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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Israel Aircraft Industries Nesher (Hebrew: נשר, "Vulture" - often mistranslated as "Eagle") is the Israeli version of the Dassault Mirage 5 multi-role fighter aircraft. Most were later sold to the Argentine Air Force as Daggers, and later upgraded as Fingers.
Israel had to replace more than 60 aircraft lost during the Six Day War and the War of Attrition which followed. Before the war, Israel began co-development with Dassault to build the Mirage 5 and it was eventually built by Israel and named Raam in Hebrew (thunder).
Dassault Aviation had developed the Mirage 5 at the request of the Israelis, who were the main foreign customers of the Mirage III. The Israeli Air Force (IAF) wanted the next version to have less all-weather capability in exchange for improved ordnance carrying capacity and range as the weather in the Middle East is mostly clear.
In January 1969, the French government arms embargo on Israel (in response to the 1968 Israeli raid on Lebanon) prevented the first 30 Mirage 5 aircraft (which were already paid for by Israel) plus optional 20 from being delivered and cut off support for the existing Mirage IIICJ fleet.
This was a setback for the Israeli Air Force, who needed the new Mirage to compensate for the losses of the Six Day War and was still using the Mirage IIIC. Israel then decided to produce the (Raam A and B project)[1] airframes as it had the necessary plans, although Israel did not officially obtain a manufacturing license.
Officially, Israel built the aircraft after obtaining a complete set of drawings. However, some sources claim Israel received 50 Mirage 5s in crates from the French Air Force (AdA), while the AdA took over the 50 aircraft originally intended for Israel.
Production began in 1969[5] with the first empty airframes with no weapons, electronics, seat, or engine included, delivered directly from Dassault Aviation. The first Raam A was delivered in May, 1971. In November, 1971 the plane was renamed Nesher.
The Neshers' airframe was identical to the Mirage 5, but there was an extensive refitting of Israeli avionics, a Martin-Baker zero-zero ejection seat, and improved provisions for a wider range of AAMs (Air-to-Air Missiles), including the Israeli Shafrir heat-seeking missile.The Nesher had simpler avionics than the Mirage IIIC but was slightly less maneuverable. However, it had longer range and bigger payload. The reduced maneuverability did not prevent the Nesher from performing well in air combat during the Yom Kippur war (see below).
The first Nesher prototype flew in September 1969, with production deliveries to the IAF beginning in May 1971 at Hatzor in May of 1971, with veteran test pilot Danny Shapira at the controls. In the months that followed, additional Nesher planes equipped this squadron, making up for the insufficient number of Mirage IIIs and raising the number of serviceable planes in the squadron. When the rate of production picked up at the Nesher assembly line at IAI, two new squadrons could be established, based solely on the Neshers. The first new squadron inaugurated 'Etzion Airbase at 'Bik'at Hayareakh' ('Valley of the Moon') near Eilat, in September of 1972, and the second was founded in March of 1973 at Hatzor.
When the Yom Kippur War broke out, in October of 1973, the IAF had 40 Nesher planes in its ranks, serving in the First Combat Squadron and in the two new squadrons.
Although they were originally intended for attack missions, in the course of the war the Neshers were primarily used in air-to-air combat. The IAF command decided to use the Phantoms, Skyhawks and Sa'ars against ground targets, and assigned the Mirages and Neshers the task of fighting enemy aircraft and establishing air superiority over the battle zones.
The Neshers proved to be good fighters and overcame their adversaries (MiGs and Sukhois) with relative ease. The first aerial victory of a Nesher took place on January 8, 1973, when 4 Neshers from the "First Fighter" squadron escorted F-4 Phantoms into Syria to attack a terrorist base. In an engagement with Syrian MiG-21s, 6 MiGs were shot down, two by the Neshers.
Neshers also took part in the Yom Kippur conflict later that year. One of the first air victoriy of the war was not an aircraft but an AS-5 Kelt air to ground missile launched against Tel-Aviv by an Egyptian Tu-16 Badger on the first day of the war, October 6th, 1973.
When Libyan Mirage 5s entered the fighting all Israeli Mirages and Neshers were marked with large yellow triangles bordered by a thick black frame to prevent a case of mistaken identity. At least two Mirage 5s were shot down by Neshers, as well as an Israeli Phantom shot down by mistake, the navigator and the pilot, a former Nesher squadron commander, parachuting to safety.
According to the statistics published after the war, there were 117 dogfights in the course of the Yom Kippur War (65 over Syria and 52 over Egypt). 227 enemy planes were shot down in these confrontations, and only six Israeli planes were shot down (they had been on interception missions, and were either hit by cannon fire or by sirface-to-air missiles). The Nesher squadron from Etzion was one of the leading squadrons, tallying 42 kills without a single plane lost.
The Neshers did not just go out on interception missions: they also carried out several attack sorties in the Golan Heights and on the southern front. The action was intense, with every pilot carrying out numerous sorties every day.
The war proved just how vital the Nesher's reinforcement of the IAF's order of battle had been, and convinced the defense community of the importance of continuing to develop fighters in the IAI. In 1975 the first Kfirs entered service, and the Nesher was gradually relegated to a less central role. All the Neshers were concentrated in two squadrons, and were transferred - in late 1976 - to Eitam Airbase, whicch had been newly dedicated in the northern Sinai.
Nesher production ended in February 1974 after fifty-one fighters (Nesher S) and ten Nesher two-seat trainers (Nesher T), and the type did not serve long with the IAF. In the late 70's there were already enough Kfirs in the IAF for completely replacing the Mirages and Neshers.
The Kfir was a significantly more advanced plane than the Nesher, boasting better performance as well as more sophisticated systems, and upgrading the Neshers was not deemed to be a worthwhile investment.
In 1981, the Kfir had supplanted the Nesher in Heyl Ha'avir, and the Neshers were renovated, for sale overseas. Neshers were sold to the Argentine Air Force in two batches, 26 in 1978 and 13 in 1980, under the name Dagger, comprising 35 Dagger A single-seat fighters and four Dagger B two-seat trainers. The Daggers then saw much action against the British in the Falklands War.
General characteristics:
Crew: one
Length incl. pitot: 15.65m (51 ft 3 in)
Wingspan: 8.22m (26 ft 11 in)
Height: 4.25m (13 ft 11 in)
Wing area: 34.8m² (373 sq. ft)
Empty weight: 6,600kg (14,535 lb)
Max. takeoff weight: 13,500kg (29,735 lb)
Powerplant:
SNECMA Atar 09 engine with 4,280 kg (9,430 lbf)dry thrust
and 6,200 kg (13,660 lbf) with afterburner
Performance:
Maximum speed: mach 2.1 (39,370ft)
Range: 1,300km (810 ml), clean and with internal fuel only
1,186km (736 ml) with 4700 litres of auxiliary fuel in drop tanks
plus 2 Air to Air missiles and 2600 lb of bombs
Service ceiling: 17,680 (55,775ft)
Rate of climb: 16,400ft/min (83.5 m/s)
Armament:
2× 30 mm (1.18 in) DEFA 552 cannons with 125 rounds per gun under the air intakes
Five pylons for a wide range of up to 4.200kg (9,250 lb) of disposable stores
The kit and its assembly:
This short notice build towards the end of the 2016 "Cold War GB" at whatifmodelers.com was inspired by a CG rendition of an IAF F-4 in the unique brown/blue paint scheme, posted by fellow user SPINNERS a couple of days before. Seeing that design variant I wondered how a Kfir in this livery would look like...?
I had a C-2 Kfir in the stash, but also stumbled across a Heller Mirage IIIE/R/5BA kit without a real purpose in the stash and remembered the Kfir's predecessor, the Nesher, which was more or less a bluntly copied Mirage 5. Since the type was earlier and more appropriate for the brown/blue livery, I decided to convert the Heller Mirage into a Nesher, since it comes pretty close.
The Heller kit is old and rather basic by today's standards. You get fine but raised panel lines, only a rough interior, mediocre fit and a brittle plastic that catches scratches and dents when you only look at it.
Anyway, creating a Nesher from the Heller kit is not really complicated. Two major mods have to be made: the fin has to be enlarged or replaced, and the nose needs a special pitot installation.
The Nesher carried the bigger Mirage III/5 fin, and the Heller kit only bears the short version. Since I had a donation PM Model Nesher/Dagger kit in store (horrible kit, it rather resembles a mutated Mirage III but neither the israeli nor the Argentinian aircraft!) I just transplanted the fin. This appeared easier than adding a fin fillet, and having just the right donation part at hand made the decision even easier. :D
The nose is the Mirage 5's, but the tip was slightly modified and the pitot needed a separate fairing/attachment under the nose tip. The latter was created from a piece of round styrene and blended with the lower front fuselage.
After the major body work was done, some antennae/sensors were replaced or added, a Panzer IV’s sprocket wheel as an afterburner interior (just to have something inside the gaping exhaust hole) as well as launch rails under the outer wings for a pair of Shafrir-2s. The sleek drop tanks come OOB from the Heller kit – it only offers a pair of bigger tanks with fins, but no offensive ordnance at all.
In the cockpit I used a Martin Baker ejection seat from an Italeri Kfir, a slightly better option than the OOB part.
Painting and markings:
This is the actual whif aspect about this build, which is just the fictional application of a real world IAF scheme that was in use about 10 years before the Yom Kippur War. In real life the Nesher just came too late to carry the murky brown/blue pattern, because it was phased out in 1967, after the Six Days War. But putting it onto a more modern aircraft creates interesting results!
The scheme is based upon the original grey/green French pattern, just with the colors replaced with RAL 8000 (Grüngrau) or Field Drab (FS 30215) and RAL 5008 (Graublau), the authentic upper surface tones for this strange camouflage.
I’ve already built a (real world) IAF Ouragan in this style, so I had some practice and good references at hand. Model Master 1702 (alternatively: Humbrol 142) is a good option for the brown/tan tone, even though it is a bit too dark for my taste. "Israeli Armor Grey" from ModelMaster is a more approriate tone - it's lighter and actually an equivalent for RAL 8000, which is also used on Israeli tanks!
For the greyish-green dark blue I used Humbrol 77 (Navy Blue) which comes IMHO close. The undersides were painted in a pale grey, I used FS 36440 (Light Gull Grey, Humbrol 129 in this case). Some sources claim it to be RAL 7044 (Seidengrau), but the FS tone is practically identical.
All Neshers (even in later Argentinian service) had their nose painted black. There was no radar oder radome fitted, it was rather a deception in order to make enemies confuse the simple ground attack Neshers with the more potent (and radar-equipped) Mirage IIIs.
The kit received a light black ink wash and some dry-brushing for panel emphasis. The decals come mostly from the PM Model Nesher, including the large, yellow Yom Kippur War ID triangles which create a powerful contrast on the dark underground. Interesting result!
Anyway, while the decals might be the best thing about the PM kit, they have thier drawbacks, too. While they are 100% opaque the carrier film is thick, stiff and brittle, and they do not adhere well to the underground, despite decals softener and other tricks. :(
As a small detail I put the aircraft's tactical code on a silver background, as if the aircraft had originally been bare metal with the camouflage rather hastily applied. Since I had no IAF squadron markings left I added a yellow/black checkerboard pattern to the fin's rudder - the marking of the 113 Tayaset "Ha'Tsira'a (The Wasps), which actually operated the Nesher in the Yom Kippur conflict, just with a different camouflage.
Finally, the kit received some smoke/exhaust marks with graphite and was sealed with a coat of matt acrylic varnish. To make matters worse, the Revell varnish turned white, so I had to repair that damage as good as I could, and the finish now is far from what I had originally hoped for, despite the general troubles with the PM Model kit's decals.
A rather subtle whif, and even the aircraft itself is real (or at least a "realistic" model replica). Anyway, the paint scheme application changes things considerably, and the model ended - with the ID trinagles and the other bright markings - more colorful than expected. But the finish ended up rather poor, so that I am a bit disappointed.
Besides, a highly recommended source for this aircraft is Amos Dor's "IAI Nesher (From Mirage to Kfir, pt. 2 of 3)" book from "The IAI Aircraft Series", AD Graphics/Milano, 2000. All the other publications from this series of books are also generally recommended for any IAF builds.
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
The Type 052C destroyer (NATO code name Luyang II class, or Lanzhou class after the lead ship) is a class of destroyer built by China. It features a four array phased array radar for 360-degree coverage. The radar is used in conjunction with vertically launched HHQ-9 long-range air defence missiles. The Type 052C was the first warship in the People's Liberation Army Navy Surface Force to have true long-range fleet air defence capability.
(Text Wikipedia)
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Aerial of Kimberley Hall in Norfolk. Built in 1712 for Sir John Wodehouse by William Talman. The surrounding park was laid out by Capability Brown in 1762. Norfolk UK aerial image
This has been a turning point in the history of the Headquarters Multinational Corps Northeast (HQ MNC NE). With the successful completion of the exercise „Brilliant Capability 2016”, the Corps – Custodian of Regional Security – has become operationally capable to assume command of the Very High Readiness Joint Task Force, also referred to as the “spearhead force”. I strongly believe that our team effort will provide tremendous value to NATO. – said Lieutenant General Manfred Hofmann, the Corps Commander, on the occasion of the Distinguished Visitors Day, which took place in Szczecin, 2nd June.
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
A look around the inside of the house / hall.
spiral staircase - goes upstairs.
Temple Newsam (historically Temple Newsham), (grid reference SE357322) is a Tudor-Jacobean house in Leeds, West Yorkshire, England, with grounds landscaped by Capability Brown.
The estate lends its name to the Temple Newsam ward of Leeds City Council, in which it is situated, and lies to the east of the city, just south of Halton Moor, Halton, Whitkirk and Colton. It is one of nine sites in the Leeds Museums & Galleries group.
The house is a Grade I listed building, defined as a "building of outstanding or national architectural or historic interest". The stables are Grade II* listed ("particularly significant buildings of more than local interest"), and ten separate features of the estate are Grade II listed ("buildings of special architectural or historic interest"), including the Sphinx Gates and the Barn.[1] Temple Newsam House is one of Leeds Museums and Galleries sites.[2] It is also part of the research group, Yorkshire Country House Partnership.[3]
History
1066 to 1520
In the Domesday Book of 1086 the manor is listed as Neuhusam (meaning new houses) and was held by Ilbert de Lacy and his sons.[4] Before the Norman Conquest of 1066 it had been held by Dunstan and Glunier, Anglo-Saxon thanes.[4] In about 1155, Henry de Lacy gave it to the Knights Templar, who built Temple Newsam Preceptory on a site near the present house.[5] The Templars farmed the estate very efficiently, with 1100 animals.[6] In 1307 the Templars were suppressed, and Edward II granted the manor to Sir Robert Holland who held it until 1323 when he was deprived of his estates.[6] The Templars tried to retake the estate but they were forced to surrender and in 1327 it was granted to Mary de St Pol, the Countess of Pembroke, who held the manor for 50 years.[6] In 1377 by royal decree the estate reverted to Philip Darcy, 4th Baron Darcy de Knayth (1341–1398).[6] It then passed through several members of the Darcy family, until it was inherited by the 21-year old Thomas, Lord Darcy in 1488.[7] Between 1500 and 1520 a Tudor manor house, known as Temple Newsam House, was built on the site.[8] It has also been spelled "Newsham" in the past.[9]
An oil on panel painting by Hans Eworth of Henry Stuart and his brother Charles Stuart in a grand interior based on a print by Hans Vreedman de Vries
An oil on panel painting from 1563 by Hans Eworth of Henry Stuart and his brother Charles Stuart in a grand interior based on a print by Hans Vreedman de Vries which may reflect Temple Newsam's Great Chamber
1500 to 1650
In 1537 Thomas, Lord Darcy was executed for the part he played in the Pilgrimage of Grace and the property was seized by the Crown.[7] In 1544 Henry VIII gave it to his niece Lady Margaret Douglas (Countess of Lennox), and she lived there with her husband Matthew Stewart, 4th Earl of Lennox.[7] Their son Henry Stuart, Lord Darnley, who was born in the house in 1545 and educated there, married Mary, Queen of Scots, by whom he was the father of King James VI of Scotland and I of England.[10] A portrait of Henry and his brother was probably intended to represent the interior of Temple Newsam despite being based on a print of an ideal interior.[11] Following the marriage in 1565, Temple Newsam was seized by Queen Elizabeth I and was managed by an agent.[12]
In 1609 King James I, successor to Elizabeth, granted the estate to his Franco-Scottish second cousin Ludovic Stewart, 2nd Duke of Lennox (1574–1624), who was a favourite of the King and given many titles and estates, including farmland and coalmines in the local area.[13] Despite his opportunities, Ludovic was in constant debt and he mortgaged the estate in 1614 for the sum of £9,000 (around £860,000 in today's money).[14] In 1622 Lennox began the sale of the estate to Sir Arthur Ingram (c. 1565 – 1642), a Yorkshire-born London merchant, civil servant, investor in colonial ventures and arms dealer, for £12,000, which he paid in two instalments, the last in July 1624, after Lennox's death.[14] During the next 20 years the mansion was rebuilt, incorporating some of the previous house in the west wing.[8] The north and south wings were rebuilt and the east wing was demolished after a bad fire in 1635.[15] Arthur's son, also called Arthur, inherited the estate with its debts and continued the building and renovation work.[16] Six months after Charles I was beheaded in 1649, Arthur Ingram the younger was declared delinquent and he compounded his estates and retired to Temple Newsam.[17]
1650 to 1900
After the death of Arthur the younger's eldest son, Thomas, in 1660, Temple Newsam was inherited by Arthur's second son, Henry Ingram, 1st Viscount of Irvine (created a peer of Scotland as Baron Ingram and Viscount of Irvine in 1661 - although the family used the English form "Irwin").[18] In 1661, Henry married Lady Essex Montagu, daughter of Edward Montagu, 2nd Earl of Manchester, a favourite of Charles II.[18] The estate then passed through Henry's two sons and five grandsons, the last being Henry Ingram, 7th Viscount of Irvine.[18] The 4th Viscount brought back paintings from his Grand Tour of 1704-7.[19] Extant receipts from 1692 show women as well as men were employed to work the estate in haymaking.[20] In 1712, William Etty designed a new approach to the house, with a bridge and ponds.[21][22] In 1714, Temple Newsam was inherited by Rich Ingram, the 5th Viscount, and his wife Ann who spent a vast fortune furnishing the house and creating the East Avenue.[19] Between 1738 and 1746, Henry Ingram, 7th Viscount of Irvine remodelled the west and north wings of the house, creating new bedrooms and dressing rooms and the picture gallery.[23] A painting in Leeds City Art Gallery by Philippe Mercier of c. 1745 shows Henry and his wife standing in front of Temple Newsam House.[24]
A coloured engraving made in 1699 by J Kip after a drawing by Leonard Knyff showing an aerial view of the house and estate at Temple Newsam
1699 Engraving by J Kip after a drawing by Leonard Knyff
In the 1760s, Charles Ingram, 9th Viscount of Irvine, employed Capability Brown to re-landscape the park on the insistence of his wife, Frances Shepheard, daughter of Samuel Shepheard.[25] Reflecting her interest in pastoral landscape design, Frances is depicted as a shepherdess in a portrait by Benjamin Wilson at Temple Newsam.[25] Both Frances and Charles were actively involved in the design and implementation.[26] Some aspects of Brown's plan depicted in paintings by James Chapman and Michael Angelo Rooker were never completed such as a large lake near the house.[26] Extant financial records show that in 1759 women as well as men were employed as garden labourers.[20] After Charles died in 1778, Frances rebuilt the south wing in 1796; she lived at Temple Newsam until her death in 1807.[27] Charles and Frances's eldest daughter Isabella Ingram, (Marchioness of Hertford) (d.1834) who inherited Temple Newsam, was the mistress of the Prince of Wales (later King George IV) from 1806 to 1819. In 1806, George visited Temple Newsam and presented Isabella with Chinese wallpaper, which she hung in the small Drawing Room next to the Great Hall in around 1820, embellished with cut out birds from Audubon's The Birds of America (now worth £7.5 million).[28] Lady Hertford inherited the house in 1807; after her husband died in 1822 she spent the season in London, and the rest of the time at Temple Newsam where she involved herself in charitable works including distributing food and clothing to the local people.[29] She allowed the servants to hold an annual supper and ball at Temple Newsam.[29] Reports of poachers were made during 1826 and 1827.[30] During the last years of Isabella's life, the canal, railway and roads encroached on the estate as well as coal mining; and she dealt with the companies setting these up.[29] In 1820 the novelist Sir Walter Scott published Ivanhoe featuring a Templar preceptory named Temple Stowe, believed to have been modelled on Temple Newsam; the name is preserved in local road names such as Templestowe Crescent.[31] At her death in 1834, Isabella left Temple Newsam to her widowed sister, Frances Ingram Shepheard, wife of Lord William Gordon, who died in 1841.[32]
Temple Newsam House from Morris's Country Seats (1880)
In 1841 the estate was inherited by Hugo Charles Meynell Ingram (d. 1869), son of Elizabeth Ingram, sister of Frances Ingram (Lady Gordon), who made no alterations to the estate.[33] In 1868, the Prince of Wales stayed at Temple Newsam during his visit to Leeds to open the Fine Art Exhibition in the New Infirmary; temporary triumphal arches were erected on the estate.[34] Following Hugo Charles's death, his son Hugo Meynell-Ingram (d.1871) inherited Temple Newsam; two years later, at his death, his wife Emily Meynell Ingram (d.1904) inherited the estate.[33] Emily spent a large part of her widowhood at Temple Newsam; she developed it considerably by replacing the sash windows and remodelling the dining room, great staircase and Lord Darnley's room.[33] Emily bequeathed Temple Newsam to her nephew Edward Wood, 1st Earl of Halifax.[8]
20th century
In 1909, 610 acres (2.5 km2) of the estate at Knostrop were compulsorily purchased by Leeds Corporation to build a sewage plant.[35] During the First World War (1914–17) the south wing of the house was turned into a hospital by Edward Wood and his wife Dorothy. Edward Wood fought in France as part of the Yorkshire Hussars, whilst Dorothy oversaw the running of the hospital as part of the Mayors War Committee.[36] In 1922 Edward Wood sold the park and house to Leeds Corporation for a nominal sum, placing covenants over them to ensure their preservation for the future.[35]
On 19 October 1923, Temple Newsam was opened to the public along with a golf course.[37] In the Derby Daily Telegraph newspaper, Temple Newsam was compared to Hampton Court.[37] Despite many people visiting the house and using the golf course, the Corporation lost money during the first decade mostly due to poor farming practices.[37] In July 1932, the Great Yorkshire Show was held at Temple Newsam and was a great success.[37] Preparations for war were made as early as April 1939, and in August, small items were being packed up for storage.[37] In September 1939, Temple Newsam was closed to the public and items were moved there for storage from Leeds City Art Gallery.[37] It was decided that objects would be displayed, and the house was officially reopened in November 1939, when it was again likened to Hampton Court in the press.[37]
Architecture
Photograph of entrance porch of Temple Newsam House, Leeds, showing at top the word 'FATHER', below a mullioned window, below a raised portico with coat of arms above a doorway flanked by two Ionic columns on each side.
Entrance Porch 17th century
Photograph of the west front of Temple Newsam
Centre of Temple Newsam west front
Remains of the early 16th century house were retained in the new building, including the brickwork and bay windows in the centre of the west front.[38] The plan of the new house was a conservative E-shape.[38] The Long Gallery and entrance hall in the south wing followed Elizabethan and early Jacobean styles.[38] The entrance porch has Classical columns but they are of Flemish design, rather than following correct Italian design.[38] There are Tudor doorways and timberwork in the cellars, which are largely Tudor in date.[39] Tudor features have also been discovered beneath later layers of decoration, including Lord Darcy's crest scratched into the plaster in the Blue Damask room.[40] An inventory of 1565 indicates that the hall, great chamber (later the dining room), gallery and chapel (later the kitchen) were probably where they are now.[40] There is a Tudor doorway in the north wing which was probably the entrance to the original chapel.[41]
In the 17th century, the south and north wings were rebuilt and the east wing demolished, replaced by a low wall with an arched gateway, giving the house a fashionable 'half-H' appearance.[39] It is possible that the man who made plans for the alteration was Bernard Dinninghof of York.[41] There is also some resemblance to designs by Inigo Jones.[42] Round the top of the house, letters appear in a balustrade, declaring the piety and loyalty of Sir Arthur Ingram: 'ALL GLORY AND PRAISE BE GIVEN TO GOD THE FATHER THE SON AND HOLY GHOST ON HIGH PEACE ON EARTH GOOD WILL TOWARDS MEN HONOUR AND TRUE ALLEGIANCE TO OUR GRACIOUS KING LOVING AFFECTION AMONGST HIS SUBJECTS HEALTH AND PLENTY BE WITHIN THIS HOUSE.'[38] The chapel in the north wing retains some 17th century features, such as armorial stained glass, probably by Henry Gyles and a carved wooden pulpit by Thomas Ventris, made around 1636, with geometric patterns, pilasters and friezes.[38] The walls had panels of Old Testament figures, painted by John Carleton.[38] An inventory dated 1667 records that the House had 66 rooms and 11 outhouses.[39] An engraving by Kip and Knyff dated 1699 is an accurate representation of the house, showing the varying height of the house and some buildings that were later demolished, including the arched gateway flanked by two small lodges and a detached garden building dating from the mid 1670s.[23]
Photograph of stone and brick Sphinx gate piers at Temple Newsam, c. 1760 by Lancelot Brown based on designs published by Lord Burlington in 1738 and used at Chiswick
Sphinx gate piers, c. 1760
Photograph of the mid-18th century stable block at Temple Newsam showing the pediment
Stable Block at Temple Newsam, added by Henry, 7th Lord Irwin
In 1718, the steward of Temple Newsam suggested an underground service passage to link the north and south wings to the 5th Viscount, who agreed.[43] This tunnel linked the original kitchens in the south wing to the rest of the house.[44] In 1738, Henry, 7th Viscount Irwin wrote to his mother describing the neglected state of the house with windows coming away and cracked brickwork.[23] The house was almost entirely remodelled by Henry.[38] He wanted to follow Palladian design and used craftsmen from York to do so.[45] He widened the gallery, improved the ceiling and windows and created additional rooms.[23] The gallery, completed around 1746, has fine Rococo carvings with overmantle paintings of classical scenes by Antonio Joli.[19] There are also elaborate gilded Rococo ornamental candle holders.[19] The gallery ceiling has detailed stucco work including a medallion of King George I.[19] The ceilings in the new Saloon and Library, made from the old Long Gallery, were decorated by Thomas Perritt and Joseph Rose.[45] The doorcases are elaborately carved, probably by Richard Fisher.[45] Two chimney pieces in the Saloon were based on designs by William Kent.[45] The distinctive sphinx gate piers by Lancelot Brown constructed in 1768 were based on designs published by Lord Burlington in 1738 and used at Chiswick.[45][1] The main rooms in the west wing were redecorated and the windows were replaced with sliding sash windows.[45] A large pedimented stable block was built to the north of the house, in 1742 and probably designed by Daniel Garratt, also in the Palladian style.[45][46] A painting by Mercier of around 1749, also shows a planned block to the south and a low wall connecting the north and south wings which were never completed.[23][21]
In 1796, Frances Shepheard employed a Mr Johnson to alter and reface the south wing in a style which tried to copy that of Sir Arthur Ingram's original house.[45] Her approach was a departure from the designs for the wing commissioned by her dead husband from John Carr and Robert Adam, as well as the landscaping by Capability Brown who was also consulted about rebuilding the south wing.[45] The wing was made two storeys high throughout with a suite of reception rooms on the ground floor with state bedchambers above.[27] In the 1790s, the kitchens were moved to the north wing and the original kitchen became a brushing room where servants brushed down nobles returning from hunting parties.[44]
At the end of the 19th century, Emily Meynell Ingram replaced the sash windows with stone mullions and leaded lights and rebuilt the north porch adding the Meynell Ingram coat of arms over the doorway.[27] She redecorated several rooms and had the great oak staircase installed.[27] The dining room, great staircase and Lord Darnley's room were remodelled in Elizabethan style.[33] In 1877, Emily converted the library at the east end of the gallery into a chapel.[47]
Coalmining on the estate
Estate records show the existence of coal pits in and around the park in the seventeenth century and Bell Wood to the south of the house would have had bell pits for coal extraction. A colliery at Halton village was leased to a number of different individuals from 1660 through to at least the 1790s. The leases generally required the leaseholder to supply coals to Temple Newsam house.[48]
In 1815, William Fenton, one of the 'Coal Kings' of Yorkshire,[49] began the sinking of a mine shaft on the estate at Thorpe Stapleton. The colliery was named Waterloo to commemorate the famous battle of that year.[50] Waterloo Colliery was operated as a royalty concession with contracted 'rents' for coal extracted going to the Temple Newsam landowner. Fenton also had a village built for his workers on land between the River Aire and the Aire and Calder navigation. The village was initially called Newmarket but then became Irwin Square on ordnance survey maps[51] and Ingram Place on census lists, but it was commonly simply known as Waterloo. The Yorkshire, Lancashire and England cricketer Albert Ward was born here in 1865. The village had two rows of cottages and a school building. It was connected to the colliery by a wooden footbridge over the river.[52] Deep coal mining on the estate ended with the closure of the Temple Pit of Waterloo Main Colliery in 1968.
Temple Newsam House
Opencast mining on the estate began in May 1942. Seven sites were exploited to the south of the house almost entirely destroying Capability Brown's landscape. One site reached within 330 feet (100 m) of the South Terrace. It continued at the Gamblethorpe site as far as Dawson's Wood, in full view of the house, until 1987.[53] No trace of the opencast remains now as the parkland was re-landscaped.
In 2019 there was a temporary exhibition about coal mining at Temple Newsam which was called 'Blot on the Landscape'.[54]
House and estate today
The house and estate are owned by Leeds City Council and open to the public. The house has undergone substantial restoration to its exterior. There is an established programme of restoring rooms back to known previous configurations, reversing the numerous intrusive installations and modifications that took place during the building's "art museum" phase.
The wider estate is made up of woods (the second largest part of the Forest of Leeds).[55] There are sporting facilities for football, golf, running, cycling, horse-riding and orienteering. There is an innovative children's playground opened in 2011 which caters for both disabled and able-bodied children.[56] Pegasus Wood, to the south of the house, commemorates veterans of the Normandy Landing at Pegasus Bridge in 1944.[57]
Photograph of brick barn at the Home Farm, Temple Newsam
Great Barn, Home Farm, Temple Newsam
The Home Farm, open to the public, has a barn built in 1694 and is the largest working rare breeds farm in Europe, and only one of 16 nationally approved by the Rare Breeds Survival Trust. Breeds include Gloucester, Kerry, Irish Moiled, Red Poll, White Park, British White, Beef Shorthorn, Vaynol and Belted Galloway cattle; Kerry Hill; Whitefaced Woodland and Portland sheep, and Golden Guernsey goats.[58] The farm was targeted by arsonists twice in 2011 with damage caused to buildings, and some animals killed.[59]
There are extensive gardens, with a celebrated rhododendron walk and six national plant collections: Aster novi-belgii (Michaelmas daisies), Phlox paniculata, Delphinium elatum (Cultivars), Solenostemon scutellarioides (sys. Coleus blumei), Primula auricula and Chrysanthemum (Charm and Cascade cultivars).[60] Within the Walled Garden there are 800 yards of herbaceous borders.[61]
Collections
There are substantial holdings of fine and decorative art which are designated by the Department of Culture, Media and Sport (DCMS) as being of national significance.[62]
Of most significant historical and cultural interest is the Chippendale Society collection of Chippendale works that are on permanent loan.[63] In his book "Britain's Best Museums and Galleries", Mark Fisher (a former DCMS minister) gave the museum an excellent review. When interviewed on Front Row, Radio 4, November 2004 Fisher placed Temple Newsam House in the top three non-national museums in the country, along with Birmingham's Barber Institute and the Dulwich Picture Gallery.[64]
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
Croome Court is a mid 18th century Neo-Palladian mansion surrounded by an extensive landscaped parkland at Croome D'Abitot, near Pershore in south Worcestershire. The mansion and park were designed by Lancelot "Capability" Brown for George Coventry, 6th Earl of Coventry, and was Brown's first landscape design and first major architectural project. Some of the internal rooms of the mansion were designed by Robert Adam.
The mansion house is owned by Croome Heritage Trust, and is leased to the National Trust who operate it, along with the surrounding parkland, as a tourist attraction. The National Trust own the surrounding parkland, which is also open to the public.
Stuxnet: The Computer Code Which Crippled Iran's Nuclear Capability
BY ED BARNES AP
In the 20th century, this would have been a job for James Bond.
... for some of my scientist friends ... is this possible? (It's a long read, so if you start out bored, it probably won't get any better.)
The mission: Infiltrate the highly advanced, securely guarded enemy headquarters where scientists in the clutches of an evil master are secretly building a weapon that can destroy the world. Then render that weapon harmless and escape undetected.
But in the 21st century, Bond doesn't get the call. Instead, the job is handled by a suave and very sophisticated secret computer worm, a jumble of code called Stuxnet, which in the last year has not only crippled Iran's nuclear program but has caused a major rethinking of computer security around the globe.
Intelligence agencies, computer security companies and the nuclear industry have been trying to analyze the worm since it was discovered in June by a Belarus-based company that was doing business in Iran. And what they've all found, says Sean McGurk, the Homeland Security Department's acting director of national cyber security and communications integration, is a “game changer.”
The construction of the worm was so advanced, it was “like the arrival of an F-35 into a World War I battlefield,” says Ralph Langner, the computer expert who was the first to sound the alarm about Stuxnet. Others have called it the first “weaponized” computer virus.
Simply put, Stuxnet is an incredibly advanced, undetectable computer worm that took years to construct and was designed to jump from computer to computer until it found the specific, protected control system that it aimed to destroy: Iran’s nuclear enrichment program.
The target was seemingly impenetrable; for security reasons, it lay several stories underground and was not connected to the World Wide Web. And that meant Stuxnet had to act as sort of a computer cruise missile: As it made its passage through a set of unconnected computers, it had to grow and adapt to security measures and other changes until it reached one that could bring it into the nuclear facility.
When it ultimately found its target, it would have to secretly manipulate it until it was so compromised it ceased normal functions.
And finally, after the job was done, the worm would have to destroy itself without leaving a trace.
That is what we are learning happened at Iran's nuclear facilities -- both at Natanz, which houses the centrifuge arrays used for processing uranium into nuclear fuel, and, to a lesser extent, at Bushehr, Iran's nuclear power plant.
At Natanz, for almost 17 months, Stuxnet quietly worked its way into the system and targeted a specific component -- the frequency converters made by the German equipment manufacturer Siemens that regulated the speed of the spinning centrifuges used to create nuclear fuel. The worm then took control of the speed at which the centrifuges spun, making them turn so fast in a quick burst that they would be damaged but not destroyed. And at the same time, the worm masked that change in speed from being discovered at the centrifuges' control panel.
At Bushehr, meanwhile, a second secret set of codes, which Langner called “digital warheads,” targeted the Russian-built power plant's massive steam turbine.
Here's how it worked, according to experts who have examined the worm:
--The nuclear facility in Iran runs an “air gap” security system, meaning it has no connections to the Web, making it secure from outside penetration. Stuxnet was designed and sent into the area around Iran's Natanz nuclear power plant -- just how may never be known -- to infect a number of computers on the assumption that someone working in the plant would take work home on a flash drive, acquire the worm and then bring it back to the plant.
--Once the worm was inside the plant, the next step was to get the computer system there to trust it and allow it into the system. That was accomplished because the worm contained a “digital certificate” stolen from JMicron, a large company in an industrial park in Taiwan. (When the worm was later discovered it quickly replaced the original digital certificate with another certificate, also stolen from another company, Realtek, a few doors down in the same industrial park in Taiwan.)
--Once allowed entry, the worm contained four “Zero Day” elements in its first target, the Windows 7 operating system that controlled the overall operation of the plant. Zero Day elements are rare and extremely valuable vulnerabilities in a computer system that can be exploited only once. Two of the vulnerabilities were known, but the other two had never been discovered. Experts say no hacker would waste Zero Days in that manner.
--After penetrating the Windows operating system, the code then targeted the siemens operating system that controlled the plant. Once that was in its grip it then took over the “frequency converters” that ran the centrifuges. To do that it used specifications from the manufacturers of the converters. One was Vacon, a Finnish Company, and the other Fararo Paya, an Iranian company. What surprises experts at this step is that the Iranian company was so secret that not even the IAEA knew about it.
--The worm also knew that the complex control system that ran the centrifuges was built by Siemens, the German manufacturer, and -- remarkably -- how that system worked as well and how to mask its activities from it.
--Masking itself from the plant's security and other systems, the worm then ordered the centrifuges to rotate extremely fast, and then to slow down precipitously. This damaged the converter, the centrifuges and the bearings, and it corrupted the uranium in the tubes. It also left Iranian nuclear engineers wondering what was wrong, as computer checks showed no malfunctions in the operating system.
Estimates are that this went on for more than a year, leaving the Iranian program in chaos. And as it did, the worm grew and adapted throughout the system. As new worms entered the system, they would meet and adapt and become increasingly sophisticated.
During this time the worms reported back to two mysterious servers that had to be run by intelligence agencies, one in Denmark and one in Malaysia. The servers monitored the worms as they infiltrated Natanz. Efforts to find those servers since then have yielded no results.
This went on until June of last year, when a Belarusan company working on the Iranian power plant in Beshehr discovered it in one of its machines. It quickly put out a notice on a Web network monitored by computer security experts around the world. Ordinarily these experts would immediately begin tracing the worm and dissecting it, looking for clues about its origin and other details.
But that didn’t happen, because within minutes all the alert sites came under attack and were inoperative for 24 hours.
“I had to use e-mail to send notices but I couldn’t reach everyone. Whoever made the worm had a full day to eliminate all traces of the worm that might lead us them,” Eric Byres, a computer security expert who has examined the Stuxnet. “No hacker could have done that.”
Experts, including inspectors from the International Atomic Energy Agency(IAEA,) say that, despite Iran's claims to the contrary, the worm was successful in its goal: causing confusion among Iran’s nuclear engineers and disabling their nuclear program.
Because of the secrecy surrounding the Iranian program, no one can be certain of the full extent of the damage. But sources inside Iran and elsewhere say that the Iranian centrifuge program has been operating far below its capacity and that the uranium enrichment program had “stagnated” during the time the worm penetrated the underground facility. Only 4,000 of the 9,000 centrifuges Iran was known to have were put into use. Some suspect that is because of the critical need to replace ones that were damaged.
And the limited number of those in use dwindled to an estimated 3,700 as problems engulfed their operation. IAEA inspectors say the sabotage better explains the slowness of the program, which they had earlier attributed to poor equipment manufacturing and management problems. As Iranians struggled with the setbacks, they began searching for signs of sabotage. From inside Iran there have been unconfirmed reports that the head of the plant was fired shortly after the worm wended its way into the system and began creating technical problems, and that some scientists who were suspected of espionage disappeared or were executed. And counter intelligence agents began monitoring all communications between scientists at the site, creating a climate of fear and paranoia.
Iran has adamantly stated that its nuclear program has not been hit by the bug. But in doing so it has backhandedly confirmed that its nuclear facilities were compromised. When Hamid Alipour, head of the nation’s Information Technology Company, announced in September that 30,000 Iranian computers had been hit by the worm but the nuclear facilities were safe, he added that among those hit were the personal computers of the scientists at the nuclear facilities. Experts say that Natanz and Bushehr could not have escaped the worm if it was in their engineers’ computers.
“We brought it into our lab to study it and even with precautions it spread everywhere at incredible speed,” Byres said.
“The worm was designed not to destroy the plants but to make them ineffective. By changing the rotation speeds, the bearings quickly wear out and the equipment has to be replaced and repaired. The speed changes also impact the quality of the uranium processed in the centrifuges creating technical problems that make the plant ineffective,” he explained.
In other words the worm was designed to allow the Iranian program to continue but never succeed, and never to know why.
One additional impact that can be attributed to the worm, according to David Albright of the Institute for Science and International Studies, is that “the lives of the scientists working in the facility have become a living hell because of counter-intelligence agents brought into the plant” to battle the breach. Ironically, even after its discovery, the worm has succeeded in slowing down Iran's reputed effort to build an atomic weapon. And Langer says that the efforts by the Iranians to cleanse Stuxnet from their system “will probably take another year to complete,” and during that time the plant will not be able to function anywhere normally.
But as the extent of the worm’s capabilities is being understood, its genius and complexity has created another perplexing question: Who did it?
Speculation on the worm’s origin initially focused on hackers or even companies trying to disrupt competitors. But as engineers tore apart the virus they learned not only the depth of the code, its complex targeting mechanism, (despite infecting more than 100,000 computers it has only done damage at Natanz,) the enormous amount of work that went into it—Microsoft estimated that it consumed 10,000 man days of labor-- and about what the worm knew, the clues narrowed the number of players that have the capabilities to create it to a handful.
security expert wrote.
Byres is more certain. “It is a military weapon,” he said.
And much of what the worm “knew” could only have come from a consortium of Western intelligence agencies, experts who have examined the code now believe.
Originally, all eyes turned toward Israel’s intelligence agencies. Engineers examining the worm found “clues” that hinted at Israel’s involvement. In one case they found the word “Myrtus” embedded in the code and argued that it was a reference to Esther, the biblical figure who saved the ancient Jewish state from the Persians. But computer experts say "Myrtus" is more likely a common reference to “My RTUS,” or remote terminal units.
Langer argues that no single Western intelligence agency had the skills to pull this off alone. The most likely answer, he says, is that a consortium of intelligence agencies worked together to build the cyber bomb. And he says the most likely confederates are the United States, because it has the technical skills to make the virus, Germany, because reverse-engineering Siemen’s product would have taken years without it, and Russia, because of its familiarity with both the Iranian nuclear plant and Siemen’s systems.
There is one clue that was left in the code that may tell us all we need to know.
Embedded in different section of the code is another common computer language reference, but this one is misspelled. Instead of saying “DEADFOOT,” a term stolen from pilots meaning a failed engine, this one reads “DEADFOO7.”
Yes, OO7 has returned -- as a computer worm.
Stuxnet. Shaken, not stirred
The Citroën 2CV (French: "deux chevaux" i.e. "deux chevaux-vapeur" (lit. "two steam horses", "two tax horsepower") is an air-cooled front-engine, front-wheel-drive economy car introduced at the 1948 Paris Mondial de l'Automobile and manufactured by Citroën for model years 1948–1990.
Conceived by Citroën Vice-President Pierre Boulanger to help motorise the large number of farmers still using horses and carts in 1930s France, the 2CV has a combination of innovative engineering and utilitarian, straightforward metal bodywork — initially corrugated for added strength without added weight. The 2CV featured low cost; simplicity of overall maintenance; an easily serviced air-cooled engine (originally offering 9 hp); low fuel consumption; and an extremely long-travel suspension offering a soft ride and light off-road capability. Often called "an umbrella on wheels", the fixed-profile convertible bodywork featured a full-width, canvas, roll-back sunroof, which accommodated oversized loads and until 1955 reached almost to the car's rear bumper.
Manufactured in France between 1948 and 1989 (and in Portugal from 1989 to 1990), over 3.8 million 2CVs were produced, along with over 1.2 million small 2CV-based delivery vans known as Fourgonnettes. Citroën ultimately offered several mechanically identical variants including the Ami (over 1.8 million); the Dyane (over 1.4 million); the Acadiane (over 250,000); and the Mehari (over 140,000). In total, Citroën manufactured almost 7 million 2CV variants.
A 1953 technical review in Autocar described "the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford". In 2011, The Globe and Mail called it a "car like no other". The motoring writer L. J. K. Setright described the 2CV as "the most intelligent application of minimalism ever to succeed as a car", and a car of "remorseless rationality".]
HISTORY
DEVELOPMENT
In 1934, family-owned Michelin, being the largest creditor, took over the bankrupt Citroën company. The new management ordered a new market survey, conducted by Jacques Duclos. France at that time had a large rural population which could not yet afford cars; Citroën used the survey results to prepare a design brief for a low-priced, rugged "umbrella on four wheels" that would enable four people to transport 50 kg of farm goods to market at 50 km/h, if necessary across muddy, unpaved roads. In fuel economy, the car would use no more than 3 l/100 km (95 mpg-imp). One design requirement was that the customer be able to drive eggs across a freshly ploughed field without breaking them.
In 1936, Pierre-Jules Boulanger, vice-president of Citroën and chief of engineering and design, sent the brief to his design team at the engineering department. The TPV (Toute Petite Voiture — "Very Small Car") was to be developed in secrecy at Michelin facilities at Clermont-Ferrand and at Citroën in Paris, by the design team who had created the Traction Avant.
Boulanger was closely involved with all decisions relating to the TPV, and was determined to reduce the weight to targets that his engineers thought impossible. He set up a department to weigh every component and then redesign it, to make it lighter while still doing its job.
Boulanger placed engineer André Lefèbvre in charge of the TPV project. Lefèbvre had designed and raced Grand Prix cars; his speciality was chassis design and he was particularly interested in maintaining contact between tyres and the road surface.
The first prototypes were bare chassis with rudimentary controls, seating and roof; test drivers wore leather flying suits, of the type used in contemporary open biplanes. By the end of 1937 20 TPV experimental prototypes had been built and tested. The prototypes had only one headlight, all that was required by French law at the time. At the end of 1937 Pierre Michelin was killed in a car crash; Boulanger became president of Citroën.
By 1939 the TPV was deemed ready, after 47 technically different and incrementally improved experimental prototypes had been built and tested. These prototypes used aluminium and magnesium parts and had water-cooled flat twin engines with front-wheel drive. The seats were hammocks hung from the roof by wires. The suspension system, designed by Alphonse Forceau, used front leading arms and rear trailing arms, connected to eight torsion bars beneath the rear seat: a bar for the front axle, one for the rear axle, an intermediate bar for each side, and an overload bar for each side. The front axle was connected to its torsion bars by cable. The overload bar came into play when the car had three people on board, two in the front and one in the rear, to support the extra load of a fourth passenger and fifty kilograms of luggage.
In mid-1939 a pilot run of 250 cars was produced and on 28 August 1939 the car received approval for the French market. Brochures were printed and preparations made to present the car, renamed the Citroën 2CV, at the forthcoming Paris Motor Show in October 1939.
WORLD WAR II
On 3 September 1939, France declared war on Germany following that country's invasion of Poland. An atmosphere of impending disaster led to the cancellation of the 1939 motor show less than a month before it was scheduled to open. The launch of the 2CV was abandoned.
During the German occupation of France in World War II Boulanger personally refused to collaborate with German authorities to the point where the Gestapo listed him as an "enemy of the Reich", under constant threat of arrest and deportation to Germany.
Michelin (Citroën's main shareholder) and Citroën managers decided to hide the TPV project from the Nazis, fearing some military application as in the case of the future Volkswagen Beetle, manufactured during the war as the military Kübelwagen. Several TPVs were buried at secret locations; one was disguised as a pickup, the others were destroyed, and Boulanger spent the next six years thinking about further improvements. Until 1994, when three TPVs were discovered in a barn, it was believed that only two prototypes had survived. As of 2003 there were five known TPVs.
By 1941, after an increase in aluminium prices of forty percent, an internal report at Citroën showed that producing the TPV post-war would not be economically viable, given the projected further increasing cost of aluminium. Boulanger decided to redesign the car to use mostly steel with flat panels, instead of aluminium. The Nazis had attempted to loot Citroën's press tools; this was frustrated after Boulanger got the French Resistance to re-label the rail cars containing them in the Paris marshalling yard. They ended up all over Europe, and Citroën was by no means sure they would all be returned after the war. In early 1944 Boulanger made the decision to abandon the water-cooled two-cylinder engine developed for the car and installed in the 1939 versions. Walter Becchia was now briefed to design an air-cooled unit, still of two cylinders, and still of 375 cc. Becchia was also supposed to design a three-speed gearbox, but managed to design a four-speed for the same space at little extra cost. At this time small French cars like the Renault Juvaquatre and Peugeot 202 usually featured three-speed transmissions, as did Citroën's own mid-size Traction Avant - but the 1936 Italian Fiat 500 "Topolino" "people's car" did have a four-speed gearbox. Becchia persuaded Boulanger that the fourth gear was an overdrive. The increased number of gear ratios also helped to pull the extra weight of changing from light alloys to steel for the body and chassis. Other changes included seats with tubular steel frames with rubber band springing and a restyling of the body by the Italian Flaminio Bertoni. Also, in 1944 the first studies of the Citroën hydro-pneumatic suspension were conducted using the TPV/2CV.
The development and production of what was to become the 2CV was also delayed by the incoming 1944 Socialist French government, after the liberation by the Allies from the Germans. The five-year "Plan Pons" to rationalise car production and husband scarce resources, named after economist and former French motor industry executive Paul-Marie Pons, only allowed Citroën the upper middle range of the car market, with the Traction Avant. The French government allocated the economy car market, US Marshall Plan aid, US production equipment and supplies of steel, to newly nationalised Renault to produce their Renault 4CV. The "Plan Pons" came to an end in 1949. Postwar French roads were very different from pre-war ones. Horse-drawn vehicles had re-appeared in large numbers. The few internal combustion-engined vehicles present often ran on town gas stored in gasbags on roofs or wood/charcoal gas from gasifiers on trailers. Only one hundred thousand of the two million pre-war cars were still on the road. The time was known as "Les années grises" or "the grey years" in France.
PRODUCTION
Citroën unveiled the car at the Paris Salon on 7 October 1948. The car on display was nearly identical to the 2CV type A that would be sold the next year, but it lacked an electric starter, the addition of which was decided the day before the opening of the Salon, replacing the pull cord starter. The canvas roof could be rolled completely open. The Type A had one stop light, and was only available in grey. The fuel level was checked with a dip stick/measuring rod, and the speedometer was attached to the windscreen pillar. The only other instrument was an ammeter.In 1949 the first delivered 2CV type A was 375 cc, 9 hp, with a 65 km/h top speed, only one tail light and windscreen wiper with speed shaft drive; the wiper speed was dependent on the driving speed. The car was heavily criticised by the motoring press and became the butt of French comedians for a short while. One American motoring journalist quipped, "Does it come with a can opener?" The British Autocar correspondent wrote that the 2CV "is the work of a designer who has kissed the lash of austerity with almost masochistic fervour".
Despite critics, Citroën was flooded with customer orders at the show. The car had a great impact on the lives of the low-income segment of the population in France. The 2CV was a commercial success: within months of it going on sale, there was a three-year waiting list, which soon increased to five years. At the time a second-hand 2CV was more expensive than a new one because the buyer did not have to wait. Production was increased from 876 units in 1949 to 6,196 units in 1950.
Grudging respect began to emanate from the international press: towards the end of 1951 the opinion appeared in Germany's recently launched Auto, Motor und Sport magazine that, despite its "ugliness and primitiveness" ("Häßlichkeit und Primitivität"), the 2CV was a "highly interesting" ("hochinteressantes") car.
In 1950, Pierre-Jules Boulanger was killed in a car crash on the main road from Clermont-Ferrand (the home of Michelin) to Paris.
In 1951 the 2CV received an ignition lock and a lockable driver's door. Production reached 100 cars a week. By the end of 1951 production totalled 16,288. Citroën introduced the 2CV Fourgonnette van. The "Weekend" version of the van had collapsible, removable rear seating and rear side windows, enabling a tradesman to use it as a family vehicle on the weekend as well as for business in the week.
By 1952, production had reached more than 21,000 with export markets earning foreign currency taking precedence. Boulanger's policy, which continued after his death, was: "Priority is given to those who have to travel by car because of their work, and for whom ordinary cars are too expensive to buy." Cars were sold preferentially to country vets, doctors, midwives, priests and small farmers. In 1954 the speedometer got a light for night driving. In 1955 the 2CV side repeaters were added above and behind the rear doors. It was now also available with 425 cc (AZ), 12.5 hp and a top speed of 80 km/h. In 1957 a heating and ventilation system was installed. The colour of the steering wheel changed from black to grey. The mirrors and the rear window were enlarged. The bonnet was decorated with a longitudinal strip of aluminium (AZL). In September 1957, the model AZLP (P for porte de malle, "boot lid"), appeared with a boot lid panel; previously the soft top had to be opened at the bottom to get to the boot. In 1958 a Belgian Citroën plant produced a higher quality version of the car (AZL3). It had a third side window, not available in the normal version, and improved details.
In 1960 the production of the 375 cc engine ended. The corrugated metal bonnet was replaced by a 5-rib glossy cover.
The 2 CV 4 × 4 2CV Sahara appeared in December 1960. This had an additional engine-transmission unit in the rear, mounted the other way around and driving the rear wheels. For the second engine there was a separate push-button starter and choke. With a gear stick between the front seats, both transmissions were operated simultaneously. For the two engines, there were separate petrol tanks under the front seats. The filler neck sat in the front doors. Both engines (and hence axles) could be operated independently. The spare wheel was mounted on the bonnet. 693 were produced until 1968 and one more in 1971. Many were used by the Swiss Post as a delivery vehicle. Today they are highly collectable.
From the mid-1950s economy car competition had increased — internationally in the form of the 1957 Fiat 500 and 1955 Fiat 600, and 1959 Austin Mini. By 1952, Germany produced a price-competitive car - the Messerschmitt KR175, followed in 1955 by the Isetta - these were microcars, not complete four-door cars like the 2CV. On the French home market, from 1961, the small Simca 1000 using licensed Fiat technology, and the larger Renault 4 hatchback had become available. The R4 was the biggest threat to the 2CV, eventually outselling it.
1960s
In 1960 the corrugated Citroën H Van style "ripple bonnet" of convex swages was replaced (except for the Sahara), with one using six larger concave swages and looked similar until the end of production. The 2CV had suicide doors in front from 1948 to 1964, replaced with front hinged doors from 1965 to 1990.
In 1961 Citroën launched a new model based on the 2CV chassis, with a 4-door sedan body, and a reverse rake rear window: the Citroën Ami. In 1962 the engine power was increased to 14 hp and top speed to 85 km/h. A sun roof was installed. In 1963 the engine power was increased to 16 hp. An electric wiper motor replaced the drive on the speedo. The ammeter was replaced by a charging indicator light. The speedometer was moved from the window frame into the dash. Instead of a dip stick/measuring rod, a fuel gauge was introduced.
Director of publicity Claude Puech came up with humorous and inventive marketing campaigns. Robert Delpire of the Delpire Agency was responsible for the brochures. Ad copy came from Jacques Wolgensinger Director of PR at Citroën. Wolgensinger was responsible for the youth orientated "Raids", 2CV Cross, rallies, the use of "Tin-Tin", and the slogan "More than just a car — a way of life". A range of colours was introduced, starting with Glacier Blue in 1959, then yellow in 1960. In the 1960s 2CV production caught up with demand. In 1966 the 2CV got a third side window. From September 1966 a Belgian-produced variant was sold in Germany with the 602 cc engine and 21 hp Ami6, the 3 CV (AZAM6). This version was only sold until 1968 in some export markets.
In 1967 Citroën launched a new model based on the 2CV chassis, with an updated but still utilitarian body, with a hatchback (a hatchback kit was available from Citroën dealers for the 2CV, and aftermarket kits are available) that boosted practicality: the Citroën Dyane. The exterior is more modern and distinguished by the recessed lights in the fenders and bodywork. Between 1967 and 1983 about 1.4 million were built. This was in response to competition by the Renault 4. The Dyane was originally planned as an upmarket version of the 2CV and was supposed to supersede it, but ultimately the 2CV outlived the Dyane by seven years. Citroën also developed the Méhari off-roader.
From 1961, the car was offered, at extra cost, with the flat-2 engine size increased to 602 cc, although for many years the smaller 425 cc engine continued to be available in France and export markets where engine size determined car tax levels. This was replaced by an updated 435 cc engine in 1968.
1970s
In 1970 the car gained rear light units from the Citroën Ami 6, and also standardised a third side window in the rear pillar on 2CV6 (602 cc) models. From 1970, only two series were produced: the 2CV 4 (AZKB) with 435 cc and the 2CV 6 (Azka) with 602 cc displacement. All 2CVs from this date can run on unleaded fuel. 1970s cars featured rectangular headlights, except the Spécial model. In 1971 the front bench seat was replaced with two individual seats. In 1972 2CVs were fitted with standard three-point seat belts. In 1973 new seat covers, a padded single-spoke steering wheel and ashtrays were introduced.
The highest annual production was in 1974. Sales of the 2CV were reinvigorated by the 1974 oil crisis. The 2CV after this time became as much a youth lifestyle statement as a basic functional form of transport. This renewed popularity was encouraged by the Citroën "Raid" intercontinental endurance rallies of the 1970s where customers could participate by buying a new 2CV, fitted with a "P.O." kit (Pays d'Outre-mer — overseas countries), to cope with thousands of miles of very poor or off-road routes.
1970: Paris–Kabul: 1,300 young people, 500 2CVs, 16,500 km to Afghanistan and back.
1971: Paris–Persepolis: 500 2CVs 13,500 km to Iran and back.
1973: Raid Afrique, 60 2CVs 8000 km from Abidjan to Tunis, the Atlantic capital of Ivory Coast through the Sahara, (the Ténéré desert section was unmapped and had previously been barred to cars), to the Mediterranean capital of Tunisia.
The Paris to Persepolis rally was the most famous. The Citroën "2CV Cross" circuit/off-road races were very popular in Europe.
Because of new emission standards, in 1975 power was reduced from 28 hp to 25 hp. The round headlights were replaced by square ones, adjustable in height. A new plastic grille was fitted.
In July 1975, a base model called the 2CV Spécial was introduced with the 435 cc engine. Between 1975 and 1990 under the name of AZKB "2CV Spécial" a drastically reduced trim basic version was sold, at first only in yellow. The small, square speedometer (which dates back to the Traction Avant), and the narrow rear bumper was installed. Citroën removed the third side window, the ashtray, and virtually all trim from the car. It also had the earlier round headlights. From the 1978 Paris Motor Show the Spécial regained third side windows, and was available in red and white; beginning in mid-1979 the 602 cc engine was installed. In June 1981 the Spécial E arrived; this model had a standard centrifugal clutch and particularly low urban fuel consumption.
1980s
In 1981 a yellow 2CV6 was driven by James Bond (Roger Moore) in the 1981 film For Your Eyes Only. The car in the film was fitted with the flat-4 engine from a Citroën GS which more than doubled the power. In one scene the ultra light 2CV tips over and is quickly righted by hand. Citroën launched a special edition 2CV "007" to coincide with the film; it was fitted with the standard engine and painted yellow with "007" on the front doors and fake bullet hole stickers.
In 1982 all 2CV models got inboard front disc brakes.
In 1988, production ended in France after 40 years but continued at the Mangualde plant in Portugal. This lasted until 1990, when production of the 2CV ended. The 2CV outlasted the Visa, another of the cars which might have been expected to replace it, and was produced for four years after the start of Citroën AX production.
Portuguese-built cars, especially those from when production was winding down, have a reputation in the UK for being much less well made and more prone to corrosion than those made in France. According to Citroën, the Portuguese plant was more up-to-date than the one in Levallois near Paris, and Portuguese 2CV manufacturing was to higher quality standards.
As of October 2016, 3,025 remained in service in the UK.
SPECIAL EDITION SALOON MODELS
The special edition models began with the 1976 SPOT model and continued in the with the 1980 Charleston, inspired by Art-Deco two colour styles 1920s Citroën model colour schemes. In 1981 the 007 arrived. In 1983 the 2CV Beachcomber arrived in the United Kingdom; it was known as "France 3" in France or "Transat" in other continental European markets — Citroën sponsored the French America's Cup yacht entry of that year. In 1985 the two-coloured Dolly appeared, using the "Spécial" model's basic trim rather than the slightly better-appointed "Club" as was the case with the other special editions. In 1986 there was the Cocorico. This means "cock-a-doodle-doo" and tied in with France's entry in the 1986 World Cup. "Le Coq Gaulois" or Gallic rooster is an unofficial national symbol of France. In 1987 came the Bamboo, followed by the 1988 Perrier in association with the mineral water company.
The Charleston, having been presented in October 1980 as a one-season "special edition" was incorporated into the regular range in July 1981 in response to its "extraordinary success". By changing the carburetor to achieve 29 hp a top speed of 115 km/h was achieved. Other changes were a new rear-view mirror and inboard disc brakes at the front wheels. In the 1980s there was a range of four full models:
Spécial
Dolly (an improved version of the Spécial)
Club (discontinued in the early 1980s)
Charleston (an improved version of the Club)
In Germany and Switzerland a special edition called, "I Fly Bleifrei" — "I Fly Lead Free" was launched in 1986, that could use unleaded, instead of then normal leaded petrol and super unleaded. It was introduced mainly because of stricter emissions standards. In 1987 it was replaced by the "Sausss-duck" special edition.
EXPORT MARKETS
The 2CV was originally sold in France and some European markets, and went on to enjoy strong sales in Asia, South America, and Africa. During the post-war years Citroën was very focused on the home market, which had some unusual quirks, like puissance fiscale. The management of Michelin was supportive of Citroën up to a point, and with a suspension designed to use Michelin's new radial tyres the Citroën cars clearly demonstrated their superiority over their competitors' tyres. But they were not prepared to initiate the investment needed for the 2CV (or the Citroën DS for that matter) to truly compete on the global stage. Citroën was always under-capitalised until the 1970s Peugeot takeover. The 2CV sold 8,830,679 vehicles; the Volkswagen Beetle, which was available worldwide, sold 21 million units.
CONSTRUCTION
The level of technology in the 1948 2CV was remarkable for the era. While colours and detail specifications were modified in the ensuing 42 years, the biggest mechanical change was the addition of front disc brakes (by then already fitted for several years in the mechanically similar Citroën Dyane 6), in October 1981 (for the 1982 model year). The reliability of the car was enhanced by the minimalist simplification of the designers, being air-cooled (with an oil cooler), it had no coolant, radiator, water pump or thermostat. It had no distributor either, just a contact breaker system. Except for the brakes, there were no hydraulic parts on original models; damping was by tuned mass dampers and friction dampers.
The 1948 car featured radial tyres, which had just been commercialised; front-wheel drive; rack and pinion steering mounted inside the front suspension cross-tube, away from a frontal impact; rear fender skirts (the suspension design allowed wheel changes without removing the skirts); bolt-on detachable front and rear wings; detachable doors, bonnet (and boot lid after 1960), by "slide out" P-profile sheet metal hinges; flap-up windows, as roll up windows were considered too heavy and expensive.; and detachable full length fabric sunroof and boot lid, for almost pickup-like load-carrying versatility. Ventilation in addition to the sunroof and front flap windows was provided by an opening flap under the windscreen. The car had load adjustable headlights and a heater (heaters were standardised on British economy cars in the 1960s).
BODY
The body was constructed of a dual H-frame platform chassis and aircraft-style tube framework, and a very thin steel shell that was bolted to the chassis. Because the original design brief called for a low speed car, little or no attention was paid to aerodynamics; the body had a drag coefficient of Cd=0.51, high by today's standards but typical for the era.
The 2CV used the fixed-profile convertible, where the doors and upper side elements of its bodywork remain fixed, while its fabric soft top can be opened. This reduces weight and lowers the centre of gravity, and allows the carrying of long or irregularly shaped items, but the key reason was that fabric was cheaper than steel which was in short supply and expensive after the war. The fixed-profile concept was quite popular in this period.
SUSPENSION
The suspension of the 2CV was very soft; a person could easily rock the car side to side dramatically. The swinging arm, fore-aft linked suspension system with inboard front brakes had a much smaller unsprung mass than existing coil spring or leaf spring designs. The design was modified by Marcel Chinon.
The system comprises two suspension cylinders mounted horizontally on each side of the platform chassis. Inside the cylinders are two springs, one for each wheel, mounted at each end of the cylinder. The springs are connected to the front leading swinging arm and rear trailing swinging arm, that act like bellcranks by pull rods (tie rods). These are connected to spring seating cups in the middle of the cylinder, each spring being compressed independently, against the ends of the cylinder. Each cylinder is mounted using an additional set of springs, originally made from steel, called "volute" springs, on later models made from rubber. These allow the front and rear suspension to interconnect. When the front wheel is deflected up over a bump, the front pull rod compresses the front spring inside the cylinder, against the front of the cylinder. This also compresses the front "volute" spring pulling the whole cylinder forwards. That action pulls the rear wheel down on the same side via the rear spring assembly and pull rod. When the rear wheel meets that bump a moment later, it does the same in reverse, keeping the car level front to rear. When both springs are compressed on one side when travelling around a bend, or front and rear wheels hit bumps simultaneously, the equal and opposite forces applied to the front and rear spring assemblies reduce the interconnection. It reduces pitching, which is a particular problem of soft car suspension.
The swinging arms are mounted with large bearings to "cross tubes" that run side to side across the chassis; combined with the effects of all-independent soft springing and excellent damping, keeps the road wheels in contact with the road surface and parallel to each other across the axles at high angles of body roll. A larger than conventional steering castor angle, ensures that the front wheels are closer to vertical than the rears, when cornering hard with a lot of body roll. The soft springing, long suspension travel and the use of leading and trailing arms means that as the body rolls during cornering the wheelbase on the inside of the corner increases while the wheelbase on the outside of the corner decreases. As the corning forces put more of the car's weight on the inside pair of wheels the wheelbase extends in proportion, keeping the car's weight balance and centre of grip constant. promoting excellent road holding. The other key factor in the quality of its road holding is the very low and forward centre of gravity, provided by the position of the engine and transmission.
The suspension also automatically accommodates differing payloads in the car- with four people and cargo on board the wheelbase increases by around 4 cm as the suspension deflects, and the castor angle of the front wheels increases by as much as 8 degrees thus ensuring that ride quality, handling and road holding are almost unaffected by the additional weight. On early cars friction dampers (like a dry version of a multi-plate clutch design) were fitted at the mountings of the front and rear swinging arms to the cross-tubes. Because the rear brakes were outboard, they had extra tuned mass dampers to damp wheel bounce from the extra unsprung mass. Later models had tuned mass dampers ("batteurs") at the front (because the leading arm had more inertia and "bump/thump" than the trailing arm), with hydraulic telescopic dampers / shock absorbers front and rear. The uprated hydraulic damping obviated the need for the rear inertia dampers. It was designed to be a comfortable ride by matching the frequencies encountered in human bipedal motion.
This suspension design ensured the road wheels followed ground contours underneath them closely, while insulating the vehicle from shocks, enabling the 2CV to be driven over a ploughed field without breaking any eggs, as its design brief required. More importantly it could comfortably and safely drive at reasonable speed, along the ill-maintained and war-damaged post-war French Routes Nationales. It was commonly driven "Pied au Plancher" — "foot to the floor" by their peasant owners.
FRONT-WHEEL DRIVE AND GEARBOX
Citroën had developed expertise with front-wheel drive due to the pioneering Traction Avant, which was the first mass-produced steel monocoque front-wheel-drive car in the world. The 2CV was originally equipped with a sliding splined joint, and twin Hookes type universal joints on its driveshafts; later models used constant velocity joints and a sliding splined joint.
The gearbox was a four-speed manual transmission, an advanced feature on an inexpensive car at the time. The gear stick came horizontally out of the dashboard with the handle curved upwards. It had a strange shift pattern: the first was back on the left, the second and third were inline, and the fourth (or the S) could be engaged only by turning the lever to the right from the third. Reverse was opposite first. The idea was to put the most used gears opposite each other — for parking, first and reverse; for normal driving, second and third. This layout was adopted from the H-van's three-speed gearbox.
OTHER
The windscreen wipers were powered by a purely mechanical system: a cable connected to the transmission; to reduce cost, this cable also powered the speedometer. The wipers' speed was therefore dependent on car speed. When the car was waiting at a crossroad, the wipers were not powered; thus, a handle under the speedometer allowed them to be operated by hand. From 1962, the wipers were powered by a single-speed electric motor. The car came with only a speedometer and an ammeter.
The 2CV design predates the invention of disc brake, so 1948–1981 cars have drum brakes on all four wheels. In October 1981, front disc brakes were fitted. Disc brake cars use green LHM fluid – a mineral oil – which is not compatible with standard glycol brake fluid.
ENGINES
The engine was designed by Walter Becchia and Lucien Gerard, with a nod to the classic BMW boxer motorcycle engine. It was an air-cooled, flat-twin, four-stroke, 375 cc engine with pushrod operated overhead valves and a hemispherical combustion chamber. The earliest model developed 9 PS (6.6 kW) DIN (6.5 kW). A 425 cc engine was introduced in 1955, followed in 1968 by a 602 cc one giving 28 bhp (21 kW) at 7000 rpm. With the 602 cc engine, the tax classification of the car changed so that it became a 3CV, but the name remained unchanged. A 435 cc engine was introduced at the same time to replace the 425 cc; the 435 cc engine car was named 2CV 4 while the 602 cc took the name 2CV 6 (a variant in Argentina took the name 3CV). The 602 cc engine evolved to the M28 33 bhp (25 kW) in 1970; this was the most powerful engine fitted to the 2CV. A new 602 cc giving 29 bhp (22 kW) at a slower 5,750 rpm was introduced in 1979. This engine was less powerful, and more efficient, allowing lower fuel consumption and better top speed, but decreased acceleration. All 2CVs with the M28 engine can run on unleaded petrol.
The 2CV used the wasted spark ignition system for simplicity and reliability and had only speed-controlled ignition timing, no vacuum advance taking account of engine load.
Unlike other air-cooled cars (such as the Volkswagen Beetle and the Fiat 500) the 2CV's engine had no thermostat valve in its oil system. The engine needed more time for oil to reach normal operating temperature in cold weather. All the oil passed through an oil cooler behind the fan and received the full cooling effect regardless of the ambient temperature. This removes the risk of overheating from a jammed thermostat that can afflict water- and air-cooled engines and the engine can withstand many hours of running under heavy load at high engine speeds even in hot weather. To prevent the engine running cool in cold weather (and to improve the output of the cabin heater) all 2CVs were supplied with a grille blind (canvas on early cars and a clip-on plastic item called a "muff" in the owner's handbook, on later ones) which blocked around half the aperture to reduce the flow of air to the engine.
The engine's design concentrated on the reduction of moving parts. The cooling fan and dynamo were built integrally with the one-piece crankshaft, removing the need for drive belts. The use of gaskets, seen as another potential weak point for failure and leaks, was also kept to a minimum. The cylinder heads are mated to the cylinder barrels by lapped joints with extremely fine tolerances, as are the two halves of the crankcase and other surface-to-surface joints.
As well as the close tolerances between parts, the engine's lack of gaskets was made possible by a unique crankcase ventilation system. On any 2-cylinder boxer engine such as the 2CV's, the volume of the crankcase reduces by the cubic capacity of the engine when the pistons move together. This, combined with the inevitable small amount of "leakage" of combustion gases past the pistons leads to a positive pressure in the crankcase which must be removed in the interests of engine efficiency and to prevent oil and gas leaks. The 2CV's engine has a combined engine "breather" and oil filler assembly which contains a series of rubber reed valves. These allow positive pressure to escape the crankcase (to the engine air intake to be recirculated) but close when the pressure in the crankcase drops as the pistons move apart. Because gases are expelled but not admitted this creates a slight vacuum in the crankcase so that any weak joint or failed seal causes air to be sucked in rather than allowing oil to leak out.
These design features made the 2CV engine highly reliable; test engines were run at full speed for 1000 hours at a time, equivalent to driving 80,000 km at full throttle. They also meant that the engine was "sealed for life" — for example, replacing the big-end bearings required specialised equipment to dismantle and reassemble the built-up crankshaft, and as this was often not available the entire crankshaft had to be replaced. The engine is very under-stressed and long-lived, so this is not a major issue.
If the starter motor or battery failed, the 2CV had the option of hand-cranking, the jack handle serving as starting handle through dogs on the front of the crankshaft at the centre of the fan. This feature, once universal on cars and still common in 1948 when the 2CV was introduced, was kept until the end of production in 1990.
PERFORMANCE
In relation to the 2CV's performance and acceleration, it was joked that it went "from 0–60 km/h in one day". The original 1948 model that produced 9 hp had a 0–40 time of 42.4 seconds and a top speed of 64 km/h, far below the speeds necessary for North American highways or the German Autobahns of the day. The top speed increased with engine size to 80 km/h in 1955, 84 km/h in 1962, 100 km/h in 1970, and 115 km/h in 1981.
The last evolution of the 2CV engine was the Citroën Visa flat-2, a 652 cc featuring electronic ignition. Citroën never sold this engine in the 2CV, but some enthusiasts have converted their 2CVs to 652 engines, or even transplanted Citroën GS or GSA flat-four engines and gearboxes.
In the mid-1980s Car magazine editor Steve Cropley ran and reported on a turbocharged 602 cc 2CV that was developed by engineer Richard Wilsher.
END OF PRODUCTION
The 2CV was produced for 42 years, the model finally succumbing to customer demands for speed, in which this ancient design had fallen significantly behind modern cars, and safety. Although the front of the chassis was designed to fold up, to form a crumple zone according to a 1984 Citroën brochure, in common with other small cars of its era its crashworhiness was very poor by modern standards. (The drive for improved safety in Europe happened from the 1990s onwards, and accelerated with the 1997 advent of Euro NCAP.) Its advanced underlying engineering was ignored or misunderstood by the public, being clothed in an anachronistic body. It was the butt of many a joke, especially by Jasper Carrott in the UK.
Citroën had attempted to replace the ultra-utilitarian 2CV several times (with the Dyane, Visa, and the AX). Its comically antiquated appearance became an advantage to the car, and it became a niche product which sold because it was different from anything else on sale. Because of its down-to-earth economy car style, it became popular with people who wanted to distance themselves from mainstream consumerism — "hippies" — and also with environmentalists.
Although not a replacement for the 2CV, the AX supermini, a conventional urban runabout, unremarkable apart from its exceptional lightness, seemed to address the car makers' requirements at the entry level in the early 1990s. Officially, the last 2CV, a Charleston, which was reserved for Mangualde's plant manager, rolled off the Portuguese production line on 27 July 1990, although five additional 2CV Spécials were produced afterwards.[citation needed]
In all a total of 3,867,932 2CVs were produced. Including the commercial versions of the 2CV, Dyane, Méhari, FAF, and Ami variants, the 2CV's underpinnings spawned 8,830,679 vehicles.
The 2CV was outlived by contemporaries such as the Mini (out of production in 2000), Volkswagen Beetle (2003), Renault 4 (1992), Volkswagen Type 2 (2013) and Hindustan Ambassador (originally a 1950s Morris Oxford), (2014).
CONTINUED POPULARITY
The Chrysler CCV or Composite Concept Vehicle developed in the mid-1990s is a concept car designed to illustrate new manufacturing methods suitable for developing countries. The car is a tall, roomy four-door sedan of small dimensions. The designers at Chrysler said they were inspired to create a modernised 2CV.
The company Sorevie of Lodève was building 2CVs until 2002. The cars were built from scratch using mostly new parts. But as the 2CV no longer complied with safety regulations, the cars were sold as second-hand cars using chassis and engine numbers from old 2CVs.
The long-running 2CV circuit racing series organized by The Classic 2CV Racing Club continues to be popular in the UK.
English nicknames include "Flying Dustbin", "Tin Snail", "Dolly", "Tortoise"
WIKIPEDIA
I saw this weed, which had vine-like capability, as it had wound its way around a supporting structure at the side of a road. That was interesting enough, but the fruit/seeds were even more so.
(See comments below) cfotos4fun-Russell believes that this is a wild Clematis. He's right. laurielabar found a photo of the plant, in this stage. It's Clematis terniflora. I thank her.
Larger sizes available. Isn't God a great artist?
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
A look around the inside of the house / hall.
Grand Staircase
Soldiers from the Tennessee National Guard's Regimental Support Squadron, 278th Armored Cavalry Regiment, perform sling load operations on Black Hawks from the Minnesota National Guard's 2-147 Assault Helicopter Battalion during an eXportable Combat Training Capability exercise at Fort Hood, Texas. Soldiers from 2-147 contributed to the aviation support for the XCTC exercise for the 278th ACR from the Tennessee National Guard as they prepare for an upcoming rotation to the National Training Center in 2018. (Minnesota National Guard photo by 1st Lt. Katherine Zins)
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
A look around the inside of the house / hall.
The Great Hall.
bust
Joyce Acton, wife of Sir Thomas Lucy I
18th century plaster bust
Location S10 (Staines), S12 (Dorking), S20 (Esher), S26 (Farnham), S29 (Woking), S34 (Horley), S35 (Banstead),
Crew x 4-6
Foam Capability B Class
Standard Operational inventory
Water capacity 2000L
Pump 2010 (200L/Min) @ 10 Bar pressure
Foam tank B class 60L
NAF flow rate 400L/Min
Equipment carried
Cab:
1 x Sharps Box
1 x Trigene Bottle
4 x BA Sets
2 x Wolflite – LED
1 x Nominal Role Board
1 x O/2 Cylinder
1 x Disposable Gloves (box)
4 x Handheld Radios
4 x Spare Batteries
1 x Vehicle Extinguisher
1 x Vehicle Accident Recording
1 x Main Scheme Radio (Airwave)
1 x Mobile Data Terminal
1 x Mobile Phone
6 x Conspicuity Jackets
1 x Surrey Atlas
1 x Symbol Seeker
1 x Haz/Chem Board (Plastic)
1 x Forms Folder
1 x Vehicle Log Book
1 x Vehicle Fuel Card
1 x Manual
1 x Thermal Image Camera
1 x ICS Wallet
1 Set of Keys
Box RADOS Meter & Dosimeter
1 Set of Disrobe Packs
Box Particulate Masks
5 x Life Jackets
1 x Digital Camera
1 x BA Set Impound Pack
1 x Blue Roll
Offside Rear – Top:
3 x Hose Reel Tubing – 19mm
1 x Ladder Gantry Operating Handle
1 x Basket Strainer
Offside Rear – Middle:
7 x Hose 70mm
Offside Rear – Bottom:
2 x Hose 45mm Flake (Red)
1 x Winding Handle
1 x Branch (Hand Controlled)
2 x Hose Ramps
1 x Short Length
1 x Suction Adaptor – 4010 only – 6” Male to 4” Female
1 x Suction Adaptor – 4010 only – 4” Male to 6” Female
1 x Collector Head 4” Suction
Offside Middle – Top:
4 x Salvage Sheets
2 x Light Duty Salvage Sheets
1 x 30m GP Line
1 x 15m GP Line
1 x Hearth Sheet
1 x BA Guide Line
1 x Rise Bag
Offside Middle – Middle:
1 x Chimney Bag
1 x BA Wipes
1 x Electrical Box
1 x Throw Line
1 x Guy Line
Offside Middle – Bottom:
1 x Fuel Can and Spout
2 x Buckets
1 x BA Box
1 x Smoke Detector Toolbox
1 x Radiation Box
1 x Working at Height Kit
Offside Front – Top:
1 x Hose inflation Kit
Offside Front – Middle:
2 x Gas Tight Suits
1 x GTS De-con Kit & ADSU
1 x Step Ladder
1 x Hearth Kit
Offside Front – Lower Middle:
2 pairs Back Packs
1 x EA Grab Pack
Offside Front – Bottom:
1 x LPP and PPV Fan
Pump Locker:
1 x BA Board
1 x BA Bag
1 x Driver’s Kit Bag
8 x Food Packs
24 x Bottled Water
1 x Gas Stove
2 x Gas Cylinder for stove
1 x Kettle
2 x Suction Wrenches
1 x Ladder Gantry Lock Release
1 x ‘A’ Foam Pick-up Tube – 40/10 pump only
1 x ‘B’ Foam Pick-up Tube
1 x Foam Probe – 40/10 pump only
1 x Blanking Cap
1 x Goose Neck
½ x Whale Pump Handles – 2 on 40/10 & 1 on 20/10
1 x Standpipe
1 x Key and Bar
Nearside Rear – Top:
3 x Hose Reel Tubing – 19mm
1 x Ladder Gantry Operating Handle
Nearside Rear – Middle:
2 x Space Lights
4 x Blue Flashing Beacons
4 x Hose 45mm – 40/10 – 4 x yellow 45 mm
Nearside Rear – Lower:
1 x Stortz Short Length (yellow) – 40/10 Pump Only
1 x Rewind Handle
1 x Hand Controlled Dividing Breech
1 x Branch (Hand Controlled)
1 x Elephant’s Foot Strainer
A quantity of Hose Suspend/Bandage/Washers
1 x CAFs Branch Male Coupling – 40/10 Pump Only
1 x Branch – Water Wall
1 x Male-McGregor Adaptor
3 x Hydrant Spindles
1 x ‘D1’ (Male-Roundthread) Adaptor
1 x Gantry Handle
2 x Foam Sleeves – 20/10 Pump Only
2 x Pit Cover Keys
Nearside Middle – Top:
6 x Road Cones
2 x Police Accident Signs
2 x Accident Signs tripods
2 x Tripod for BA Board & MDT
Nearside Middle – Middle:
4 x Air Lines in Bag – 2 x airbag + 1 x 5m & 1 x 10m
Nearside Middle – Bottom:
1 x Tool Box
5 x Tirfor Pins
1 x Tirfor Handle
1 x Strop
2 x Chains (Set)
2 x 1 x ‘D’ & 1 x Bow shackle
1 x Tirfor
1 x Tirfor Cable
1 x DP Extinguisher
1 x Barrier Tape (Box)
1 x Fire Blanket
Nearside Front – Top Front:
4 x JAFCO Handles
4 x JAFCO Beater Heads
2 x Wading Poles
Nearside Front – Top Rear:
1 x First Aid Bag
Nearside Front – Middle Front:
1 x JAFCO Squeegee
1 x JAFCO Broom
2 x FF Axes/Belt/Pouch
1 x Bolt Croppers
1 x Bow Saw & Spare Blade
1 x Large Axe
1 x Pick Axe Head & Handle
1 x JAFCO Pitchfork Head
1 x JAFCO Manure Drag Head
1 x JAFCO Ceiling Hook Head
1 x Airbag Restraint Set
Nearside Front – Middle Rear:
1 x Air Bag Controller with Regulator
1 x High Pressure Connector
1 x Low Pressure Connector
1 x Mobile Data Bracket
Nearside Front – Middle:
1 x Stabfast Set
1 x Sill support
4 x Step Blocks
2 x Step Blocks
2 x Weber Hose
2 x Hard Protection Shields
2 x Blocks & Wedges bags
Nearside Front – Lower:
1 x Weber Power Pack
1 x Weber Large Ram
1 x Weber Small Ram
1 x Weber Compact Cutter
1 x Weber Combination Tool
1 x Weber Dedicated cutter
Nearside Front – Lower Front:
2 x Ratchet Straps
1 x Sharps Cover Bag
1 x Sledgeammer
1 x Halligan Tool
1 x Spade
1 x Wrecker bar
1 x Winsaw
1 x Shovel
1 x Large Crowbar
1 Tool Box
Nearside Front – Lower Rear:
1 x 36v Dewalt Saw
2 x HP Airbags
Roof:
1 x 135 Ladder
1 x Triple Extension Ladder
1 x Roof Ladder
3 x 6” Hard Suction – 40/10 Pump Only
3 x 4” Hard Suction – 20/10 Pump Only
1 x LED Mast Light
Horley has a Scaffpack.
Argus 320 Thermal Image Camera(TIC):
Dimensions:
Height 203mm
Width 96mm
Depth 71mm
Camera weight 580g (21oz) without battery 755g (27oz)
Camera weight with standard battery 835g (29oz)
Battery type Lithium Iron Phosphate Rechargeable Battery
Battery dimensions
Standard batteryHigh capacity battery
Height 88mm88mm
Width 76mm76mm
Depth 27mm 35mm
Weight 175g (6 oz)255g (9oz)
Capacity 1100 mAh, 6.6V2500 mAh, 6.6V
Standard Battery life: in excess of 2hrs
High Capacity Battery Life: in excess of 5hrs
Charger dimensions
Height 167mm
Width 112mm
Depth 120mm
Weight 550g (19oz)
Standard Battery charge time: less than 2 hours
High Capacity, Battery charge time: less than 4.5 hours
Charger input voltage 11V – 30V DC (12V and 24V vehicle systems)
Start-up time: 5 seconds typical
The packing case contains the following items:
Camera with lanyard loops
Charger station
Quick Start Guide
Rechargeable battery packs x 2
USB lead
Retractable lanyard
Power Supply Kit:
Mains power supply
Set of interchangeable plugs
Vehicle power lead (12 V)
Pocket clip
Picatinny rail accessory with 2 mounting screws
Universal mounting plate for charger with 2 mounting screws
3mm hex key
2.5mm hex key
All Front Line Appliances (FLA) carry either an Argus 4 or an Argus 320 TIC.
Thermal Image Camera Argus 4 (TIC):
Dimensions:
Height 130mm
Width 185mm
Depth 185mm
Camera weight 1.3kg (2.8lb) without battery
Camera weight with battery 1.6kg (3.4lb)
Battery type Ni-MH Rechargeable Battery
Battery:
Battery charge time: 2 hours
High Capacity Battery charge time: less than 4.5 hours
Charger input voltage 11V – 30V DC (12V and 24V vehicle systems)
Start-up time: 5 seconds typical
The packing case contains the following items:
Camera with handle and side straps
2 x Rechargeable battery packs
Battery charger with mains leads
Battery charging shoe
Neck strap
User guide
Remote control
CD with customer software and datasheets
USB Data lead
All FLA carry either an Argus 4 or an Argus 320 TIC
Trauma Bag:
Trauma kit:
2 x Adult O2 Masks
2 x Child O2 Masks
1 x Adult Neb Mask
1 x Child Neb Mask
1 x Adult BVM – Disposable
1 x Child BVM – Disposable
1 x Guedel Airway – No 1
1 x Guedel Airway – No 2
1 x Guedel Airway – No 3
1 x Guedel Airway – No 4
1 x NP Airway – 6
1 x NP Airway – 7
3 x Water based sterile lubricating jelly 5gm sachet
1 x Suction Easy
2 x Disposable face shields
1 x Laerdal mask
1 x Laerdal valve
2 x Medical razors disposable
1 x Tough cut scissors
1 x Ring cutter
3 x Sterile x large dressing amb No 3
2 x Triangular bandage calico
1 x CAT Tourniquet
1 x Prometheus blast bandage
1 x Prometheus Olaes modular bandage (4 inch)
1 x Prometheus Russell chest seal
1 x Instant ice pack
1 x 120ml Water gel bottle
1 x water gel face mask
1 x Sterizar hand sanitiser (small bottle)
1 x Alcohol-free wipes (Clinicell Pack – 10)
5 x Clinicial waste disposal bags
1 x Disposable medical gloves (box) 6 pairs per bag Lg
10 x Saline solution pods 20ml
3 x Sterile x large dressings amb no 3
2 x Triangular bandage calico
1 x CAT Tourniquet
1 x Prometheus blast bandage
1 x Prometheus Olaes modular bandage (4 inch)
1 x Prometheus Russell chest seal
1 x Microporous tape 2.5cm x 10m
2 x Foil blankets
4 x Low adherent dressing pad 10cm x 10cm
4 x Eye pads
1 x Plasters (pack 20 assorted)
1 x Medi Wrap blanket
1 x O2 Cylinder and cover
1 x Ambu collar Adult
1 x Ambu collar Child
1 x Clingfilm roll
1 x Pen torch (pupil dilation)
25 x Patient Clinical Record (PCR) forms
1 x O2 Therapy log book
1 x Trauma rucksack – green
Defibrillator Inventory:
1 x Lifepak 1000 Defibrillator
2 x Disposable razors
1 x Tough cut scissors
2 x Disposable face masks
1 x Metronome
Croome Court is a mid 18th century Neo-Palladian mansion surrounded by an extensive landscaped parkland at Croome D'Abitot, near Pershore in south Worcestershire. The mansion and park were designed by Lancelot "Capability" Brown for George Coventry, 6th Earl of Coventry, and was Brown's first landscape design and first major architectural project. Some of the internal rooms of the mansion were designed by Robert Adam.
The mansion house is owned by Croome Heritage Trust, and is leased to the National Trust who operate it, along with the surrounding parkland, as a tourist attraction. The National Trust own the surrounding parkland, which is also open to the public.
Location[edit]
Croome Court is located near to Croome D'Abitot, in Worcestershire,[1] near Pirton, Worcestershire.[2] The wider estate was established on lands that were once part of the royal forest of Horewell.[3] Traces of these older landscapes, such as unimproved commons and ancient woodlands, can be found across the former Croome Estate.[4]
House[edit]
Croome Court South Portico
History[edit]
The foundations and core of Croome Court, including the central chimney stack structure, date back to the early 1640s.[5] Substantial changes to this early house were made by Gilbert Coventry, 4th Earl of Coventry.[6]
In 1751, George Coventry, the 6th Earl, inherited the estate, along with the existing Jacobean house. He commissioned Lancelot "Capability" Brown, with the assistance of Sanderson Miller, to redesign the house and estate.[7][1] It was Brown's "first flight into the realms of architecture" and a "rare example of his architectural work",[8] and it is an important and seminal work.[9] It was built between 1751 and 1752, and it and Hagley Hall are considered to be the finest examples of Neo-Palladian architecture in Worcestershire. Notable Neo-Palladian features incorporated into Croome Court include the plain exterior and the corner towers with pyramidal roofs (a feature first used by Inigo Jones in the design of Wilton House in Wiltshire).[1] Robert Adam worked on the interior of the building from 1760 onwards.[10]
The house has been visited by George III,[2][11] as well as Queen Victoria[7] during summers when she was a child, and George V (then Duke of York).[11]
A jam factory was built by the 9th Earl of Coventry, near to Pershore railway station, in about 1880, to provide a market for Vale of Evesham fruit growers in times of surplus. Although the Croome connection with jam making had ceased, during the First World War, the building was leased by the Croome Estate Trust to the Huddersfield Fruit Preserving Company as a pulping station.[12]
The First World War deeply affected Croome, with many local casualties, although the house was not requisitioned for the war effort. This is possibly because it was the home of the Lord Lieutenant of the County, who needed a residence for his many official engagements.[13]
During the Second World War Croome Court was requisitioned by the Ministry of Works and leased for a year to the Dutch Government as a possible refuge for Queen Wilhelmina of the Netherlands; to escape the Nazi occupation of the Netherlands. However, evidence shows that they stayed two weeks at the most, perhaps because of the noise and fear created by the proximity of Defford Aerodrome. They later emigrated to Canada.[14]
In 1948 the Croome Estate Trust sold the Court, along with 38 acres (15 ha) of land, to the Roman Catholic Archdiocese of Birmingham, and the mansion became St Joseph's Special School, which was run by nuns[15] from 1950[11] until 1979.[15]
The house was listed on 11 August 1952; it is currently Grade I listed.[10]
In 1979 the hall was taken over by the International Society for Krishna Consciousness (Hare Krishna movement), who used it as their UK headquarters and a training college[16] called Chaitanya College,[15] run by 25 members of the movement.[16] During their tenure they repainted the Dining Room.[17] In 1984 they had to leave the estate for financial reasons. They held a festival at the hall in 2011.[16]
From 1984 onwards various owners tried to use the property as a training centre; apartments; a restaurant and conference centre; and a hotel and golf course,[15] before once more becoming a private family home,[2][15] with outbuildings converted to private houses.[15]
The house was purchased by the Croome Heritage Trust, a registered charity,[18] in October 2007,[19] and it is now managed by the National Trust as a tourist attraction. It opened to the public in September 2009, at which point six of the rooms had restored, costing £400,000, including the Saloon. It was estimated that another £4 million[2][20] to £4.8 million would be needed to restore the entire building. Fundraising activities for the restoration included a 2011 raffle for a Morgan sports car organised by Lord and Lady Flight. After the restoration is complete, a 999-year lease on the building will be granted to the National Trust.[21] An oral history project to record recollections about Croome was funded by the Heritage Lottery Fund.[15] As of 2009, the service wing was empty and in need of substantial repair.[22]
Exterior[edit]
The mansion is faced with Bath stone,[7] limestone ashlar, and has both north and south facing fronts. It has a basement and two stories, with three stories in the end pavilions. A slate roof, with pyramid roofs over the corner towers, tops the building, along with three pair-linked chimneys along the axis of the house.[10]
Both fronts have 11 bays, split into three central sets of three each, and one additional bay each side. The north face has a pedimented centre, with two balustraded staircases leading to a Roman Doric doorcase. The south face has a projecting Ionic tetrastyle portico and Venetian windows. It has a broad staircase, with cast stone sphinxes on each side, leading to a south door topped with a cornice on consoles. The wings have modillion cornice and balustrade.[10]
A two-story L-shaped service wing is attached to the east side of the mansion. It is made of red brick and stone, with slate roofs.[10] It was designed by Capability Brown in 1751-2.[22] On the far side of the service wing, a wall connects it to a stable court.[10]
Interior[edit]
The interior of the house was designed partially by Capability Brown, with plasterwork by G. Vassalli, and partially by Robert Adam, with plasterwork by J. Rose Jr. It has a central spine corridor. A stone staircase, with iron balusters, is at the east end.[10]
The entrance hall is on the north side of the building, and has four fluted Doric columns, along with moulded doorcases. To the east of the entrance hall is the dining room, which has a plaster ceiling and cornice, while to the west is a billiard room, featuring fielded panelling, a plaster cornice, and a rococo fireplace. The three rooms were probably decorated around 1758-59 by Capability Brown.[10] The dining room was vibrantly repainted by the Hare Krishnas in the 1970s-80s.[17]
The central room on the south side is a saloon, probably by Brown and Vassalli. It has an elaborate ceiling, with three panels, deep coving, and a cornice, along with two Ionic fireplaces, and Palladian doorcases.[10] George III was entertained by George Coventry, the 6th Earl, in the house's Saloon.[2] A drawing room is to the west of the saloon, and features rococo plasterwork and a marble fireplace.[10]
To the east of the saloon is the Tapestry Room.[10] This was designed in 1763-71, based on a design by Robert Adam, and contained tapestries and furniture covers possibly designed by Jacques Germain Soufflot, and made by Manufacture Nationale des Gobelins.[23] Around 1902 the ninth Earl sold the tapestries and seating to a Parisian dealer. In 1949 the Samuel H. Kress Foundation purchased the ceiling, floor, mantlepiece, chair rails, doors and the door surrounds, which were donated to the Metropolitan Museum of Art, New York, in 1958. In 1959 the Kress Foundation also helped the Metropolitan Museum acquire the chair and sofa frames, which they recovered using the original tapestry seats.[7][23] A copy of the ceiling was installed in place of the original.[10] As of 2016, the room is displayed as it would have looked after the tapestries had been sold, with a jug and ewer on display as the only original decoration of the room that remains in it. The adjacent library room is used to explain what happened to the tapestry room;[17] the former library was designed by Adam, and was dismantled except for the marble fireplace.[10]
At the west side of the building is a long gallery,[10] which was designed by Robert Adam and installed between 1761 and 1766. It is the best preserved of the original interior (little of the rest has survived in situ).[1] It has an octagonal panelled ceiling, and plaster reliefs of griffins. A half-hexagonal bay faces the garden. The room also contains a marble caryatid fireplace designed by J Wilton.[10] As of 2016, modern sculptures are displayed in empty niches along the Long Gallery
wikipedia
Inside the gallery, most of the paintings feature gardens, real or imaginary, grand or modest. Also in Suffolk, but only at the planning stage, this is a small section of the plans Lancelot 'Capability' Brown drew up for Heveningham Hall in 1781. The whole plan was sketched on a vast length of paper – never mind the radical changes planned in horticulture and the use of water, just creating the design would have been a major task. In the event, Brown's client, Sir Gerard Vanneck died before it could come to fruition and only a small part was put in place.
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
A look around the inside of the house / hall.
Downstairs rooms.
The Library
Portrait of Queen Elizabeth I (King Charles I on the right).
fireplace
EU Dr of Military Planning and Concept Capability (DMPCC) visits Rwanda Security Forces HQs | Cabo Delgado, 15 February 2023
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
The house on this side houses the Victorian Kitchen, Servant's Hall Shop and Charlecote Pantry.
Seen from the West Park.
There are four main types of rockets: small lift, which can orbit payloads of up to 2,000 kilograms; medium lift, 2,000 to 20,000 kg; heavy lift, 20,000 to 50,000 kg; and super-heavy, anything above 50,000 kg.
“I think there is some concern at the large end of the launch market that, well, maybe there aren't that many providers. Maybe we are getting to the point we're a little too dependent on SpaceX. It would be nice to see some of these other companies make a little more progress, a little faster, and be cost-competitive,” Harrison said.
The Space Force does want a bigger pool for medium and heavy vehicles, Thompson said: “More is always better.”
Pentagon leaders have set up their next competition for satellite launches to usher new entrants into the heavy-lift market. In February, the Space Force announced that it would split the bidding for dozens of launches into two groups. “Lane 1” will include the “more risk tolerant” missions, “Lane 2” the more challenging and “critical” ones.
By separating a pool of easier missions to bid for, Thompson and other Space Force leaders aim to help emerging companies better compete against industry leaders like SpaceX and ULA.
“I think now, the way they have set it up with two assured providers and a lane for additional ones, we would love to have more and I think the strategy that is developed now allows for that and I think we would be excited to bring on more of those commercial providers,” the general said.
Stowe House Gardens, Buckingham. The Temple of Friendship. The temple was designed by Gibbs and built in 1739 as a meeting place for Lord Cobham and his friends. The façade was raised in about 1760 either to match in scale the remodelled Queen's Temple which it faces or to keep in scale with the trees on either side. The inside and the roof of the building were destroyed by fire, and it is now maintained as a ruin.
The Gardens were designed by Charles Bridgeman, William Kent and Capability Brown over a period from 1711 to 1751. They are now in the care of the National Trust.
Stowe, Buckinghamshire, England - Stowe Landscape Gardens
September 2021
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
A look around the inside of the house / hall.
Downstairs rooms.
Parlour
Clock
The house was built for George Byng, 1st Viscount Torrington in the 1720s and, after its grounds had been landscaped by Capability Brown in 1777, the building was remodelled by Henry Holland in 1777.
One of Lord Torrington's sons, John Byng (who was born here) also became an admiral but is best known for failing to relieve a besieged British garrison during the Battle of Minorca at the beginning of the Seven Years' War.
Upon return to Britain, Byng was court-martialled and found guilty of failing to "do his utmost" to prevent Minorca falling to the French.
He was sentenced to death and shot by a Royal Marine firing squad on the quarterdeck of HMS Monarch (ironically a ship that had been captured from the French) in harbour at Portsmouth on 14th March 1757. His body is buried in the village church.
The house was acquired from the Byng family by Samuel Whitbread, the famous brewer in 1795 and remains in the ownership of the Whitbread family.
en.wikipedia.org/wiki/Southill_Park
en.wikipedia.org/wiki/George_Byng,_1st_Viscount_Torrington
en.wikipedia.org/wiki/John_Byng
en.wikipedia.org/wiki/Samuel_Whitbread_(1720%E2%80%931796)
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
Seen from the courtyard beyond the Gatehouse (on the Main Drive).
Went straight into the house.
Coat of arms
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
The Imperial Japanese Army Air Force's fighter force, especially the Nakajima Ki-43, had been underestimated in its capability, numbers and the strategy of its commanders. Within a few months, Japanese forces had conquered vast areas of the Pacific and South East Asia. During these campaigns, the ill-prepared Allied air forces in the Pacific suffered devastating losses.
Because of political and cultural ties between the United Kingdom and Australia, British manufacturers were the main source of RAAF aircraft. However, the British aircraft industry had long been hard-pressed to meet the needs of the RAF. Although United States companies had enormous aircraft manufacturing capacity, their output was now intended first and foremost for US air units. Even if aircraft built overseas did become available, they would be shipped long distances in wartime conditions, with consequent delays and losses. As a consequence, CAC came into its own with the development of the Boomerang fighter, which was not operational before late 1942.
Following the outbreak of war with Japan, 51 Hurricane Mk IIs were sent as a stop-gap in crates to Singapore, with 24 pilots, the nucleus of five squadrons. They arrived on 3 January 1942, by which time the Allied fighter squadrons in Singapore, flying Brewster Buffalos, had been overwhelmed in the Malayan campaign. Even though the Hurricanes were a significant progress, they suffered in performance.
Because of inadequate early warning systems, Japanese air raids were able to destroy 30 Hurricanes on the ground in Sumatra, most of them in one raid on 7 February. After Japanese landings in Singapore, on 10 February, only 18 serviceable Hurricanes remained out of the original 99. After Java was invaded, some of the pilots were evacuated by sea to Australia. 31 Hurricane airframes, which had been on the wayby ship, not been assembled and lacked Merlin engines, were directed to Australia in the wake of events.
From these unfinished machines, the Hurricane Mk. VI was quickly devised: the airframes were mated with P&W Twin Wasp engines, which were produced under license at the CAC plant in Lidcombe, Sydney, for the RAAF's Boomerang and Bristol Beaufort. It was clear from the start that these Twin Wasp-powered machines would rather be stop-gaps and no true fighters, rather fighter bombers and more suited for the ground attack role. Hence, like the latest fighters at the time, planning for the Mk. VI included automatic cannons. As no such weapons were manufactured locally, a British-made Hispano-Suiza 20 mm which an Australian airman had collected as a souvenir in the Middle East was reverse engineered – and four of them replaced the eight and partly twelve 0.303 machine guns of the original Mk. IIB machines. Additionally, the pilot received extra armor plating, and the wings were reinforced for external ordnance.
The RAAF Mk. VI Hurricanes carried A60-02 through -32 registrations. As a side note, A60-01 was a single Hurricane Mk.I serialled V-7476. This aircraft served with No.2 and 3 Communications Flights RAAF and was used on occasion for experimental work at RAAF Base Laverton on the outskirts of Melbourne. The aircraft was scrapped in 1945.
The Hurricane Mk. VIs actively took part in Pacific operations with RAAF’s No. 4 Squadron and No. 5 Squadron, being joined by Boomerangs in early 1943. They were operated in New Guinea and during the Solomon Islands Campaign as well as the Borneo Campaign, mostly in the close support role and with marked success.
Flying in pairs (one to observe the ground, the other to observe the air around them), their tasks included bombing, strafing, close infantry support and artillery spotting. When attacking larger enemy formations, the Hurricanes often operated in conjunction with the smaller and much more agile Boomerang fighter. In this role, a Boomerang would get in close to confirm the identity of the target and mark it with a 20 lb (9 kg) smoke bomb with the "cooperating" Hurricane, Beaufort or Havoc delivering the major ordnance in a quick run and from a safer distance. The partnership between RAAF planes and Royal New Zealand Air Force Corsair fighter bombers during the Bougainville Campaign was said to be particularly effective.
The Australian Hurricane Mk. VIs soldiered on until early 1945, when they were finally retired. The Twin Wasp engines were used for spares, all airframes were scrapped, no plane survived the war.
General characteristics:
Crew: 1
Length: 32 ft 3 in (9.84 m)
Wingspan: 40 ft 0 in (12.19 m)
Height: 13 ft 1½ in (4.0 m)
Wing area: 257.5 ft² (23.92 m²)
Empty weight: 5,745 lb (2,605 kg)
Loaded weight: 7,670 lb (3,480 kg)
Max. takeoff weight: 8,710 lb (3,950 kg)
Maximum speed: 331 mph (531 km/h)
Range: 650 mi (1.045 km)
Service ceiling: 36,000 ft (10,970 m)
Rate of climb: 2,303 ft/min (11.7 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.15 hp/lb (0.25 kW/kg)
Engine: 1× Pratt & Whitney R-1830 Twin Wasp radial engine, 1,200 hp (895 kW)
Armament: 4× 20 mm (0.787 in) Hispano or CAC cannons; 2x 45-gallon (205 l) drop tanks or 2× 250 or 500 lb (110 or 230 kg) bombs
The kit and its assembly
The Hurricane Mk. VI is a whif, even though with little effort but a good story behind it. The original idea to mate a Hurricane with a radial engine came when I found a drawing of a Russian Hurricane, mated with a Schwezow ASch-82 engine. It looked… interesting. Not certain if this had been done for sure, but a great inspiration.
While browsing through the scrap heap I later found a Twin Wasp engine – that fueled the idea of a respective conversion. The Russian option was dead, but when I checked contemporary planes I came across the small Boomerang, and the historical facts were perfect for an obscure Australian Hurricane variant.
The rest was quickly done: the basic kit is a Hurricane Mk. IIC (Trop) from Hobby Boss, the Twin Wasp comes from a wrecked Matchbox PB4Y Privateer. The original Merlin was simply cut away and replaced by the "new" and relatively small radial engine. A surprisingly easy task, even though I had to widen the area in front of the cockpit by about 1mm to each side. With some putty and a new exhaust pipe with flame dampers, the surgical part was quickly done. A pilot was added, too, in order to distract from the rather bleak cockpit.
To make the plane look more interesting and suitable for a display on the ground, the flaps were lowered (scratch-built) and vertical and horizontal stabilizer were moved away from OOB neutral position. Additionally, the cooler under the fuselage was omitted, what creates together with the radial engine a very different side view. This "Aussie'cane" looks stout but disturbingly realistic, like a Boomerang’s big brother!
Only other changes/additions are a pilot figure and two wing hardpoints, holding bombs. The rest is OOB.
Painting
I have always been a fan of all-green RAAF WWII planes, so I chose such a simple livery. Inspiration came from real-life 4. Squadron Boomerangs, so I adopted the “QE” code and tried to mimic the overall look.
Interior surfaces were kept in Humbrol 78 ('Cockpit Green', dry-painted with light grey). The plane was painted with “Foilage Green” on all outer surfaces - a tone which seems to be heavily debated. Most sources claim FS 34092 (Humbrol 149) as a nowaday's replacement, but to me, this color is just too green and blue-ish. IMHO, “Foilage Green” has a rather yellow-ish hue - Humbrol 75 ("Bronze Green") would be better, if it wasn't too dark.
After some trials I settled for Humbrol 105 ("Army Green"). I think it is a sound compromise. It resembles FS 34096, but is (much) less grey-ish and offers that yellow hue I was looking for. Heavy weathering was done, esp. at the panel lines with dry-painted FS 34096 (Testors) and some panels "bleached" with Humbrol 86 ("Light live Green"). After deacls had been applied, some dry brushing with olive drab and light grey added to the worn and faded look, as well as flaked paint around the engine and the wings' leading egdes and soot stains at exhausts and guns. I wanted to emphasize the harsh climate conditions and duties of this fictional machine.
Only other colors are typical white quick recognition markings on tail and wings, painted with a mix of Humbrol 130 and 196 for a very light grey, with some white dry painting on th eleading edges.For a final clear coat, I used a matte varnish which still has a light gloss to it - “Foilage Green” and RAAF finishes were AFAIK supposed to be semi-matte and of higher quality that USAF paintjobs.
Markings come mostly from the scrap box. The RAAF insignia were taken from a Vultee Vengeance aftermarket sheet by Kanga Decals, which also provided the mid sea grey codes. The Australian registration numbers were improvised with single white letters from TL Modellbau decal sheets.
All in all I am happy with the result - a simple measure, a good story and even a very simple livery that allows room for imagination and painting effects. A nice lil' whif, the "Aussie'cane" Mk. VI.
FANAL 19 photo exercise. FANAL 19 is a French exercise designed to enhance the operational capability of the French Carrier Strike Group, Charles de Gaulle while providing realistic training to both the French and participating nations while strengthening interoperability and relationships.
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
A look around the inside of the house / hall.
Downstairs rooms.
Dining Room
stained glass window
Not long after the F-4C Phantom II entered USAF service in the early 1960s, the service issued a requirement for a heavy, all-missile equipped interceptor with variable-sweep wings and a top speed of nearly Mach 3. This requirement was soon cancelled, however, due to two events: the Vietnam War and the flight of the Soviet MiG-25 Foxbat. Over North Vietnam, the heavy, all-missile F-4 had found itself at a disadvantage against smaller, lighter, gun-equipped MiG-17s, while the new Foxbat was erroneously thought to be a generation ahead of anything then in American service, both agile and capable of Mach 3 performance.
The USAF changed its requirement to a lighter aircraft that would include an internal gun, with an emphasis on performance; it rejected a Grumman proposal for a land-based version of the F-14 Tomcat as being too heavy. The new F-X proposal did away with maintenance-intensive swing wings in favor of a more conventional, easier to repair and produce fighter with a high thrust-to-weight ratio and superb performance in the vertical, once more drawing on the Vietnam experience, where North Vietnamese fighters had performed poorly in vertical maneuvers. Almost as much emphasis was given to the F-X’s radar, which had to have look-down, shoot-down capability—another failure of American technology over Vietnam. McDonnell Douglas’ twin-tailed proposal won the F-X competition, despite being roughly the same weight as a F-4E Phantom II, and more expensive; demands for lighter and less expensive fighters as an alternative to this new YF-15 Eagle led to the development of the F-16 Fighting Falcon and F/A-18 Hornet.
The first F-15 flew in July 1972 and immediately exhibited superb flight characteristics: for its size, which was slightly larger than a F-4, it was very agile. The combination of powerful turbofan engines and thrust-to-weight ratio made the F-15 one of the first fighters to be able to accelerate in a climb, rather than lose speed. Like the F-4, it used a mix of conformal-fuselage mounted AIM-7 Sparrows and wing rail-mounted AIM-9 Sidewinders, but unlike the F-4, the F-15 was built from the start with an internal 20mm gatling cannon. From a fighter pilot’s standpoint, the best part of the F-15, aside from its phenomenal performance, was the bubbletop canopy, set forward from the wide fuselage, giving superb all-around visibility.
The cost of the F-15 was brought into question, especially after the defection of a MiG-25 pilot in 1975 revealed that the Foxbat was nowhere near as capable as originally thought, but this only led the USAF to go with a mix of the F-15 and the less expensive F-16, which would prove to be superb “stablemates” in the decades to come. F-15As entered USAF service in 1976. Almost immediately, the F-15A was supplemented and supplanted by the F-15C, which introduced improved avionics, engines, and radar; F-15As underwent the Multi-Stage Improvement Program (MSIP) beginning in 1983, which rendered them basically identical to F-15Cs, and the two types are indistinguishable externally. The F-15 was also developed into the F-15E Strike Eagle attack aircraft, described separately.
Though the F-15 was costly, the F-14 Tomcat was even more expensive, and so Israel chose the Eagle as the replacement for the Mirage III in 1978. Not long after the first Israel F-15As became operational, the Eagle scored its first kills over Syrian MiG-21s in 1979. This was to begin the F-15’s excellent combat record: during the 1982 Lebanon War, Israeli F-15s added 40 more kills over MiG-21s, MiG-23 Floggers, and MiG-25s; Saudi Arabia, which had received F-15s in 1981, added two Iranian F-4Es in 1984.
The F-15’s shining moment was during the First Gulf War with Iraq in 1991. Eagles had been among the first aircraft deployed to the Gulf region in what was, at the time, the longest deployment ever undertaken by fighters—a grueling 14-hour flight from Langely AFB, Virginia, to Dhahran, Saudi Arabia, soon after Saddam Hussein invaded Kuwait in August 1990. The Eagle fleet, which included Saudi F-15Cs, was added to during Operation Desert Shield; when Desert Storm was unleashed in January 1991, F-15s were in the vanguard, their target the Iraqi Air Force. Over the next six weeks, F-15s achieved air supremacy over Iraq, scoring 34 kills over mostly MiG-23s and MiG-29s, while the Saudis added two Mirage F.1s to the total. Four Yugoslavian MiG-29s fell to F-15 missiles in 1999, bringing the F-15’s tally to 105 kills to date during its career: in return, no F-15s have been lost in aerial combat.
The F-15 Eagle remains the backbone of the USAF’s fighter community, despite suffering from a shortage of parts in the late 1990s and increasing age. F-15s have been updated to carry the AIM-120 AMRAAM and AIM-9X, while Israeli F-15s carry a mix of the AMRAAM and the deadly Python IV helmet-guided missile. The F-22 Raptor was meant to wholly replace the F-15, but the cancellation of further F-22 production in 2010 has, as of this writing, left a gap between F-22s in service and F-15s needing to be replaced. As a result, the F-15C may remain in service as late as 2025, with about 70 being updated as “Legacy Eagles”—these aircraft are receiving the same AESA advanced radar as the F-22. Boeing (which absorbed McDonnell Douglas) has also offered an advanced variant of the F-15, the so-called “Silent Eagle” that incorporates features of the F-22 into the F-15E airframe, which is still in production. F-15s also continue to serve with Israel, Saudi Arabia, and Japan. Though getting aged by fighter standards, F-15s will be around for a long time to come.
79-0022 would become a famous F-15. Delivered to the USAF's 36th Tactical Fighter Wing at Bitburg in 1979, it flew with the 36th throughout most of the remaining years of the Cold War before being transferred to the 32nd TFS at Sosterberg, Netherlands sometime in the late 1980s. It was still with the 32nd when the squadron was deployed to Incirlik, Turkey as part of the buildup for Operation Desert Storm.
On January 28, 1991, Captain Donald Watrous was flying 79-0022 when two Iraqi MiG-23s made a run for Iran; Watrous was out of position, and the MiGs had a head start for the border. He could not catch up even at full speed, so he dropped his external tanks--a terrible idea at that speed! Both tanks dropped off the wings, then were caught in the slipstream. They were sent back up into the wings, puncturing one wing and tearing three feet off the wingtip of the other. Watrous had no idea the damage had occurred, and closed the distance. He then fired three AIM-7 Sparrows, none of which guided. With the MiG-23 at the Iranian border, he fired his fourth, which hit; the wreckage actually fell within Iran. Watrous returned to Incirlik, where he discovered the damage to his aircraft. 79-0022 was now a MiG killer, but the damage was such that it did not fly for the rest of the war.
79-0022 did return to the 32nd TFS, and when that squadron was deactivated with the end of the Cold War, it was reassigned to the 173rd Fighter Wing (Oregon ANG) at Klamath Falls. After 9/11, it received a "Let's Roll" badge. Retired in 2010, it was placed on display at AMARG's "Celebrity Row" as a MiG killer, where it would remain for seven years, awaiting its fate.
In 2017, General Bill "Tunes" Looney learned that 79-0022 was still in the Arizona desert, looking for a home. He was able to secure the aircraft for the Pueblo Weisbrod Museum, and it was trucked from Davis-Monthan to Pueblo a year later. It was completely restored to the way it looked when Looney flew the aircraft with the 36th TFW at Bitburg, and was dedicated later in 2018.
Pueblo Weisbrod has really come on strong with its restorations, and 79-0022 shows their work. It is camouflaged in "Mod Eagle"--slightly darker than the earlier Compass Ghost scheme--and configured with four AIM-9L Sidewinders, four AIM-7M Sparrows, and three external tanks (this would have been the same configuration Watrous was flying with in 1991). With intake covers and remove before flight tags on the missiles, 79-0022 looks the same as it would've on alert at Bitburg during the 1980s.
The University of Waterloo Robotics Team, from Ontario, Canada, prepares their robot for the 2014 NASA Centennial Challenges Sample Return Robot Challenge, Tuesday, June 10, 2014, at the Worcester Polytechnic Institute (WPI) in Worcester, Mass. The team from the University of Waterloo is one of eighteen teams competing for a $1.5 million NASA prize purse. Teams will be required to demonstrate autonomous robots that can locate and collect samples from a wide and varied terrain, operating without human control. The objective of this NASA-WPI Centennial Challenge is to encourage innovations in autonomous navigation and robotics technologies. Innovations stemming from the challenge may improve NASA's capability to explore a variety of destinations in space, as well as enhance the nation's robotic technology for use in industries and applications on Earth. Photo Credit: (NASA/Joel Kowsky)
Croome Court is a mid 18th century Neo-Palladian mansion surrounded by an extensive landscaped parkland at Croome D'Abitot, near Pershore in south Worcestershire. The mansion and park were designed by Lancelot "Capability" Brown for George Coventry, 6th Earl of Coventry, and was Brown's first landscape design and first major architectural project. Some of the internal rooms of the mansion were designed by Robert Adam.
The mansion house is owned by Croome Heritage Trust, and is leased to the National Trust who operate it, along with the surrounding parkland, as a tourist attraction. The National Trust own the surrounding parkland, which is also open to the public.
Location[edit]
Croome Court is located near to Croome D'Abitot, in Worcestershire,[1] near Pirton, Worcestershire.[2] The wider estate was established on lands that were once part of the royal forest of Horewell.[3] Traces of these older landscapes, such as unimproved commons and ancient woodlands, can be found across the former Croome Estate.[4]
House[edit]
Croome Court South Portico
History[edit]
The foundations and core of Croome Court, including the central chimney stack structure, date back to the early 1640s.[5] Substantial changes to this early house were made by Gilbert Coventry, 4th Earl of Coventry.[6]
In 1751, George Coventry, the 6th Earl, inherited the estate, along with the existing Jacobean house. He commissioned Lancelot "Capability" Brown, with the assistance of Sanderson Miller, to redesign the house and estate.[7][1] It was Brown's "first flight into the realms of architecture" and a "rare example of his architectural work",[8] and it is an important and seminal work.[9] It was built between 1751 and 1752, and it and Hagley Hall are considered to be the finest examples of Neo-Palladian architecture in Worcestershire. Notable Neo-Palladian features incorporated into Croome Court include the plain exterior and the corner towers with pyramidal roofs (a feature first used by Inigo Jones in the design of Wilton House in Wiltshire).[1] Robert Adam worked on the interior of the building from 1760 onwards.[10]
The house has been visited by George III,[2][11] as well as Queen Victoria[7] during summers when she was a child, and George V (then Duke of York).[11]
A jam factory was built by the 9th Earl of Coventry, near to Pershore railway station, in about 1880, to provide a market for Vale of Evesham fruit growers in times of surplus. Although the Croome connection with jam making had ceased, during the First World War, the building was leased by the Croome Estate Trust to the Huddersfield Fruit Preserving Company as a pulping station.[12]
The First World War deeply affected Croome, with many local casualties, although the house was not requisitioned for the war effort. This is possibly because it was the home of the Lord Lieutenant of the County, who needed a residence for his many official engagements.[13]
During the Second World War Croome Court was requisitioned by the Ministry of Works and leased for a year to the Dutch Government as a possible refuge for Queen Wilhelmina of the Netherlands; to escape the Nazi occupation of the Netherlands. However, evidence shows that they stayed two weeks at the most, perhaps because of the noise and fear created by the proximity of Defford Aerodrome. They later emigrated to Canada.[14]
In 1948 the Croome Estate Trust sold the Court, along with 38 acres (15 ha) of land, to the Roman Catholic Archdiocese of Birmingham, and the mansion became St Joseph's Special School, which was run by nuns[15] from 1950[11] until 1979.[15]
The house was listed on 11 August 1952; it is currently Grade I listed.[10]
In 1979 the hall was taken over by the International Society for Krishna Consciousness (Hare Krishna movement), who used it as their UK headquarters and a training college[16] called Chaitanya College,[15] run by 25 members of the movement.[16] During their tenure they repainted the Dining Room.[17] In 1984 they had to leave the estate for financial reasons. They held a festival at the hall in 2011.[16]
From 1984 onwards various owners tried to use the property as a training centre; apartments; a restaurant and conference centre; and a hotel and golf course,[15] before once more becoming a private family home,[2][15] with outbuildings converted to private houses.[15]
The house was purchased by the Croome Heritage Trust, a registered charity,[18] in October 2007,[19] and it is now managed by the National Trust as a tourist attraction. It opened to the public in September 2009, at which point six of the rooms had restored, costing £400,000, including the Saloon. It was estimated that another £4 million[2][20] to £4.8 million would be needed to restore the entire building. Fundraising activities for the restoration included a 2011 raffle for a Morgan sports car organised by Lord and Lady Flight. After the restoration is complete, a 999-year lease on the building will be granted to the National Trust.[21] An oral history project to record recollections about Croome was funded by the Heritage Lottery Fund.[15] As of 2009, the service wing was empty and in need of substantial repair.[22]
Exterior[edit]
The mansion is faced with Bath stone,[7] limestone ashlar, and has both north and south facing fronts. It has a basement and two stories, with three stories in the end pavilions. A slate roof, with pyramid roofs over the corner towers, tops the building, along with three pair-linked chimneys along the axis of the house.[10]
Both fronts have 11 bays, split into three central sets of three each, and one additional bay each side. The north face has a pedimented centre, with two balustraded staircases leading to a Roman Doric doorcase. The south face has a projecting Ionic tetrastyle portico and Venetian windows. It has a broad staircase, with cast stone sphinxes on each side, leading to a south door topped with a cornice on consoles. The wings have modillion cornice and balustrade.[10]
A two-story L-shaped service wing is attached to the east side of the mansion. It is made of red brick and stone, with slate roofs.[10] It was designed by Capability Brown in 1751-2.[22] On the far side of the service wing, a wall connects it to a stable court.[10]
Interior[edit]
The interior of the house was designed partially by Capability Brown, with plasterwork by G. Vassalli, and partially by Robert Adam, with plasterwork by J. Rose Jr. It has a central spine corridor. A stone staircase, with iron balusters, is at the east end.[10]
The entrance hall is on the north side of the building, and has four fluted Doric columns, along with moulded doorcases. To the east of the entrance hall is the dining room, which has a plaster ceiling and cornice, while to the west is a billiard room, featuring fielded panelling, a plaster cornice, and a rococo fireplace. The three rooms were probably decorated around 1758-59 by Capability Brown.[10] The dining room was vibrantly repainted by the Hare Krishnas in the 1970s-80s.[17]
The central room on the south side is a saloon, probably by Brown and Vassalli. It has an elaborate ceiling, with three panels, deep coving, and a cornice, along with two Ionic fireplaces, and Palladian doorcases.[10] George III was entertained by George Coventry, the 6th Earl, in the house's Saloon.[2] A drawing room is to the west of the saloon, and features rococo plasterwork and a marble fireplace.[10]
To the east of the saloon is the Tapestry Room.[10] This was designed in 1763-71, based on a design by Robert Adam, and contained tapestries and furniture covers possibly designed by Jacques Germain Soufflot, and made by Manufacture Nationale des Gobelins.[23] Around 1902 the ninth Earl sold the tapestries and seating to a Parisian dealer. In 1949 the Samuel H. Kress Foundation purchased the ceiling, floor, mantlepiece, chair rails, doors and the door surrounds, which were donated to the Metropolitan Museum of Art, New York, in 1958. In 1959 the Kress Foundation also helped the Metropolitan Museum acquire the chair and sofa frames, which they recovered using the original tapestry seats.[7][23] A copy of the ceiling was installed in place of the original.[10] As of 2016, the room is displayed as it would have looked after the tapestries had been sold, with a jug and ewer on display as the only original decoration of the room that remains in it. The adjacent library room is used to explain what happened to the tapestry room;[17] the former library was designed by Adam, and was dismantled except for the marble fireplace.[10]
At the west side of the building is a long gallery,[10] which was designed by Robert Adam and installed between 1761 and 1766. It is the best preserved of the original interior (little of the rest has survived in situ).[1] It has an octagonal panelled ceiling, and plaster reliefs of griffins. A half-hexagonal bay faces the garden. The room also contains a marble caryatid fireplace designed by J Wilton.[10] As of 2016, modern sculptures are displayed in empty niches along the Long Gallery
wikipedia
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
The house on this side houses the Victorian Kitchen, Servant's Hall Shop and Charlecote Pantry.
Union Jack Bunting and Earl Kitchener
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
Seen from the courtyard beyond the Gatehouse (on the Main Drive).
Went straight into the house.
The house on this side houses the Victorian Kitchen, Servant's Hall Shop and Charlecote Pantry.
Would visit those rooms later during the visit that afternoon.
PHILIPPINE SEA (Aug. 12, 2020) The forward-deployed amphibious assault ship USS America (LHA 6) conducts a replenishment at sea with the dry cargo and ammunition ship USNS Cesar Chavez (T-AKE 14). America, flagship of the America Expeditionary Strike Group, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Matthew Cavenaile)
A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
A look around the inside of the house / hall.
Downstairs rooms.
Billiards Room
An 18th century Grade 1 listed building. The grounds and gardens were the last works of the renowned landscape architect, Lancelot "Capability" Brown, between 1775 and his death in 1783. There is currently (2019) a major project to restore the walled garden to its 18th century splendour. Internally the central atrium dome is also badly in need of repair and will shorlly be carefully removed for the work to be carried out.
ANCHORAGE, Alaska (Jan. 10, 2019) - Paratroopers with Alpha Battery, 2nd Battalion, 377th Parachute Field Artillery Regiment, 4th Infantry Brigade Combat Team (Airborne), 25th Infantry Division, fire their M119 Howitzer certifying their capability to shoot accurately in a timely and safe manner at Joint Base Elmendorf-Richardson, Alaska. (Photo by Sgt. Alex Skripnichuk) 190110-A-DU810-415
** Interested in following U.S. Indo-Pacific Command? Engage and connect with us at www.facebook.com/indopacom | twitter.com/INDOPACOM |
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A visit to Charlecote Park for an afternoon visit to this National Trust property in Warwickshire. Near Stratford-upon-Avon. A deer park with a country house in the middle of it.
Charlecote Park (grid reference SP263564) is a grand 16th-century country house, surrounded by its own deer park, on the banks of the River Avon near Wellesbourne, about 4 miles (6 km) east of Stratford-upon-Avon and 5.5 miles (9 km) south of Warwick, Warwickshire, England. It has been administered by the National Trust since 1946 and is open to the public. It is a Grade I listed building.
The Lucy family owned the land since 1247. Charlecote Park was built in 1558 by Sir Thomas Lucy, and Queen Elizabeth I stayed in the room that is now the drawing room. Although the general outline of the Elizabethan house remains, nowadays it is in fact mostly Victorian. Successive generations of the Lucy family had modified Charlecote Park over the centuries, but in 1823, George Hammond Lucy (High Sheriff of Warwickshire in 1831) inherited the house and set about recreating the house in its original style.
Charlecote Park covers 185 acres (75 ha), backing on to the River Avon. William Shakespeare has been alleged to have poached rabbits and deer in the park as a young man and been brought before magistrates as a result.
From 1605 to 1640 the house was organised by Sir Thomas Lucy. He had twelve children with Lady Alice Lucy who ran the house after he died. She was known for her piety and distributing alms to the poor each Christmas. Her eldest three sons inherited the house in turn and it then fell to her grandchild Sir Davenport Lucy.
In the Tudor great hall, the 1680 painting Charlecote Park by Sir Godfrey Kneller, is said to be one of the earliest depictions of a black presence in the West Midlands (excluding Roman legionnaires). The painting, of Captain Thomas Lucy, shows a black boy in the background dressed in a blue livery coat and red stockings and wearing a gleaming, metal collar around his neck. The National Trust's Charlecote brochure describes the boy as a "black page boy". In 1735 a black child called Philip Lucy was baptised at Charlecote.
The lands immediately adjoining the house were further landscaped by Capability Brown in about 1760. This resulted in Charlecote becoming a hostelry destination for notable tourists to Stratford from the late 17th to mid-18th century, including Washington Irving (1818), Sir Walter Scott (1828) and Nathaniel Hawthorn (c 1850).
Charlecote was inherited in 1823 by George Hammond Lucy (d 1845), who married Mary Elizabeth Williams of Bodelwyddan Castle, from who's extensive diaries the current "behind the scenes of Victorian Charlecote" are based upon. GH Lucy's second son Henry inherited the estate from his elder brother in 1847. After the deaths of both Mary Elizabeth and Henry in 1890, the house was rented out by Henry's eldest daughter and heiress, Ada Christina (d 1943). She had married Sir Henry Ramsay-Fairfax, (d 1944), a line of the Fairfax Baronets, who on marriage assumed the name Fairfax-Lucy.
From this point onwards, the family began selling off parts of the outlying estate to fund their extensive lifestyle, and post-World War II in 1946, Sir Montgomerie Fairfax-Lucy, who had inherited the residual estate from his mother Ada, presented Charlecote to the National Trust in-lieu of death duties. Sir Montgomerie was succeeded in 1965 by his brother, Sir Brian, whose wife, Lady Alice, researched the history of Charlecote, and assisted the National Trust with the restoration of the house.
Charlecote Park House is a Grade I Listed Building
Listing Text
CHARLECOTE
SP2556 CHARLECOTE PARK
1901-1/10/19 Charlecote Park
06/02/52
(Formerly Listed as:
Charlecote Park House)
GV I
Formerly known as: Charlecote Hall.
Country house. Begun 1558; extended C19. Partly restored and
extended, including east range, 1829-34 by CS Smith;
north-east wing rebuilt and south wing extended 1847-67 by
John Gibson. For George and Mary Elizabeth Lucy.
MATERIALS: brick, that remaining from original building has
diapering in vitrified headers, but much has been replaced in
C19; ashlar dressings; tile roof with brick stacks with
octagonal ashlar shafts and caps.
PLAN: U-plan facing east, with later west range and south
wing.
EXTERIOR: east entrance front of 2 storeys with attic;
3-window range with long gabled projecting wings. Ashlar
plinth, continuous drip courses and coped gables with finials,
sections of strapwork balustrading between gables; quoins.
2-storey ashlar porch has round-headed entrance with flanking
pairs of Ionic pilasters and entablature, round-headed
entrance has panelled jambs, impost course and arch with lion
mask to key and 2 voussoirs, strapwork spandrels and stained
glass to fanlight over paired 4-panel doors; first floor has
Arms of Elizabeth I below projecting ovolo-moulded
cross-mullion window, with flanking pairs of Composite
detached columns; top balustrade with symmetrical balusters
supports Catherine wheel and heraldic beasts holding spears;
original diapered brick to returns.
3-light mullioned and transomed window to each floor to left,
that to first floor with strapwork apron. Large canted bay
window to right of 1:3:1 transomed lights with pierced
rosettes to parapet modelled on that to gatehouse (qv) and
flanked by cross-mullioned windows, all with moulded reveals
and small-paned sashes; C19 gables have 3-light
ovolo-mullioned windows with leaded glazing.
Wings similar, with 2 gables to 5-window inner returns,
ovolo-moulded cross-mullioned windows. Wing to south has much
diaper brickwork and stair window with strapwork apron.
East gable ends have 2-storey canted bay windows dated 1852 to
strapwork panels with Lucy Arms between 1:3:1-light transomed
windows; 3-light attic windows, that to north has patch of
reconstructed diaper brickwork to left.
Octagonal stair turrets to outer angles with 2-light windows,
top entablatures and ogival caps with wind vanes, that to
south mostly original, that to north with round-headed
entrance with enriched key block over studded plank door.
North side has turret to each end, that to west is wholly C19;
3 gables with external stacks with clustered shafts between;
cross-mullioned windows and 3-light transomed stair window on
strapwork apron; 2-light single-chamfered mullioned windows to
turrets.
Single-storey east range of blue brick has 2 bay windows with
octagonal pinnacles with pepper-pot finials and arcaded
balustrades over 1:4:1-light transomed windows; central panel
with Lucy Arms in strapwork setting has date 1833; coped
parapet with 3 gables with lights; returns similar with
3-light transomed windows.
Range behind has 3 renewed central gables and 2 lateral stacks
each with 6 shafts; gable to each end, that to south over
Tudor-arched verandah with arcaded balustrade to central arch
and above, entrance behind arch to left with half-glazed door,
blocked arch to right; first floor with cross-mullioned window
and blocked window, turret to right is wholly C19. South
return has cross-mullioned window to each floor and external
stack with clustered shafts.
South-west wing of 2 storeys; west side is a 7-window range;
recessed block to north end has window to each floor, the next
4 windows between octagonal pinnacles; gabled end breaks
forward under gable with turret to angle; rosette balustrade;
stacks have diagonal brick shafts, gable has lozenge with Lucy
Arms impaling Williams Arms (for Mary Elizabeth Lucy).
Cross-mullioned windows, but 2 southern ground-floor windows
are 3-light and transomed.
South end 4-window range between turrets has cross-mullioned
windows, but each end of first floor has bracketed oriel with
strapwork apron with Lucy/Williams Arms in lozenge and dated
1866, rosette balustrade with to each end a gable with 2-light
single-chamfered mullioned window with label, and 3 similar
windows to each turret, one to each floor.
East side has 3-window range with recessed range to right.
South end has Tudor-arched entrance and 3-light transomed
window, cross-mullioned window and 3-light transomed window to
first floor and gable with lozenge to south end; gable to
full-height kitchen to north has octagonal pinnacles flanking
4-light transomed window and gable above with square panel
with Lucy/Williams Arms to shield; recessed part to north has
loggia with entrance and flanking windows, to left a
single-storey re-entrant block with cross-mullioned windows;
first floor has 5 small sashed windows. South side of
south-east wing has varied brickwork with mullioned and
transomed windows, 2 external stacks and 2 gables with 3-light
windows.
INTERIOR: great hall remodelled by Willement with wood-grained
plaster ceiling with 4-centred ribs and Tudor rose bosses;
armorial glass attributed to Eiffler, restored and extended by
Willement; wainscoting and panelled doors; ashlar fireplace
with paired reeded pilasters and strapwork to entablature, and
fire-dogs; white and pink marble floor, Italian, 1845.
Dining room and library in west wing have rich wood panelling
by JM Willcox of Warwick and strapwork cornices, and strapwork
ceilings with pendants; wallpaper by Willement; dining room
has richly carved buffet, 1858, by Willcox and simple coloured
marble fireplace, the latter with bookshelves and fireplace
with paired pilasters and motto to frieze of fireplace, paired
columns and strapwork frieze to overmantel with armorial
bearings; painted arabesques to shutter backs.
Main staircase, c1700, but probably extensively reconstructed
in C19, open-well with cut string, 3 twisted balusters to a
tread, carved tread ends and ramped handrail;
bolection-moulded panelling in 2 heights, the upper panels and
panelled ceiling probably C19.
Morning room to south of hall has Willement decoration: white
marble Tudor-arched fireplace with cusped panels; plaster
ceiling with bands.
Ebony bedroom, originally billiard room, and drawing room to
north-east wing have 1856 scheme with cornices and
Jacobean-style plaster ceilings; white marble C18-style
fireplaces, that to Ebony Bedroom with Italian inserts with
Lucy crest. Drawing room has gilded and painted cornice and
ceiling, and large pier glasses.
Rooms to first floor originally guest bedrooms: doors with
egg-and-dart and eared architraves; C18-style fireplaces, that
to end room, originally Ebony Bedroom, has wood Rococo-style
fireplace with Chinoiserie panel; 1950s stair to attic.
South-east wing has c1700 stair, probably altered in C19, with
symmetrical balusters with acanthus, closed string; first
floor has wall and ceiling paintings: land and sea battle
scenes painted on canvas, male and female grisaille busts.
First floor has to west the Green Room, with Willement
wallpaper and simple Tudor-arched fireplace with
wallpaper-covered chimney board; adjacent room has marble
fireplace.
Death Room and its dressing room to east end have wallpaper of
gold motifs on white, painted 6-panel doors and architraves,
papier-mache ceilings; bedroom has fireplace with marble
architrave. Adjacent room has bolection-moulded panelling with
c1700 Dutch embossed leather. Stair to attic has c1700
balusters with club-form on acorn. Attics over great hall and
north-east and south-east wings have lime-ash floors and
servants' rooms, each with small annex and corner fireplace;
some bells.
South wing has kitchen with high ceiling and 2
segmental-arched recesses for C19 ranges; Tudor-arched recess
with latticed chamber for smoked meats over door.
Servants' hall has dark marble bolection-moulded fireplace and
cornice; scullery has bread oven, small range, pump and former
south window retaining glass.
First floor has to south end a pair of rooms added for Mary
Elizabeth Lucy in her widowhood; bedroom to east with deep
coved cornice and Adam-style fireplace, sitting room to west
similar, with gold on white wallpaper, white marble fireplace
with painted glass armorial panels and 1830s-40s carpet; door
to spiral timber turret staircase.
Nursery has fireplace with faceted panels and C19 Delft tiles;
probably 1920s wallpaper.
Other rooms with similar fireplaces and coloured glazed tiles.
While dating back to the C16, the house is one of the best
examples of the early C19 Elizabethan Revival style. Property
of National Trust.
(The Buildings of England: Pevsner, N & Wedgwood, A:
Warwickshire: Harmondsworth: 1966-: 227-9; The National Trust
Guide to Charlecote Park: 1991-; Wainwright C: The Romantic
Interior).
Listing NGR: SP2590656425
This text is from the original listing, and may not necessarily reflect the current setting of the building.
A look around the inside of the house / hall.
Bedrooms on the first floor.
State Bedroom
fireplace
Temple Newsam (historically Temple Newsham), (grid reference SE357322) is a Tudor-Jacobean house in Leeds, West Yorkshire, England, with grounds landscaped by Capability Brown.
The estate lends its name to the Temple Newsam ward of Leeds City Council, in which it is situated, and lies to the east of the city, just south of Halton Moor, Halton, Whitkirk and Colton. It is one of nine sites in the Leeds Museums & Galleries group.
The house is a Grade I listed building, defined as a "building of outstanding or national architectural or historic interest". The stables are Grade II* listed ("particularly significant buildings of more than local interest"), and ten separate features of the estate are Grade II listed ("buildings of special architectural or historic interest"), including the Sphinx Gates and the Barn.[1] Temple Newsam House is one of Leeds Museums and Galleries sites.[2] It is also part of the research group, Yorkshire Country House Partnership.[3]
History
1066 to 1520
In the Domesday Book of 1086 the manor is listed as Neuhusam (meaning new houses) and was held by Ilbert de Lacy and his sons.[4] Before the Norman Conquest of 1066 it had been held by Dunstan and Glunier, Anglo-Saxon thanes.[4] In about 1155, Henry de Lacy gave it to the Knights Templar, who built Temple Newsam Preceptory on a site near the present house.[5] The Templars farmed the estate very efficiently, with 1100 animals.[6] In 1307 the Templars were suppressed, and Edward II granted the manor to Sir Robert Holland who held it until 1323 when he was deprived of his estates.[6] The Templars tried to retake the estate but they were forced to surrender and in 1327 it was granted to Mary de St Pol, the Countess of Pembroke, who held the manor for 50 years.[6] In 1377 by royal decree the estate reverted to Philip Darcy, 4th Baron Darcy de Knayth (1341–1398).[6] It then passed through several members of the Darcy family, until it was inherited by the 21-year old Thomas, Lord Darcy in 1488.[7] Between 1500 and 1520 a Tudor manor house, known as Temple Newsam House, was built on the site.[8] It has also been spelled "Newsham" in the past.[9]
An oil on panel painting by Hans Eworth of Henry Stuart and his brother Charles Stuart in a grand interior based on a print by Hans Vreedman de Vries
An oil on panel painting from 1563 by Hans Eworth of Henry Stuart and his brother Charles Stuart in a grand interior based on a print by Hans Vreedman de Vries which may reflect Temple Newsam's Great Chamber
1500 to 1650
In 1537 Thomas, Lord Darcy was executed for the part he played in the Pilgrimage of Grace and the property was seized by the Crown.[7] In 1544 Henry VIII gave it to his niece Lady Margaret Douglas (Countess of Lennox), and she lived there with her husband Matthew Stewart, 4th Earl of Lennox.[7] Their son Henry Stuart, Lord Darnley, who was born in the house in 1545 and educated there, married Mary, Queen of Scots, by whom he was the father of King James VI of Scotland and I of England.[10] A portrait of Henry and his brother was probably intended to represent the interior of Temple Newsam despite being based on a print of an ideal interior.[11] Following the marriage in 1565, Temple Newsam was seized by Queen Elizabeth I and was managed by an agent.[12]
In 1609 King James I, successor to Elizabeth, granted the estate to his Franco-Scottish second cousin Ludovic Stewart, 2nd Duke of Lennox (1574–1624), who was a favourite of the King and given many titles and estates, including farmland and coalmines in the local area.[13] Despite his opportunities, Ludovic was in constant debt and he mortgaged the estate in 1614 for the sum of £9,000 (around £860,000 in today's money).[14] In 1622 Lennox began the sale of the estate to Sir Arthur Ingram (c. 1565 – 1642), a Yorkshire-born London merchant, civil servant, investor in colonial ventures and arms dealer, for £12,000, which he paid in two instalments, the last in July 1624, after Lennox's death.[14] During the next 20 years the mansion was rebuilt, incorporating some of the previous house in the west wing.[8] The north and south wings were rebuilt and the east wing was demolished after a bad fire in 1635.[15] Arthur's son, also called Arthur, inherited the estate with its debts and continued the building and renovation work.[16] Six months after Charles I was beheaded in 1649, Arthur Ingram the younger was declared delinquent and he compounded his estates and retired to Temple Newsam.[17]
1650 to 1900
After the death of Arthur the younger's eldest son, Thomas, in 1660, Temple Newsam was inherited by Arthur's second son, Henry Ingram, 1st Viscount of Irvine (created a peer of Scotland as Baron Ingram and Viscount of Irvine in 1661 - although the family used the English form "Irwin").[18] In 1661, Henry married Lady Essex Montagu, daughter of Edward Montagu, 2nd Earl of Manchester, a favourite of Charles II.[18] The estate then passed through Henry's two sons and five grandsons, the last being Henry Ingram, 7th Viscount of Irvine.[18] The 4th Viscount brought back paintings from his Grand Tour of 1704-7.[19] Extant receipts from 1692 show women as well as men were employed to work the estate in haymaking.[20] In 1712, William Etty designed a new approach to the house, with a bridge and ponds.[21][22] In 1714, Temple Newsam was inherited by Rich Ingram, the 5th Viscount, and his wife Ann who spent a vast fortune furnishing the house and creating the East Avenue.[19] Between 1738 and 1746, Henry Ingram, 7th Viscount of Irvine remodelled the west and north wings of the house, creating new bedrooms and dressing rooms and the picture gallery.[23] A painting in Leeds City Art Gallery by Philippe Mercier of c. 1745 shows Henry and his wife standing in front of Temple Newsam House.[24]
A coloured engraving made in 1699 by J Kip after a drawing by Leonard Knyff showing an aerial view of the house and estate at Temple Newsam
1699 Engraving by J Kip after a drawing by Leonard Knyff
In the 1760s, Charles Ingram, 9th Viscount of Irvine, employed Capability Brown to re-landscape the park on the insistence of his wife, Frances Shepheard, daughter of Samuel Shepheard.[25] Reflecting her interest in pastoral landscape design, Frances is depicted as a shepherdess in a portrait by Benjamin Wilson at Temple Newsam.[25] Both Frances and Charles were actively involved in the design and implementation.[26] Some aspects of Brown's plan depicted in paintings by James Chapman and Michael Angelo Rooker were never completed such as a large lake near the house.[26] Extant financial records show that in 1759 women as well as men were employed as garden labourers.[20] After Charles died in 1778, Frances rebuilt the south wing in 1796; she lived at Temple Newsam until her death in 1807.[27] Charles and Frances's eldest daughter Isabella Ingram, (Marchioness of Hertford) (d.1834) who inherited Temple Newsam, was the mistress of the Prince of Wales (later King George IV) from 1806 to 1819. In 1806, George visited Temple Newsam and presented Isabella with Chinese wallpaper, which she hung in the small Drawing Room next to the Great Hall in around 1820, embellished with cut out birds from Audubon's The Birds of America (now worth £7.5 million).[28] Lady Hertford inherited the house in 1807; after her husband died in 1822 she spent the season in London, and the rest of the time at Temple Newsam where she involved herself in charitable works including distributing food and clothing to the local people.[29] She allowed the servants to hold an annual supper and ball at Temple Newsam.[29] Reports of poachers were made during 1826 and 1827.[30] During the last years of Isabella's life, the canal, railway and roads encroached on the estate as well as coal mining; and she dealt with the companies setting these up.[29] In 1820 the novelist Sir Walter Scott published Ivanhoe featuring a Templar preceptory named Temple Stowe, believed to have been modelled on Temple Newsam; the name is preserved in local road names such as Templestowe Crescent.[31] At her death in 1834, Isabella left Temple Newsam to her widowed sister, Frances Ingram Shepheard, wife of Lord William Gordon, who died in 1841.[32]
Temple Newsam House from Morris's Country Seats (1880)
In 1841 the estate was inherited by Hugo Charles Meynell Ingram (d. 1869), son of Elizabeth Ingram, sister of Frances Ingram (Lady Gordon), who made no alterations to the estate.[33] In 1868, the Prince of Wales stayed at Temple Newsam during his visit to Leeds to open the Fine Art Exhibition in the New Infirmary; temporary triumphal arches were erected on the estate.[34] Following Hugo Charles's death, his son Hugo Meynell-Ingram (d.1871) inherited Temple Newsam; two years later, at his death, his wife Emily Meynell Ingram (d.1904) inherited the estate.[33] Emily spent a large part of her widowhood at Temple Newsam; she developed it considerably by replacing the sash windows and remodelling the dining room, great staircase and Lord Darnley's room.[33] Emily bequeathed Temple Newsam to her nephew Edward Wood, 1st Earl of Halifax.[8]
20th century
In 1909, 610 acres (2.5 km2) of the estate at Knostrop were compulsorily purchased by Leeds Corporation to build a sewage plant.[35] During the First World War (1914–17) the south wing of the house was turned into a hospital by Edward Wood and his wife Dorothy. Edward Wood fought in France as part of the Yorkshire Hussars, whilst Dorothy oversaw the running of the hospital as part of the Mayors War Committee.[36] In 1922 Edward Wood sold the park and house to Leeds Corporation for a nominal sum, placing covenants over them to ensure their preservation for the future.[35]
On 19 October 1923, Temple Newsam was opened to the public along with a golf course.[37] In the Derby Daily Telegraph newspaper, Temple Newsam was compared to Hampton Court.[37] Despite many people visiting the house and using the golf course, the Corporation lost money during the first decade mostly due to poor farming practices.[37] In July 1932, the Great Yorkshire Show was held at Temple Newsam and was a great success.[37] Preparations for war were made as early as April 1939, and in August, small items were being packed up for storage.[37] In September 1939, Temple Newsam was closed to the public and items were moved there for storage from Leeds City Art Gallery.[37] It was decided that objects would be displayed, and the house was officially reopened in November 1939, when it was again likened to Hampton Court in the press.[37]
Architecture
Photograph of entrance porch of Temple Newsam House, Leeds, showing at top the word 'FATHER', below a mullioned window, below a raised portico with coat of arms above a doorway flanked by two Ionic columns on each side.
Entrance Porch 17th century
Photograph of the west front of Temple Newsam
Centre of Temple Newsam west front
Remains of the early 16th century house were retained in the new building, including the brickwork and bay windows in the centre of the west front.[38] The plan of the new house was a conservative E-shape.[38] The Long Gallery and entrance hall in the south wing followed Elizabethan and early Jacobean styles.[38] The entrance porch has Classical columns but they are of Flemish design, rather than following correct Italian design.[38] There are Tudor doorways and timberwork in the cellars, which are largely Tudor in date.[39] Tudor features have also been discovered beneath later layers of decoration, including Lord Darcy's crest scratched into the plaster in the Blue Damask room.[40] An inventory of 1565 indicates that the hall, great chamber (later the dining room), gallery and chapel (later the kitchen) were probably where they are now.[40] There is a Tudor doorway in the north wing which was probably the entrance to the original chapel.[41]
In the 17th century, the south and north wings were rebuilt and the east wing demolished, replaced by a low wall with an arched gateway, giving the house a fashionable 'half-H' appearance.[39] It is possible that the man who made plans for the alteration was Bernard Dinninghof of York.[41] There is also some resemblance to designs by Inigo Jones.[42] Round the top of the house, letters appear in a balustrade, declaring the piety and loyalty of Sir Arthur Ingram: 'ALL GLORY AND PRAISE BE GIVEN TO GOD THE FATHER THE SON AND HOLY GHOST ON HIGH PEACE ON EARTH GOOD WILL TOWARDS MEN HONOUR AND TRUE ALLEGIANCE TO OUR GRACIOUS KING LOVING AFFECTION AMONGST HIS SUBJECTS HEALTH AND PLENTY BE WITHIN THIS HOUSE.'[38] The chapel in the north wing retains some 17th century features, such as armorial stained glass, probably by Henry Gyles and a carved wooden pulpit by Thomas Ventris, made around 1636, with geometric patterns, pilasters and friezes.[38] The walls had panels of Old Testament figures, painted by John Carleton.[38] An inventory dated 1667 records that the House had 66 rooms and 11 outhouses.[39] An engraving by Kip and Knyff dated 1699 is an accurate representation of the house, showing the varying height of the house and some buildings that were later demolished, including the arched gateway flanked by two small lodges and a detached garden building dating from the mid 1670s.[23]
Photograph of stone and brick Sphinx gate piers at Temple Newsam, c. 1760 by Lancelot Brown based on designs published by Lord Burlington in 1738 and used at Chiswick
Sphinx gate piers, c. 1760
Photograph of the mid-18th century stable block at Temple Newsam showing the pediment
Stable Block at Temple Newsam, added by Henry, 7th Lord Irwin
In 1718, the steward of Temple Newsam suggested an underground service passage to link the north and south wings to the 5th Viscount, who agreed.[43] This tunnel linked the original kitchens in the south wing to the rest of the house.[44] In 1738, Henry, 7th Viscount Irwin wrote to his mother describing the neglected state of the house with windows coming away and cracked brickwork.[23] The house was almost entirely remodelled by Henry.[38] He wanted to follow Palladian design and used craftsmen from York to do so.[45] He widened the gallery, improved the ceiling and windows and created additional rooms.[23] The gallery, completed around 1746, has fine Rococo carvings with overmantle paintings of classical scenes by Antonio Joli.[19] There are also elaborate gilded Rococo ornamental candle holders.[19] The gallery ceiling has detailed stucco work including a medallion of King George I.[19] The ceilings in the new Saloon and Library, made from the old Long Gallery, were decorated by Thomas Perritt and Joseph Rose.[45] The doorcases are elaborately carved, probably by Richard Fisher.[45] Two chimney pieces in the Saloon were based on designs by William Kent.[45] The distinctive sphinx gate piers by Lancelot Brown constructed in 1768 were based on designs published by Lord Burlington in 1738 and used at Chiswick.[45][1] The main rooms in the west wing were redecorated and the windows were replaced with sliding sash windows.[45] A large pedimented stable block was built to the north of the house, in 1742 and probably designed by Daniel Garratt, also in the Palladian style.[45][46] A painting by Mercier of around 1749, also shows a planned block to the south and a low wall connecting the north and south wings which were never completed.[23][21]
In 1796, Frances Shepheard employed a Mr Johnson to alter and reface the south wing in a style which tried to copy that of Sir Arthur Ingram's original house.[45] Her approach was a departure from the designs for the wing commissioned by her dead husband from John Carr and Robert Adam, as well as the landscaping by Capability Brown who was also consulted about rebuilding the south wing.[45] The wing was made two storeys high throughout with a suite of reception rooms on the ground floor with state bedchambers above.[27] In the 1790s, the kitchens were moved to the north wing and the original kitchen became a brushing room where servants brushed down nobles returning from hunting parties.[44]
At the end of the 19th century, Emily Meynell Ingram replaced the sash windows with stone mullions and leaded lights and rebuilt the north porch adding the Meynell Ingram coat of arms over the doorway.[27] She redecorated several rooms and had the great oak staircase installed.[27] The dining room, great staircase and Lord Darnley's room were remodelled in Elizabethan style.[33] In 1877, Emily converted the library at the east end of the gallery into a chapel.[47]
Coalmining on the estate
Estate records show the existence of coal pits in and around the park in the seventeenth century and Bell Wood to the south of the house would have had bell pits for coal extraction. A colliery at Halton village was leased to a number of different individuals from 1660 through to at least the 1790s. The leases generally required the leaseholder to supply coals to Temple Newsam house.[48]
In 1815, William Fenton, one of the 'Coal Kings' of Yorkshire,[49] began the sinking of a mine shaft on the estate at Thorpe Stapleton. The colliery was named Waterloo to commemorate the famous battle of that year.[50] Waterloo Colliery was operated as a royalty concession with contracted 'rents' for coal extracted going to the Temple Newsam landowner. Fenton also had a village built for his workers on land between the River Aire and the Aire and Calder navigation. The village was initially called Newmarket but then became Irwin Square on ordnance survey maps[51] and Ingram Place on census lists, but it was commonly simply known as Waterloo. The Yorkshire, Lancashire and England cricketer Albert Ward was born here in 1865. The village had two rows of cottages and a school building. It was connected to the colliery by a wooden footbridge over the river.[52] Deep coal mining on the estate ended with the closure of the Temple Pit of Waterloo Main Colliery in 1968.
Temple Newsam House
Opencast mining on the estate began in May 1942. Seven sites were exploited to the south of the house almost entirely destroying Capability Brown's landscape. One site reached within 330 feet (100 m) of the South Terrace. It continued at the Gamblethorpe site as far as Dawson's Wood, in full view of the house, until 1987.[53] No trace of the opencast remains now as the parkland was re-landscaped.
In 2019 there was a temporary exhibition about coal mining at Temple Newsam which was called 'Blot on the Landscape'.[54]
House and estate today
The house and estate are owned by Leeds City Council and open to the public. The house has undergone substantial restoration to its exterior. There is an established programme of restoring rooms back to known previous configurations, reversing the numerous intrusive installations and modifications that took place during the building's "art museum" phase.
The wider estate is made up of woods (the second largest part of the Forest of Leeds).[55] There are sporting facilities for football, golf, running, cycling, horse-riding and orienteering. There is an innovative children's playground opened in 2011 which caters for both disabled and able-bodied children.[56] Pegasus Wood, to the south of the house, commemorates veterans of the Normandy Landing at Pegasus Bridge in 1944.[57]
Photograph of brick barn at the Home Farm, Temple Newsam
Great Barn, Home Farm, Temple Newsam
The Home Farm, open to the public, has a barn built in 1694 and is the largest working rare breeds farm in Europe, and only one of 16 nationally approved by the Rare Breeds Survival Trust. Breeds include Gloucester, Kerry, Irish Moiled, Red Poll, White Park, British White, Beef Shorthorn, Vaynol and Belted Galloway cattle; Kerry Hill; Whitefaced Woodland and Portland sheep, and Golden Guernsey goats.[58] The farm was targeted by arsonists twice in 2011 with damage caused to buildings, and some animals killed.[59]
There are extensive gardens, with a celebrated rhododendron walk and six national plant collections: Aster novi-belgii (Michaelmas daisies), Phlox paniculata, Delphinium elatum (Cultivars), Solenostemon scutellarioides (sys. Coleus blumei), Primula auricula and Chrysanthemum (Charm and Cascade cultivars).[60] Within the Walled Garden there are 800 yards of herbaceous borders.[61]
Collections
There are substantial holdings of fine and decorative art which are designated by the Department of Culture, Media and Sport (DCMS) as being of national significance.[62]
Of most significant historical and cultural interest is the Chippendale Society collection of Chippendale works that are on permanent loan.[63] In his book "Britain's Best Museums and Galleries", Mark Fisher (a former DCMS minister) gave the museum an excellent review. When interviewed on Front Row, Radio 4, November 2004 Fisher placed Temple Newsam House in the top three non-national museums in the country, along with Birmingham's Barber Institute and the Dulwich Picture Gallery.[64]
Stoke Place is a beautiful Queen Anne Mansion set in 22 acres of secluded parkland landscaped by Capability Brown.
All-new 2015 Jeep® Renegade: Most Capable Small SUV Expands the Brand's Global Portfolio
- All-new 2015 Jeep® Renegade marks the brand's first entry in the small SUV segment
- Renegade Trailhawk model delivers best-in-class 4x4 Trail Rated capability with class-exclusive Jeep Active Drive Low, which includes 20:1 crawl ratio and Jeep Selec-Terrain system
- Designed to expand the Jeep brand globally, the all-new 2015 Renegade combines the brand's heritage with fresh new styling to appeal to youthful and adventurous customers
- Nothing else like it: Renegade displays a powerful stance with aggressive wheel-to- body proportions, plus the freedom of two My Sky open-air roof systems
- Renegade's all-new interior exudes an energetic appearance with rugged and functional details, crafted in high-quality materials and inspired colors
- All-new "small-wide 4x4 architecture" combines best-in-class off-road capability with world-class on-road driving dynamics
- Designed for global markets – with 16 fuel-efficient powertrain combinations for different markets around the world – including the world's first nine-speed automatic transmission in a small SUV
- Renegade will offer a best-in-class combination of fuel efficiency and off-road capability
- Technology once limited to premium SUVs: award-winning Uconnect Access, Uconnect touchscreen radios and the segment's largest full-color instrument cluster
- Loaded with up to 70 available advanced safety and security features
- Designed in America, crafted in Italy, the 2015 Renegade highlights the Jeep brand's global resources and dedication to meeting customer needs in more than 100 countries
The all-new 2015 Jeep® Renegade expands the brand's global vehicle lineup, entering the growing small SUV segment, while staying true to the adventurous lifestyle Jeep is known for. Renegade delivers a unique combination of best-in-class off-road capability, open-air freedom and convenience, a segment-first nine-speed automatic transmission that contributes to outstanding on- road and off-road driving dynamics, fuel-efficient engines, world-class refinement, and a host of innovative safety and advanced technology offerings. The result is an efficient vehicle created to attract youthful and adventurous customers around the world to the Jeep brand.
The all-new 2015 Jeep Renegade expands the brand's product portfolio and targets the rapidly expanding small SUV segment around the globe with benchmark levels of efficiency and driving dynamics, while at the same time delivering best-in-class 4x4 capability that customers expect from Jeep,‖ said Mike Manley, President and CEO - Jeep Brand, Chrysler Group LLC. ―Renegade symbolizes the brand's renowned American design, ingenuity and innovation, marking the Jeep brand's first entry into the small SUV segment in more than 100 markets around the globe.
Best-in-class off-road capability thanks to two all-new 4x4 systems
Leveraging 4x4 technology from the all-new Jeep Cherokee, the all-new 2015 Jeep Renegade offers two of the most advanced and intelligent 4x4 systems in its class, all to deliver best-in-class off-road capability. Both systems can provide up to 100 percent of the engine's available torque to the ground, through any wheel, for optimal grip.
- Jeep Active Drive – full-time 4x4 system
- Jeep Active Drive Low – class-exclusive full-time 4x4 system with 20:1 crawl ratio
Innovation is also at the forefront of any new Jeep vehicle, and the Renegade is the first small SUV to feature a disconnecting rear axle and power take-off unit (PTU) – all to provide Jeep Renegade 4x4 models with enhanced fuel economy. The system instantly engages when 4x4 traction is needed.
Both Jeep Active Drive and Active Drive Low 4x4 systems include the Jeep Selec-Terrain system, providing up to five modes (Auto, Snow, Sand and Mud modes, plus exclusive Rock mode on the Trailhawk model) for the best four-wheel-drive performance on- or off-road and in any weather condition.
Trail Rated: Renegade Trailhawk 4x4 model
For customers who demand the most off-road capability from their Jeep vehicles, the Renegade Trailhawk model delivers best-in-class Trail Rated 4x4 capability with:
- Standard Jeep Active Drive Low (20:1 crawl ratio)
- Selec-Terrain system with exclusive Rock mode
- Increased ride height 20 mm (0.8 inches)
- Skid plates, and red front and rear tow hooks
- Unique fascias deliver 30.5 degree approach, 25.7 degree breakover and 34.3 degree departure angles
- 17-inch all-terrain tires
- Up to 205 mm (8.1 inches) of wheel articulation
- Hill-descent Control
- Up to 480 mm (19 inches) of water fording
- Up to 1,500 kg (3,300-lb.) towing capability with MultiJet II diesel engine and 907 kg (2,000- lb.) towing capability with 2.4-liter Tigershark engine, with available tow package
A global Jeep design for a rapidly growing global brand
From the start, Jeep designers knew the Renegade would need to deliver best-in-class off-road capability with city-sized proportions that exuded the brand's rugged style while at the same time enhancing versatility, maneuverability and style. Additionally designers were tasked to create an all- new SUV that would symbolize the brand's renowned American design and ingenuity, as it would mark the Jeep brand's first entry into the small SUV segment in more than 100 markets around the globe. Last, Renegade had to offer the open-air freedom that dates back to its 1941 roots with the Willys MB Jeep.
The result is the all-new 2015 Renegade, a vehicle that builds on the Jeep Wrangler's powerful stance, and features fresh new styling with rugged body forms and aggressive proportions that enable best-in-class approach and departure angles purposely designed to deliver best-in-class off- road capability. And for segment-exclusive panoramic views, two available My Sky open-air roof panel systems conveniently stow to provide passengers open-air freedom with ease.
All-new interior exudes a rugged and energetic appearance
The all-new Jeep Renegade interior features a rugged and energetic appearance that builds upon Jeep's legendary brand heritage. Its precisely crafted detail, innovative and high-quality color and material appointments, state-of-the-art technology, and clever storage features draw inspiration from contemporary extreme sports gear and lifestyles.
The interior of the all-new 2015 Jeep Renegade has a distinctive form language which Jeep designers have titled ―Tek-Tonic.‖ This new design theme is defined by the intersections of soft and tactile forms with rugged and functional details. Major surfaces such as the sculpted soft-touch instrument panel are intersected with bold functional elements like the passenger grab handle – indispensable for off-road adventures and borrowed from its big brother, the legendary Jeep Wrangler. Unique ―protective clamp fasteners,‖ anodized design accents and inspired colors are derived from extreme sports equipment, while the newly familiar ―X‖ shapes inspired by its roof and tail lamps add to Renegade's Tek-Tonic interior look. And to make sure all of the needed passenger gear fits, the Renegade is designed with an efficient and flexible interior package that includes a removable, reversible and height-adjustable cargo floor panel and fold-forward front-passenger seat.
My Sky: continuing Jeep open-air freedom since 1941
Keeping the tradition of the legendary 1941 Willys MB Jeep, the all-new 2015 Renegade offers open-air freedom with two available My Sky open-air roof systems. With a manual removable, or removable with premium power tilt/slide feature, the segment-exclusive My Sky roof-panel systems quickly bring the outdoors inside. Designed for convenience, the honeycomb fiberglass polyurethane roof panels are lightweight and stow neatly in the rear cargo area. For added design detail, both My Sky roof systems feature a debossed ―X‖ stamped into the roof that exude strength and play on the brand's utilitarian history.
Best-in-class off-road capability with world-class on-road driving dynamics
Designed and engineered to first and foremost deliver legendary Jeep 4x4 capability, the all-new 2015 Renegade is the first small SUV from Chrysler Group to use the all-new ―small-wide 4x4 architecture.‖
With its fully independent suspension capable of up to 205 mm (8.1 inches) of wheel articulation and 220 mm (8.7 inches) of ground clearance (Trailhawk), Renegade raises the bar in the small SUV segment with best-in-class off-road capability. Extensive use of advanced steels, composites and advanced computer-impact simulations enable the all-new 2015 Renegade's architecture to deliver world-class torsional stiffness and Jeep brand's durability required for Trail Rated adventures.
The all-new Renegade is the first Jeep to integrate Koni's frequency selective damping (FSD) front and rear strut system. This damping system enables the Jeep Renegade to deliver world-class road-holding and handling characteristics.
Designed for global markets: 16 powertrain combinations
True to the Jeep brand, the all-new Renegade will offer customers in global markets maximum off- road capability and fuel efficiency. The Renegade will offer up to 16 strategic powertrain combinations – the most ever in a Jeep vehicle – customized to markets around the world to meet a range of performance and efficiency needs. Powertrain options include:
- Four MultiAir gasoline engine offerings
- Two MultiJet II diesel engine offerings
- Efficient and flex-fuel capable E.torQ engine
- Emissions and fuel-saving Stop&Start technology
- Segment-first nine-speed automatic transmission
- Two manual and one dual-dry clutch transmission (DDCT) offerings
World's first small SUV with nine-speed automatic transmission
Like the new Jeep Cherokee, the all-new 2015 Jeep Renegade has raised the bar - this time in the small SUV class - with the first available nine-speed automatic transmission. When paired with either the 2.0-liter MultiJet II diesel engine, or 2.4-liter MultiAir2 gas engine, the nine-speed transmission delivers numerous benefits customers will appreciate, including aggressive launches, smooth power delivery at highway speeds and improved fuel efficiency versus a six-speed automatic transmission.
Segment-exclusive technologies once found only on higher classed SUVs
The all-new 2015 Jeep Renegade offers technology features once found only in upper-segment vehicles, and makes them attainable to customers in the growing small SUV segment – including award-winning Uconnect Access, Uconnect touchscreens and the segment's largest full-color instrument cluster.
- Uconnect Access: Utilizes embedded cellular technology to allow Jeep Renegade occupants to get directly in contact with local emergency-service dispatchers – all with the push of the 9-1-1 Assist button on the rearview mirror. Uconnect Access applies the same logic to roadside assistance. One push of the ―ASSIST‖ button summons help directly from Chrysler Group's roadside assistance provider, or the Vehicle Customer Care Center. Further peace of mind comes from the system's ability to receive text messages, announce receipt of texts, identify senders and then ―read‖ the messages aloud with Bluetooth-equipped cell phones. AOL Autos named Uconnect Access its ―Technology of the Year for 2013.‖ (Uconnect services may vary in different markets)
- Uconnect touchscreen radio systems: Award-winning in-vehicle handsfree communication, entertainment and available navigation. Key features available on the Uconnect 5.0 and 6.5AN systems include a 5.0-inch or 6.5-inch touchscreen display, Bluetooth connectivity, single or dual-turner, radio data system capability (RDS), digital audio broadcast (DAB), HD Radio, digital media broadcasting (DMB), SiriusXM Radio, SiriusXM Travel Link, SiriusXM Travel Link, USB port and auxiliary audio jack input. (Uconnect services may vary in different markets)
- Segment's largest full-color instrument cluster display: Filling the Jeep Renegade's gauge cluster in front of the driver is an available 7-inch, full-color, premium multiview display, featuring a reconfigurable function that enables drivers to personalize information inside the instrument cluster. The information display is designed to visually communicate information, using graphics and text, quickly and easily.
Renegade features up to 70 advanced safety and security features
Safety and security were at the forefront in the development of the all-new 2015 Jeep Renegade, setting the stage for up to 70 available safety and security features – including the availability of Forward Collision Warning-Plus and LaneSense Departure Warning-Plus.
In addition, engineers added both active and passive safety and security features, including Blind- spot Monitoring; Rear Cross Path detection; ParkView rear backup camera with dynamic grid lines; electronic stability control (ESC) with electronic roll mitigation and seven standard air bags.
Jeep brand's global resources
Designed in America and crafted in Italy, the 2015 Renegade continues the Jeep brand's dedication to the global marketplace and demonstrates the depths of its available resources. The final assembly location for the Renegade will be at the Melfi Assembly Plant. The Renegade's global portfolio of powertrain production includes the United States, Italy and Brazil.