the main flight data of the proposed tiltrotor, obtained in the process of detailed design.

BIBLIOGRAPHY

1. Convertible V-22 "Osprey" // http://ru.wikipedia.org/wiki/Bell_V-22_Osprey.

2. Convertiplane "XC-142A" // Ruzhitsky E.I. American VTOL aircraft. M.: ACT: Astrel, 2000.

3. RF patent for utility model No. 95035.

1. Tiltrotor, containing:
fuselage (1);
stabilizer (3) and keel (4) made with the ability to maintain directional stability in aircraft mode and located in the rear fuselage (1);
consoles (2) installed near the center of gravity (17) on both sides of the fuselage (1) and connected to it by means of hinges (18), providing the ability to change the angle of rotation in the range from 100 to -10 degrees relative to the horizon independently of each other;
fairings (19);
the columns (12) are rigidly connected to the consoles (2) and are closed with fairings (19);
rotors (6) contain blades (7) with jet engines (8) connected to columns (12) of consoles (2) by means of torsion bars (9) fixed on freely rotating shafts (10) of columns (12) in bearings (11) ;
jet engines (8) located in the console part of the blades (7), having nozzles oriented towards the trailing edge of the blades (7);
swashplates (14) configured to change the total and cyclic pitch of the blades (7) by changing the installation angle of said blades (7);
control means (16) configured to change the total and cyclic pitch of said blades (7) of the rotors (6).

2. Tiltrotor according to claim 1, characterized in that the aforementioned blades (7) contain a common inlet (13) located near the rotor shaft (10), a longitudinal air duct of the blades (7) with a heat exchanger (21) located inside it for evaporation of cryogenic fuel and the combustion chamber of the engine (8) with a jet nozzle.

3. The tiltrotor according to claim 1, characterized in that it additionally contains an air blower or a gas generator, while the above-mentioned engine nozzles (8) are connected to the above-mentioned column (12) in the fairing (19) through air ducts located inside the above-mentioned blades ( 7), and the aforementioned column of rotors in the fairing (19) is connected with the outlet of the said air blower or gas generator through an air duct that ensures tightness at the joints.

4. Tiltrotor according to claim. 1, characterized in that the tightness in the places of swivel joints is ensured by means of labyrinth seals.

5. Tiltrotor according to claim 3, characterized in that in it the above-mentioned air blower or gas generator is a jet turbocharger, and its jet nozzle is equipped with deflecting elements for thrust vector control.

6. Tiltrotor according to any one of paragraphs. 3 or 5, characterized in that the aforementioned air blower or gas generator is placed inside the aforementioned fuselage (1).

7. The tiltrotor according to claim 1, characterized in that the aforementioned keel (4) is passive in it, does not have movable steering planes.

8. Tiltrotor according to claim 1, characterized in that the aforementioned stabilizer (3) is passive in it.

9. Tiltrotor according to claim. 1, characterized in that the aforementioned stabilizer (3) is a single element.

10. Tiltrotor according to claim 1, characterized in that in it the aforementioned stabilizer (3) is equipped with wingtips - keels (4) (keel washers).

11. Tiltrotor according to claim 1, characterized in that the aforementioned consoles (2) are made in the form of wings.

12. A tiltrotor according to claim 11, characterized in that the aforementioned wings are made with a flat, plano-convex or biconvex airfoil.

13. Tiltrotor according to claim. 11, characterized in that the above-mentioned wings are made with reverse sweep.

14. The tiltrotor according to claim 1, characterized in that in it the aforementioned hinges (18), through which the aforementioned consoles (2) are connected to the aforementioned fuselage (1), are equipped with means that ensure, in the absence of a significant horizontal component of the flight speed, the installation of the aforementioned consoles (2) in the neutral position corresponding to the takeoff, landing and/or hover mode.

15. The tiltrotor according to claim 1, characterized in that in it the aforementioned hinges (18), through which the aforementioned consoles (2) are connected to the aforementioned fuselage (1), are equipped with friction clutches with electromagnetic control for fixing in a given position.

16. Tiltrotor according to claim. 1, characterized in that the above-mentioned hinges (18), on which the above-mentioned consoles (2) are installed, are located above the center of gravity.

17. Tiltrotor according to claim 1, characterized in that the aforementioned consoles (2) are removable or foldable for compact parking.

18. Tiltrotor according to claim 1, characterized in that the aforementioned controls include rods and rockers that provide communication of the aforementioned swashplates (14) with controls (16) in the cockpit.

19. Tiltrotor according to claim 1, characterized in that in it the aforementioned fuselage (1) is made integral with the cockpit.

20. Tiltrotor according to claim 1, characterized in that in it the aforementioned controls include rods and rockers that provide communication of the aforementioned swashplates (14) with controls (16).

21. A tiltrotor according to claim 20, characterized in that said controls (16) are located in the cockpit and represent a steering wheel, step-gas and pedals.

22. Tiltrotor according to claim. 1, characterized in that in it the aforementioned fuselage (1) is equipped with floats-supports (20).

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tiltrotor

The very first detailed tiltrotor project was the Wesserflug P.1003, developed in Germany in 1938 by designers Rohrbach and Simon. According to the project, it was supposed to create a two-wing tiltrotor with a rotary wing (more precisely, only the ends of the wing should have rotated, with a fixed middle). However, due to the war that began the following year, the project was never implemented. The second detailed tiltrotor project in the same Germany was not implemented due to the end of the war. Since the firms Focke and Ahgelis intended to build their Fa-269 as a wunderwaffe. According to this project, the tiltrotor was supposed to have “pushing (rather than pulling, as in classic tiltrotor projects) three-bladed propellers, which, thanks to a very high landing gear, could turn down during takeoff. Curiously, there was supposed to be only one (but very powerful) engine, which was supposed to be located in the fuselage, and inside each wing there had to be a transmission leading to a rotary screw.

Other unrealized projects of the Wunderwaffe with helicopter takeoff from Heinkel - Wespe and Lerche did not have any rotary propellers or rotary wings, but had to take off and land like a helicopter due to the vertical position of the fuselage during takeoff. Both projects differed only in weight and dimensions, and had a similar design from a hull cut in half in the middle of which there should have been a pair of screws enclosed inside one annular wing. With a vertical fuselage, it was supposed to take off and land, as well as the extremely original unrealized project of the wunderwaffe - Tribfluegel from Focke-Wulf, which has a rotating Y-shaped wing, which is also a three-blade propeller rotating not from a piston, but ... a jet engine, like a Bengal wheel. Curiously, Heinkel had a similar wunderwaffe project - Ypsilon, which differed from the Focke-Wulf Tribfluegel only in that its wing did not rotate (that is, unlike the Focke-Wulf - it should not have been a rotorcraft, in the literal sense of the word, but just a jet aircraft with vertical takeoff).

Tiltrotor with turning screws

A convertoplane with rotary propellers (tiltrotor, (tiltrotor) is an aircraft that combines vertical takeoff / landing according to the helicopter principle with movement at the speed of a turboprop aircraft.

Usually, not the propellers themselves are rotary, but nacelles with propellers and engines (like the Bell V-22 Osprey), but there are also designs in which only the propellers rotate, and the engines (for example, located in the fuselage) remain stationary. An example of a rotorcraft where only the propellers turn is the Bell XV-3.

It should be noted that the term tiltrotor is not equivalent to a tiltrotor, since it is a specific implementation scheme for a tiltrotor.

tilt-wing tiltrotor

Tiltwing X-18 turns wing

Four-engine experimental tiltwing XC-142A

There is a variant of a tiltrotor called a tiltrotor with a rotary wing (tiltwing; Tiltwing, from tilt - turn and wing - wing), when the entire wing rotates, and not just the tips, like a tiltrotor.

The disadvantage of the rotary wing is its great complexity, the advantage is that during vertical takeoff the wings do not obscure the airflow from the propellers (thus increasing the efficiency of the propellers).

Tiltrotor with propellers in annular channels

Aircraft with vertical takeoff (or short take-off and landing) with propellers in the annular channels can be referred to as having rotary propellers or having a rotary wing.

Their peculiarity is that the screws are located inside a special ring, which is sometimes called an “annular” wing, in aircraft modeling such a screw in an annular channel is often called the term “fan” propeller (in aircraft modeling such a screw is usually hidden inside a jet engine model) . This type of propeller has a very high speed of the air flow thrown off by the propeller, which makes it possible to get by with very small wings, providing a high compactness of the tiltrotor. The same advantage turns into a serious drawback when performing the functions of a helicopter, as a result of which funding for the development of such convertiplanes was stopped as soon as it came to their ability to completely replace the helicopter.

Examples of such convertiplanes are the Bell X-22 A, Doak VZ-4DA and Nord 500.

VTOL with vertical position

A vertical takeoff and landing aircraft with a vertical body position (tailsitter, tailsitter (), from tail - tail and sitter - sitting) - a variant of the VTOL layout. Such an aircraft takes off and lands on its own tail like a helicopter takes off and lands, and then goes into horizontal "aircraft" flight. Despite the impossibility of landing “on an airplane”, it is not a tiltrotor, since when switching to a horizontal flight mode, the propellers do not turn relative to the wing and fuselage of the aircraft. The complexity of the scheme lies in the organization of control in the modes of vertical and horizontal flights, as well as transitional ones - it is difficult for the pilot to navigate, because the same controls perform different functions in different modes, in addition, visibility is difficult in vertical modes. Nevertheless, the absence of large turning parts, as well as a single power plant for vertical and horizontal flight modes, made it possible to simplify the design of the device, and this scheme was popular with designers for a long time. This scheme was used by both jet and screw VTOL aircraft. A few VTOL aircraft built according to this scheme remained experimental prototypes.

In 1972, at the Mil Design Bureau, a project of the Mi-30 propeller plane arose, which has a classic scheme with a pair of rotary propellers (nacelles with propellers and engines). Within the framework of this project, analytical and design studies were carried out, which consisted of both theoretical work and tests of models of the rotary screw on an aerodynamic stand. Based on the results of these works, relevant studies were introduced into the rotorcraft project, for example, the take-off weight increased from 10.6 to 30 tons, with a simultaneous increase in both engine power and payload. The construction of the first flying models was planned for 1986-1995, however, due to the onset of restructuring, the rotorcraft was not built.

Notes

Creation of the first prototypes

Even before the outbreak of World War II, several countries, including the USSR and Germany, took up the development of a new type of aircraft. As planned, the design should have had rotors that controlled vertical movement, as well as main traction engines.

Ideally, of course, such a tiltrotor should have had a rotary motor that changes its position depending on the direction of movement.

The very first samples were a rocket aircraft, which was set at an angle of 90 degrees to climb on the launch pad. Taking off, the car flew already "like an airplane."

The Germans went a little further. They made a model in which it was possible to change the geometry and angle of the wing. It should be clarified that most of the developments remained only on paper, since the outbreak of war prevented their implementation.

Osprey: American tiltrotor

In the mid-80s of the 20th century, the development and flight tests of the first serial aircraft with rotating traction engines were being actively completed in the United States. The car was named Bell V-22 Osprey. However, their mass production began only in 2005.

As for the design, the device is equipped with two powerful motors. The creators placed them in special gondolas at the ends of the wing. They can rotate up to 90 degrees.

To increase the level of mobility and the ability to deliver the vehicle by large transport aircraft, as well as to enable it to be based on the deck of aircraft carriers, mechanisms have been developed that fold propellers and wings.

A distinctive feature of the Osprey from other representatives of the air fleet is the hull and frame, made on the basis of fiberglass and composite alloys, which makes the tiltrotor itself unusually light.

Being in service with the US Marine Corps, the Bell V-22 Osprey has several advantages over conventional helicopters and aircraft:

Sufficiently large load capacity of 5445 kg;
The ability to quickly deploy the device in a combat position;
The cargo compartment can accommodate 24 people or 12 lying wounded;
Special hooks allow you to transport bulky goods;
Vertical landing and high cruising speed make it possible to quickly deliver and evacuate paratroopers and weapons from the battlefield.

The US military uses this type during local military conflicts. Such a machine can not only be used as an amphibious vehicle, but also as fire support for troops.

Convertiplane Russia VRT30

Unlike the United States in Russia, the development of this kind of technology and have not been fully implemented. In the Soviet Union, in the late 1970s, the development of the Mi-30 tiltrotor was carried out, which over time was supposed to replace the well-known Mi-8 helicopter. However, due to the collapse of the USSR, the project was never completed.

The only company that can organize and establish the creation of prototypes, and then mass production, is the Russian Helicopters holding. We are talking about a promising unmanned propeller plane VRT30, which, in addition to the function of a reconnaissance aircraft, could perform other tasks.

As for the current state of affairs, the only potential customer for these aircraft is the Russian army. Given the global trend in the development of high-precision technologies, most likely, designers based on flight tests of the VRT30 will be able to create a small-sized propeller-wing aircraft, both military and civilian.

Electric tiltrotor

The German corporation Lilium Aviation has already announced the successful flight of the Lilium Jet rotorcraft powered entirely by an electric power source. Experts predict the success of such a startup. As for its technical nuances, the following can be distinguished:

The capacity of the car is 2 people;
36 electric motors installed on special block mounts;
Engine power 435 hp;
The maximum cruising speed is 300 km/h;
The maximum takeoff weight is 600 kg;
Load capacity 200 kg;
The flight range from one battery charging cycle is up to 300 km.

From a safety point of view, each of the motors in the Jet is equipped with its own power supply system. In the event of failure of several engines, the pilot will be able to make an emergency landing without fear of losing control.

The on-board computer fully controls the entire flight cycle, and in the event of any dangerous maneuvers, the system will automatically take control.

Lilium Aviation plans in the future to launch the production of such machines, which will be able not only to replace the usual helicopters, but also to become a daily means of transportation.

Rotorcraft of the future

Scientific and technological progress does not stand still and every day something new and unusual appears in the world. This also applies to the creation of aircraft units.

Developments to bring new ideas to life are carried out around the world. Many companies specializing in the production of electronics and automation decided to make attempts to build convertiplanes. Modern prototypes are characterized by relatively small dimensions, as well as the use of lightweight materials in the manufacture.

Scientists suggest that in addition to cars in cities, it will be possible to see such transport as a tiltrotor. What kind of car this is, many people have so far only heard or seen in pictures, but in the near future this type of technology may become indispensable for our lives.

Video about rotorcraft

In this video, engineer Igor Avdeev will tell you what aircraft, in addition to convertiplanes, mankind has invented:

Convertiplanes are special aircraft that combine the capabilities of a helicopter and an airplane. They are machines with rotary propellers (most often propellers), which work as lifting during takeoff and landing, and in flight they begin to work as pulling. In this case, the lifting force necessary for horizontal flight is provided by an aircraft-type wing. Most often, tiltrotor engines turn with the propellers, but on some, only the propellers are turned.

Functionally, such a design is close to a vertical takeoff and landing aircraft (VTOL), but tiltrotor aircraft are usually referred to as rotary-wing aircraft due to the design features of the propellers. Convertiplanes use lightly loaded low-speed propellers, close to helicopter ones and allowing the device to fly in helicopter mode - with a small angle of rotation of the propellers. The tiltrotor's large wing-span propellers help it in vertical takeoff, but in level flight they become less efficient than the smaller diameter propellers of conventional aircraft.

As already reported, Russian and American scientists are working on the creation of a new type of aircraft - a tiltrotor. However, such a device has already been created and its limited use has already begun.

What is this machine?

A tiltrotor is a mixture of an airplane and a helicopter. An aircraft that can land and take off vertically, and then, thanks to the rotation of the propellers, continue horizontal flight in an airplane way.

Traditionally, tiltrotor aircraft are classified as propeller-driven vehicles in order to somehow distinguish them from vertical takeoff and landing aircraft. There are several types of convertiplanes. For some, when changing the flight mode, the entire wing turns at once, for others, the nacelles with engines and propellers, and for others, only the propellers themselves.

The benefits of this concept are obvious:

Taking off and landing on a patch is a valuable capability for both military and civilian aircraft;

In the air, the tiltrotor develops a greater speed than a helicopter and is ahead of its rotary-wing counterparts in terms of flight range.

But there are also disadvantages:

The speed and flight range, although greater than that of helicopters, are inferior to aircraft performance. Propellers designed to provide lift on takeoff lose their effectiveness in level flight;

The structure itself is heavier. For aviation, situations are not uncommon when, when creating a new machine, the struggle is for every kilogram, and the engine turning mechanism weighs decently;

In addition, this is an additional critical node that can also break;

And most importantly - the complexity of piloting. Convertiplanes require specially trained, experienced high-class pilots with skills in piloting both airplanes and helicopters. "The Last Inch" cannot be played on a tiltrotor.

Thus, universal machines turn out to be more efficient than the original ones in a rather narrow segment of tasks. For example, if the point where the cargo needs to be delivered is located outside the range of helicopters, and the equipment of the runway is not possible.

The United States Department of Defense considered that such situations would happen quite often, and ordered more than one and a half hundred Bell V-22 Osprey convertiplanes for the needs of the Marine Corps for this case. The car turned out to be quite expensive (about $116 million) and not very reliable.

In just ten years of operation, 6 disasters occurred that claimed the lives of seven people. The latest occurred in 2016, when an Osprey carrying 22 people made a hard landing in Hawaii on May 17. And this is not counting the fifteen-year period of fine-tuning and testing, during which 30 people died as a result of accidents of this super-complex machine.

But the United States has the right to be proud of the unique equipment that is not in service with other armies of the planet.

But perhaps this situation will end after a while. Recently, the Russian concern "Helicopters of Russia" received information that work on the creation of a domestic tiltrotor is already underway. Moreover, it was not just anyone who said this, but the director of the company

Andrey Shibitov:

“Together with our partners, we are working on a technology that is completely new for Russia for a tiltrotor with a hybrid power plant. We plan that such a design scheme will allow us to confidently reach speeds of up to 500 kilometers per hour.”

It is supposed to create first an unmanned vehicle with a take-off weight of about 300 kilograms. A small copy is needed solely for demonstration purposes in order to assess the prospects of the project in advance.

Then the same one is planned, but already for two tons. This machine can already be used as a separate unit with its own range of tasks befitting a heavy drone.

In the 30s of the last century, Soviet aircraft designers worked out various options for building a tiltrotor. But this matter did not move further than R&D. The designer Boris Yuriev was an enthusiast for the development of this type of aircraft.

In 1934, he proposed the design of the Sokol fighter, which was supposed to have a rotary wing and a pair of propellers in gondolas. However, neither Sokol nor other Yuriev's helicopter-aeroplanes reached the stage of flight tests - the level of technology at that time was still insufficient.

Before the outbreak of World War II, research was also carried out in Germany. All of them stopped at the drawing stage: the Wesserflug P.1003 tiltrotor, the Wunderwaffe (“wonder weapon”) Fa-269 of the Focke and Ahgelis company, as well as the designs of the Heinkel and Focke-Wulf companies.

The English convertible helicopter Fairey Rotodyne can also be attributed to tiltrotors, capable of switching to the autorotation mode of the main rotor with the help of two pulling turboprop engines (rotation with the help of an oncoming air flow, like in a windmill), when taking off, it works like a helicopter. In 1958, this device was presented at the Farnborough Air Show. He developed a record speed for rotorcraft of 400 km / h.

In the 50s, a prototype of the tiltrotor XYF-1 Pogo was built. In 1954, the XFY-1 made its first level flight and subsequent vertical landing.

In 1972, the Mil Design Bureau took up the matter seriously, starting the development of the Mi-30 tiltrotor with two rotary screws that change position along with the engines located in the nacelles.

After positive results were achieved - the carrying capacity of the designed machine was 5 tons, and the number of paratroopers transported was 32 - the production and testing of prototypes was planned for 1986-1995. However, this project, like dozens of others across the country, was closed due to the restructuring and subsequent collapse of the industry.

Interesting is the only country that is armed with convertiplanes, and the American Bell V-22 Osprey (“Oscopa”) is the only mass-produced tiltrotor in the world.

The creation of the V-22 Osprey began in the 1980s after the failure of Operation Eagle Claw (an attempt to free hostages in Iran on April 24, 1980), when it became necessary to create a faster alternative to a helicopter. At that time, vertical takeoff aircraft already existed, but they had a number of drawbacks associated with instability during takeoff, difficulty in piloting, worse payload and flight range compared to conventional aircraft. Also, during takeoff, a hot jet of exhaust gases from jet engines caused erosion of the coating of the runways.

Flight tests of the new aircraft began on March 19, 1989. Already in September, Osprey successfully demonstrated the change in flight from vertical to horizontal. In December 1990, the convertiplane made its first landing on the deck of the aircraft carrier USS Wasp.

It was decided to equip the Marine Corps and the Special Operations Forces with such machines. The Navy entered into a contract to purchase four V-22s and upgrade two existing prototypes to be lighter and cheaper. The price of one device was $71 million.

Now in Russia they have decided to return to the idea of creating a “helicopter aircraft”. But so far this is happening at the level of research conducted in Russian universities. Which, nevertheless, can give real results. Thus, at Ukhta University, with the participation of MIPT and TsAGI, the research work “Determining the rational parameters of a new vehicle (tiltrotor) for the northern regions and offshore fields” was carried out.

As a result of this research, it is quite possible to build a tiltrotor with a flight range of 2000 km with 14 passengers on board, including two pilots. The payload of the machine is 3 tons. But, of course, to bring the case to a victorious end, solid funding is required. At the same time, potential investors are well aware that, based on world experience, this is an extremely protracted and risky business.

The Russian Helicopters holding plans to create by 2019 a prototype of the first electric tiltrotor in the Russian Federation weighing 1.5 tons. We are talking about the unmanned aerial vehicle VRT30, which was presented at the MAKS-2017 forum. A tiltrotor - a hybrid of an airplane and a helicopter - is a very expensive and high-tech machine. At the moment, only convertiplanes are mass-produced and used for military purposes. There are no such aircraft in the Russian army, despite the fact that the pioneer in the development of these miracle machines was the Soviet designer Boris Yuryev. What tasks are tiltrotors capable of performing and will they appear in service with the RF Armed Forces.

Projects to create a Russian tiltrotor are beginning to take on real features. The VR-Technologies Design Bureau (part of the Russian Helicopters holding company) plans to present a prototype of the first electric unmanned tiltrotor VRT30 in two years.

The layout of the future device was presented at the MAKS-2017 aerospace show, which was held in July 2017. A tiltrotor with a take-off weight of 1.5 tons will be able to develop high speed and take to the air without acceleration along the runway.

“Today, together with our partners from SuperOx, we are developing a new tiltrotor flying laboratory, the on-board cable network of which will use high-temperature superconductivity technologies, which will positively affect the weight and size and flight characteristics of the prototype,” said Andrey, CEO of the Russian Helicopters holding Boginsky.

All Tiltrotors face a specific handling problem that is not common to airplanes. On aircraft moving at a sufficiently high forward speed, the traditional controls (ailerons, rudders, and elevators) are in the airflow. The response of the airflow to the deflection of these controls provides control forces that change the position of the aircraft in space. On convertiplanes, the use of such flight controls is possible only in the horizontal (translational) flight mode, but they turn out to be useless in vertical takeoff and landing modes, as well as hovering (since there is no oncoming flow in these modes).

Therefore, Tiltrotors must have a second control system that is effective at low or zero airspeeds. Depending on the scheme and the power plant of the aircraft, this role can be played by:

jet (jet) control system, which includes nozzles and high-speed valves installed at the wingtips and at other points of the aircraft;

thrust vector control system, consisting of several propellers to create and directly control lift;

control surfaces located in the wake of the main propellers or turbines.

According to its scheme, convertiplanes can be conditionally divided into two main classes, each of which is characterized by its specific problems of transferring and converting the thrust developed by the power plant.

First class - convertiplanes with a horizontal position of the device in takeoff and landing modes. These devices remain in a horizontal position - both in takeoff and landing modes, and in horizontal flight mode. In these convertiplanes, for the implementation of transitional modes such as takeoff, the thrust of propellers, fans or jet engines is used, after which the direction of the thrust vector is changed in such a way that the device begins to perform a normal horizontal flight. In level flight, the lift necessary for the movement of the device is usually created due to the flow around the rather traditional wings. In some of the aircraft in this class, the thrust generating devices deviate to a small angle to ensure level flight. In this position, they also create a significant part of the lift.

The second class - convertiplanes with a vertical position of the device in takeoff and landing modes. This class of aircraft includes convertiplanes that take off and land in a vertical position, and to switch to horizontal flight, make a turn of 90 °. Apparatuses of this class have fundamental shortcomings that make them unsuitable for commercial use. Only a few of this type were built. As a rule, these are single-seat military vehicles such as fighter aircraft or purely experimental models.

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And A product of the American aircraft manufacturers Boeing and Bell Helicopter, the V-22 Osprey is the first serial military aircraft with a tipping rotor (tiltrotor). The Osprey or Osprey (Osprey) has the ability to take off and land vertically, and to take off or land using a short taxiway. The purpose of the development of the device was to combine the capabilities of a high-speed helicopter and a long-range turboprop aircraft.

Historical retrospective and current position of the V-22 Osprey

The United States military made an unsuccessful attempt in 1980 to free American hostages in Iran. The operation showed that the helicopters involved in it did not correspond to the tasks of the mission. This led to the need for an aircraft capable of not only taking off and landing vertically, but also flying faster, higher and farther than a conventional helicopter.

The response to these requirements was the project "Experimental vertical takeoff and landing aircraft" initiated in 1981 by the US Department of Defense ( Joint-service Vertical Take-off/Landing Experimental Aircraft, JVX). As a result, everything ended with the development of two variants of the Osprey tiltrotor: MV-22 for the Navy and Marine Corps and CV-22 for the US Air Force.

In general, about 29 years passed from the start of the JVX project to the receipt of the first samples of the CV-22 Osprey by the troops. Obviously, the V-22 "Osprey" was not an exception to the rule, but only confirms the well-known postulate. The implementation of projects in the field of modern complex military aircraft requires decades of work. The expanded implementation of the V-22 Osprey program led to the fact that already at the introductory stage of the project it became necessary to carry out the first measures to eliminate obsolescence.

According to experts, the 15 years between the first flight and the decision to start mass production were also not easy for the formation of a tiltrotor. On the one hand, at this time, the developers faced special technical challenges and temporary setbacks associated with them. On the other hand, the V-22 Osprey had to overcome significant political resistance, including from the leadership of the US Department of Defense.

Economic aspect

According to media publications, the economic success of the program has not yet been definitively assessed. First of all, not all V-22 Ospreys under construction have been delivered to customers. In addition, there are still prospects for additional export contracts.

By the start of mass production in 2005, the US military planned to purchase a total of 458 V-22 Osprey vehicles in various versions. In the process of changes in the defense budget, this number has decreased. As of 2013, about half of the original plan still remains. At the end of 2014, more than 200 convertiplanes were delivered.

So far, Japan remains the only export buyer. In 2014, the Ministry of Defense of this country decided to acquire 17 V-22s. The Japanese Parliament in 2015 approved appropriations for the purchase of an initial five vehicles. The first tiltrotor was handed over to the customer in August 2017.

India and South Korea are also showing interest in the V-22. Negotiations with both states are reported. However, neither the discussed amount of equipment, nor the prospects for concluding contracts are reported. The situation developed similarly with Israel and the United Arab Emirates. Moreover, in the case of Israel, the negotiations have made sufficient progress. However, in the end, both countries settled on the use of conventional helicopters.

Convertiplane modernization

Bell and Boeing are currently actively integrating new features into their product, thereby trying to maintain increased interest in the V-22 Osprey among national buyers.

So, the manufacturer managed to prove the suitability of the V-22 for the transportation of engines of the F-35 aircraft. This increased the interest of the US Navy and the US Marine Corps (and possibly Britain) in using the V-22 Osprey as part of the transfer from shore to board an aircraft carrier ( Carrier Onboard Delivery, COD).

The manufacturer, on its own initiative, developed an in-flight refueling technology using the V-22 Osprey. The innovation should allow the US Marine Corps to carry out refueling in the air, using their landing craft as a base. This will greatly enhance the combat capabilities of the F-35B Marine Corps. The prospects that open up are like access to aircraft carrier resources or ground-based aerial refueling facilities.

Other current program activities are focused on improving the logistical availability of the V-22 Osprey. In particular, in 2015, construction began on the so-called V-22 Osprey Operational Readiness Center ( Readiness Operations Center). The center should improve the efficiency of the fleet of these machines by combining technical and logistical indicators. The organization is similar to a similar automated logistics information system ( Automatic Logistics Information System, ALIS) for the F-35 aircraft.

Specifications and weapons V-22 Osprey

The V-22 Osprey has one rotary turboprop engine with a transfer mechanism and a rotor (propeller) at the end of each wing. For takeoff and landing, the engine is installed vertically, and the rotors are horizontal, like a helicopter (helicopter mode).

When transitioning to en-route flight, both engines tilt forward 90 degrees for 12 seconds. As a result, the V-22 Osprey becomes a twin-engine turboprop aircraft (airplane flight mode). On average, the V-22 spends more than 75% of its flight time in airplane mode. For short taxiway takeoffs and landings, the actuators tilt forward at an angle of about 45 degrees.

Two Rolls-Royce AE 1107C engines are installed on the machine. It is noted that efforts to integrate an alternative type of engine have not yet yielded results. Through the connecting shaft and the transmission mechanism associated with it, in the event of a malfunction of one of the engines, the other is able to rotate both screws. However, in this state the V-22 Osprey cannot hover. The failure of one of the two turboprops results in both shutting down and an emergency landing, as the propellers cannot rise upwind.

In addition, the customer's requirement to minimize the space occupied by the V-22 on board the ship was fulfilled. Its wings, engines and propellers in the folded state are located along the longitudinal axis of the aircraft. The complex mechanics of the engines and the possibility of transformation were the most difficult technical challenges that had to be overcome during the development of the V-22 "Osprey".

The V-22 has state-of-the-art glazing and cockpit controls, as well as extensive navigation and communications equipment. In particular, the autopilot allows you to transfer the flight along the route to the position of hovering at a height of 15 m. At the same time, external programming of the system by the crew is not required.

Control is via a triple redundant fly-by-wire flight control system ( Fly-by-Wire-System). The system is considered sufficient for general mechanical adjustment of the blades in helicopter mode. In airplane mode, the V-22 Osprey is controlled using flaperons, rudders, and elevators.

The fuselage of the car is not airtight. This means that crew and passengers at altitudes above 10,000 feet (more than 3,000 meters) must wear oxygen masks.

Armament V-22 Osprey

Initially, a machine gun (7.65 or 12.5 mm) mounted on the aft ramp was provided as the only armament of the aircraft. This decision has been criticized. After that, part of the MV-22 received a temporary defensive weapon system ( Interim Defense Weapon System, IDWS) developed by BAE Systems.

This remotely controlled weapons system consists of a rotating turret with automatic weapons placed under the fuselage, one TV / IR sensor and a control station inside the aircraft. In particular, since 2009, the system has been received for the MV-22 used in Afghanistan. However, it limited the possible payload to 360 kg and could not be used according to all requirements. As a result, they refused to use it.

According to publications, since 2014, the possibility of equipping the tiltrotor with new offensive weapons has been considered. This is not about creating another offensive air platform, but about increasing the suitability for conducting operations in support of special forces (SpN).

Considerations are primarily aimed at high-precision air-to-ground weapons. For example, AGM-114 Hellfire missiles, AGM-176 Griffin missiles, a single air-to-ground missile or light glide bombs (for example, GBU-53 B SDBII). The integration of this kind of weapon requires the installation of two pylons under the front of the fuselage and the installation of a laser target illumination system (L-3 Wescam MX-15). Already in November 2014, Bell and Boeing, at their own expense, conducted the first tests on the integration of such weapons.

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Combat capabilities

Like medium and heavy transport helicopters, the V-22 Osprey also contributes to the following tasks of tactical air transport:

logistics air transport (deployment and provision of forces);
air mobility of ground forces;
air transport of the wounded ( MedEvac);
rescue and return of personnel (recovery of personnel, Personnel Recovery, PR), including search and rescue in a combat situation ( Combat Search and Rescue, CSAR);
military evacuation operations MilEvacOp);
tactical support for Special Forces forces ( SOF Air).

According to experts, the requirements: to fly faster, higher and farther than a helicopter - the V-22 Osprey performs without question. Its maximum and cruising speeds (about 180 km / h, 100 knots) are higher than the corresponding values for heavier helicopters: the CH-47F or CH-53K models from Boeing and Sikorsky, respectively. The service ceiling is slightly above 6,000 m (20,000 ft).

Since the V-22 Osprey operates in aircraft mode on the route, the flight range without aerial refueling or internal additional tanks reaches 1,627 km for the MV-22 Osprey. This is much higher than the capabilities of helicopters. A similar parameter of a helicopter with an extended range CH-47F ER ( ExtendedRange) reaches 998 km. When refueling in the air, the tiltrotor during exercises and during operations demonstrated the ability to overcome distances for which no helicopter would be used. Firstly, because of the significantly greater time requirement due to the lower flight speed. Secondly, for technical and logistical reasons.

Taking into account the largest payload (9070 kg in the cargo hold and 6800 kg on the external sling), the V-22 Osprey is considered by Western military and technical specialists as an improvement on a series of helicopters previously used in a similar range of tasks. However, their use is not advisable due to peak load values. In this case, CH-53K is given as the standard. Similar estimates apply to the volume of the cargo compartment of the tiltrotor.

In terms of speed, range and payload, the V-22 Osprey is considered by experts to be particularly suitable for tactical support of Special Forces forces, evacuation operations, personnel recovery, CSAR and MedEvac. Its payload is basically sufficient to carry the necessary personnel and materiel for infantry operations.

The range of the V-22 guarantees access to remote combat areas, enabling rapid grouping of forces stationed at widely spaced starting points. Its speed maintains surprise and initiative, and enhances the possibility of sustained autonomous action. The tiltrotor "compresses" the time and space of operations and allows you to complete critical processes on time (for example, using the so-called "golden hour" in air medical evacuation operations).

Critical points

According to experts, the V-22 Osprey program has been regularly subjected to intense criticism and rejection throughout its development.

In 1989-1992, US Secretary of Defense Dick CHENEY and the US Congress argued over funding for a project that the Secretary of Defense considered expendable. Again and again there are doubts about the efficiency, reliability and safety of flights. Time Magazine in October 2007 denounced the V-22 Osprey as "unsafe, overpriced and totally inadequate".

In 2015, Israel and the United Arab Emirates, despite initial interest, abandoned purchases of the V-22 Osprey. Obviously, they came to the conclusion that conventional helicopters are a more suitable solution for their operational purposes.

According to independent sources, it is difficult to judge how justified the claims are in detail only from open data. Because both critics and proponents of the V-22 in the US Army, industry, politics and the media make statements that are extremely rare to present clear factual arguments. (Not least, this is because much of the information is classified as a military secret or industrial intellectual property.) The figures are given without a calculation basis, which makes comparisons inaccurate or impossible.

Below are estimates of the two most frequently criticized aspects of the tiltrotor program.

V-22 Osprey cost

The purchase price of the product in the kit ( flyaway cost) for one V-22 Osprey in fiscal year 2015 was $72.1 million. For comparable conventional helicopters, this figure is about half that amount ($35 million to $40 million).

However, the United States Accounts Office (GAO) at about the same time (2014), expected that the price for one CH-53K could be about $ 91 million (excluding research and development, based on 200 produced copies) . Based on this, the assertion that modern traditional helicopters are, in principle, cheaper than a tiltrotor aircraft is not unambiguous.

The comparatively high mechanical and electronic complexity of the V-22 Osprey was also expected to result in very high operating costs. In 2015, the financial cost of one hour of flight of the V-22 Osprey was 9-10 thousand US dollars. How this compares to the costs for conventional helicopters is not easy to decide. The available data for calculating aircraft flight hour costs include many situational parameters (age and condition of the aircraft, intensity of operation, efficiency of maintenance organization, etc.). So, the information available for 2007 says that the price of an hour of flight of the CH-53E was about 20 thousand dollars.

Flight safety

The accident history of the V-22 Osprey includes nine crashes that claimed 39 lives. Of these incidents, four, with 30 fatalities, occurred during the testing phase between 1991 and 2000. The remaining five, with nine deaths, are after 2007 during the operational phase.

In addition, there were a number of flight incidents with less serious consequences. Accidents and incidents contributed significantly to the fact that the V-22 Osprey, at least temporarily, was not considered safe enough. Thus, flight accidents became the basis of the protests of the inhabitants of Japanese Okinawa in July 2012 against the deployment of the V-22 Osprey on the island.

The V-22 Osprey's safety concerns revolved around, in particular, the tiltrotor's behavior during autorotation and its susceptibility to the so-called toroidal vortex state ( Vortex Ring State, VRS).

The aircraft after the failure of both engines (occurs very rarely), using autorotation, must make a safe landing. This, however, is complicated by the fact that its propellers have a lower inertia, and therefore a lower ability for autorotation, than conventional helicopter rotors. This makes emergency landings from hovering below 500 m very dangerous, since such heights are too low to use the gliding capabilities of the wings.

At least one case (April 8, 2000) has been attributed to VRS. At the same time, experts note that the VRS effect can occur with all types of rotorcraft if certain descent parameters are exceeded during vertical descent.

Flight testing showed that the V-22 Osprey was not particularly vulnerable to VRS. In this state, it is more difficult to control than a conventional helicopter. The Marine Corps changed flight training, instructions, and procedures as a result of this accident. More advanced instrumentation was installed on the aircraft to help aircrews avoid VRS.

According to statistics, in November 2017, the US Navy achieved 400,000 flying hours on the V-22 Osprey. Many of them were carried out in difficult combat conditions. In February 2011, the MV-22s deployed in Afghanistan exceeded 100,000 flight hours. According to their results, the then commander of the US Marine Corps, General James AMOS (James AMOS), rated this model as "the safest or almost safe aircraft" in his arsenal.

In general, according to independent assessments, the history of the V-22 Osprey accident from today's point of view does not give any reason to consider it a particularly unsafe aircraft. The need for careful attention to the technical and flight features of a tiltrotor is not unusual in military aviation.

As a result, the conclusion regarding the results of the V-22 Osprey program indicates that this model performs the range of tasks for which it was developed. Moreover, based on the experience of the V-22, Bells, participating in the competition of the US Army program "Future VTOL System" ( Future Vertical Lift Program) is again developing a tiltrotor.

According to the magazine "Europäische Sicherheit & Technik"