View allAll Photos Tagged P110
Wyndham's Theatre, West End, London
Sion Lloyd is a London based actor. His musical theatre credits include Phantom of the Opera, Titanic, Miss Atomic Bomb, The Bodyguard, The Pajama Game, Avenue Q, State Fair, Oliver!, Debbie Does Dallas - The Musical, and Sweeney Todd.
Beim letzten Besuch vor vielen Jahren , standen noch ein paar mehr Bäume in der Einfahrt von Garftitz. Bis kurz vorm Bahnsteig ist hier der Regler offen, um den Zug in den Bahnhof zu bekommen! Seit 1965 ist die hübsche Henschel Lok auf der Insel im Einsatz.
Photo taken around Chacra Mariposa, near Obera, Misiones, Argentina
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Photo taken in Surucua Reserve, Misiones, Argentina
2020/02/01
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Photo taken in Surucua Reserve, Misiones, Argentina
2020/02/03
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Video taken in Surucua Reserve, Misiones, Argentina
2020/02/01
P110
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Manufacturer: VOLVO Personvagnar AB, Göteborg - Sweden
Type: P210 E DUETT Series 2
Production time: 1962 - 1969
Production outlet: 45,364
Engine: 1778cc straight-4 B18A engine
Power: 75 bhp / 4.500 rpm
Torque: 137 Nm / 2.800 rpm
Drivetrain: rear wheels
Speed: 138 km/h
Curb weight: 1160 kg
Wheelbase: 102.4 inch
Chassis: ladder frame with separate welded steel body
Steering: ZF-Gemmer cam & roller
Gearbox: M40 four-speed manual / synchromesh on II, III and IV / floor shifter
Clutch: hydraulic single dry plate disc
Carburettor: single Zenith 36VN, later Stromberg 175CD2 (since 1965)
Fuel tank: 35 liter
Electric system: Bosch 12 Volts 57 Ah
Ignition system: distributor and coil
Brakes front: hydraulic drums
Brakes rear: hydraulic drums
Suspension front: independent trapezoidal wisbones, sway bar, coil springs + telescopic dampers
Suspension rear: torque arms, longitudinal sliding struts, Panhard rod, longitudinal leaf springs + double hydraulic dampers
Rear axle: live
Differential: hypoid
Wheels: 5×114,3 steel discs
Tires: 6.00 x 15
Options: VOLVO emergency flasher system (hazard lights), (after market) Hella emergency flasher system (hazard lights), search lights, headlight protection, VOLVO seat covers and blanket, exhaust pipe extension, roofrack, tunnel baskets, spare wheel cover & tool case, back up lamps and mist lamps, headlight warning buzzer, VOLVO cigarette lighter, VOLVO parcel shelf, VOLVO carpet set, headrests and backrests, VOLVO GT wheels, white wall tires, wheel trim rings, hub caps, PV USA bumpers, fog lights, extra high beam lights, mirrors, radiator blind, heater for engine and interior, Tripmaster and extra instruments for rallydrivers, better seats, better grip steering wheel, dashboard flower vase (aporcelain or plastic version), gear shift knobs (a Jesus- or Maria-knob with backlight, skull, leather knob or any kind of other gear shift knob), “eyebrow” headlamp covers, sunvisor or “gangstercap”, towbar, radio, seat belts (standard from 1962), Air Conditioning, mudguards / splash screens, lockable fuel cap
Special:
- This new separate utility chassismodel was developed by Ir. Erik Skogh from Volvo's own design department, based on the PV 444 with some changes: the rear suspension has been changed to a leaf springs-type and double hydraulic dampers which were directly mounted to the chassis.
- The first series DUETT came in 1953, initially called PV445 / P110 DUETT.
- The name DUETT stands for use at work as for leisure time, so two cars in one: duet.
- The 445 Duett was superseded by the P210 Duett Series 1 in 1960 (1960-1961: 1583cc straight-4 engine with 66 bhp).
- All DUET Series (1960-1969: 59,702 units built in total) was assembled in Göteborg (Sweden), as well in Hisingen (Sweden) and in Oskarshamn (Sweden) with parts shipped from Göteborg.
- Because of the ladder-frame design, the DUETT allowed Swedish coach builders such as Grip, Valbo and Nordbergs to build Duett-based pickup trucks, convertibles and specialized commercial vehicles and a popular choice as a base for customized vehicles such as hot rods and EPA tractors (a merge between a tractor and a pick-up, developed in Sweden).
A single occupant light cargo vessel.
A table scrap really that turned into a ship. It's 1:4 against minifig scale, originally built all in grey but I wanted to find a more interesting colour scheme. The idea is that the curved sections below the cockpit are where the cargo goes. It's like an interplanetary UPS van of sorts.
99 4801-9 der RüBB als P110 auf dem Weg von Göhren über Binz, Putbus nach Lauterbach Mole am Abend des 14. Juni 2020 zwischen Serams und Seelvitz. Im Hintergrund ragt der 38 Meter hohe Mittelturm des Jagdschloss Granitz über den Baumkronen.
A 'car' version of the P110-V. Single occupant speeder/spacecraft built at 1:4 against minifigure scale.
Orionwerk Rio 10C (1921), paper-negative, basic processing in GIMP. Taken in Grugny, Normandy, FR.
Slight paper under-exposure made the background clouding appear: sometimes, it looks better than expected. Technically speaking, this is not taken on film - but directly on paper, somewhat akin to pinhole photos - so I'm not adding this one to 'Film this, film that' type groups.
We are living in what the Greeks called the right time for a "metamorphosis of the gods," i.e. of the fundamental principles and symbols. This peculiarity of our time, which is certainly not of our conscious choosing, is the expression of the unconscious man within us who is changing. Coming generations will have to take account of this momentous transformation if humanity is not to destroy itself through the might of its own technology and science.
Words by Jung
for Flickriver - Sophie Shapiro
.
Aquesta imatge ha jugat a Pels camins dels Països Catalans.
El tímpano románico (XII) de la portada norte (portada septentrional) de la Iglesia Parroquial de Nuestra Señora de la Purificación (Iglesia de Santa María de la Purificación o Iglesia de la Purificación de Santa María) - Glèisa Parroquiau dera Purificacion de Maria o Glèisa Parroquiau Mair de Diu dera Purificacion de Bossòst (en aranés) – l´Església de Santa Maria de la Purificació (cat.), también conocida como la Iglesia de Nuestra Señora de la Asunción o la Iglesia de la Asunción de Santa María (Glèisa dera Mair de Diu dera Assumpcion o dera Assumpcion de Maria (d'Era Assompcion de Maria) - y Església de l´Assumpció de Maria) - de Bosost (Bossòst – denominación oficial - o Bossost /nombre catalán tradicional), villa que se encuentra en el Terçon de Quate Lòcs situado en la zona de Bajo Arán (Baish Aran o Baix Aran) que forma parte de la Comarca de Valle de Arán (Val d'Aran o Vall d'Aran), la provincia de Lérida (Lleida), Cataluña, España.
(1) La advocación del templo:
- «...El qüéstionari de F.Zamora reporta noticia contradictoria que sembla indicar la visita del bisbe Arnau Roger l'any 1161 per a consagrar l'església de Bossòst a la Santa Trinitat i Santa Maria...».
- En la página oficial del Obispado de Urgel que integra el Archiprestazgo de la Val d'Aran este templo se menciona como La Purificació de Bossòst.
«...La Purificación de María es una advocación relacionada con la celebración de la fiesta de Virgen de la Candelaria que se refiere a la luz santa que guía hacia el buen camino y la redención. Su festividad es celebrada según el calendario litúrgico el 2 de febrero, donde se recuerda la presentación de Jesús en el templo de Jerusalén después de su nacimiento y la purificación de María después del parto. En tiempo de Jesús, la ley prescribía que toda mujer debía presentarse en el templo para purificarse a los cuarenta días que hubiese dado a luz. La fiesta es conocida y celebrada con diversos nombres: la Presentación del Señor, la Purificación de María, la Fiesta de la Luz y la Fiesta de las Candelas...
La Presentación del señor se celebra en Occidente desde el siglo VII bajo el título de Hypapanté (encuentro), representando el encuentro entre el Mesías y su pueblo. El título «Purificación de la Virgen María» entró en los libros litúrgicos a partir del siglo X. En esta fiesta se unen Jesús y María. En Occidente se le dio el sentido de la luz, de las candelas, debido al canto del Benedictus, suponiendo que María es quien lleva la luz de Cristo a las naciones...».
- Según el Diccionario de Madoz, este templo se conocía en 1845 como la Iglesia Parroquial de Nuestra Señora de la Asunción.
En la página oficial del Ayuntamiento de Bossost este templo se indica como la Iglesia de la Asunción de Maria.
La Asunción de María es la creencia, de acuerdo a la tradición y teología de la Iglesia católica y de la Iglesia ortodoxa de que el cuerpo y alma de la Virgen María, la madre de Jesucristo, fueron llevados al Cielo después de terminar sus días en la Tierra. Este traslado es llamado Assumptio Beatæ Mariæ Virginis (Asunción de la Bienaventurada Virgen María) por los católicos romanos, cuya doctrina fue definida como dogma de fe (verdad de la que no puede dudarse) por el papa Pío XII el 1 de noviembre de 1950. La Iglesia católica celebra esta fiesta en honor de María en Oriente desde el siglo VI y en Roma desde el siglo VII. La festividad se celebra el 15 de agisto.
Durante la Fiesta Mayor de Bossost el 15 de agosto se celebra la Asunción de María y el día 16 de agosto está dedicado al patrón de la villa, San Roque.
(2) La portada norte y su nombre: «...Popularment aquesta portalada és coneguda com la «porta del bisbe».
(3) La iconografía del tímpano septentrional: ¿Maestas Domini o Maestas Mariae?
El tímpano queda inscrito dentro de un arco con ajedrezado. En la piedra oscura (mármol negro) que compone la obra, hecho singular en el románico, se representan:
- sol y luna con una cara masculina y una femenina, respectivamente;
- el Tetramorfos que simboliza a los cuatro evangelistas: el águila de San Juan; el toro de San Lucas; el ángel de San Mateo; el león de San Marcos;
- una figura central, sin mandorla, sin barba, sentada en un trono y recubierta con unos ropajes perfilados con estrias y pliegues; con un velo que se cierra a la altura del cuello; con la mano derecha levantada realiza el acto de bendecir mientras que con la izquierda recogida sobre su regazo sostiene un pergamino o filacteria; su rostro hierático parece desproporcionado con respecto al cuerpo y se cubre con una corona o capacete.
Esta figura se ha definido como «una confusa representación iconográfica» y se ha identificado por diferentes expertos en el arte románico como «...la Maiestas Mariae (Puig i Cadafalch,Dalmases i Pitarch) i la Maiestas Domini (Sarrate,Junyent i Carbonell).»
Considerando que todos los autores coinciden en reconocer la presencia simultánea del sol, la luna y de los cuatro evangelistas, la escena del tímpano se interpreta como:
- una Visión Apocalíptica del Tetramorfos, según El Apocalipsis 4:1-7:
1 Después tuve la siguiente visión: Había una puerta abierta en el cielo, y la voz que había escuchado antes, hablándome como una trompeta, me dijo: «Sube aquí, y te mostraré las cosas que deben suceder en seguida».
2 En ese mismo momento, fui arrebatado por el Espíritu y vi en el cielo un trono, en el cual alguien estaba sentado...
6 Frente al trono, se extendía como un mar transparente semejante al cristal. En medio del trono y alrededor de él, había cuatro Seres Vivientes, llenos de ojos por delante y por detrás.
7 El primer Ser Viviente era semejante a un león; el segundo, a un toro; el tercero tenía rostro humano; y el cuarto era semejante a un águila en pleno vuelo...».
- Maiestas Domini del Juicio Final (Cristo en Majestad, Pantocrátor o Dios Padre en su trono celeste) rodeado de las figuras del Tetramorfos – de acuerdo con El Apocalipsis, 4:9-11:
9 Y cada vez que los Seres Vivientes daban gloria, honor y acción de gracias al que está sentado en el trono, al que vive por los siglos de los siglos,
10 los veinticuatro Ancianos se postraban ante él para adorarlo, y ponían sus coronas delante del trono, diciendo:
11 «Tú eres digno, Señor y Dios nuestro, de recibir la gloria, el honor y el poder. Porque has creado todas las cosas: ellas existen y fueron creadas por tu voluntad».
- Maiestas Mariae del Juicio Final (La Mujer del Apocalipsis o Nuestra Señora del Apocalipsis) según El Apocalipsis, 12:1:
1 Y apareció en el cielo un gran signo: una Mujer revestida del sol, con la luna bajo sus pies y una corona de doce estrellas en su cabeza.
- Maiestas Mariae como Reina de los Ciclos o Santa María Asunta, según la fórmula que el cristianismo medieval de Occidente genera a partir de su Coronación por Cristo, tras la Asunción.
«...Todo lo relacionado con la muerte de la madre de Cristo está rodeado de un gran misterio. En la Biblia no hay testimonios explícitos sobre ello; no se especifica dónde pasó los últimos años de su vida, donde murió y dónde fue enterrada. Sin embargo tanto la fe cristiana como los diversos relatos apócrifos coinciden en afirmar que la Virgen ascendió al cielo en cuerpo y alma. Esta iconografía comienza a aparecer al final del románico en el siglo XII y se difunde en los siglos XIII y XIV. En el gótico pleno es muy abundante tanto en Francia como en España.»
- Alguien sentado en su trono celeste – Jesús Cristo y al mismo tiempo Santa María, en el sentido alegórico de que él es su hijo, su sangre, su carne y en esto se parece a ella...
(4) El Sol y la Luna en este caso se interpretan como:
- símbolos de la luz y las tinieblas, respectivamente; alusión al día y la noche; el principio y el fin; el amanecer y el ocaso; la eventualidad y la eternidad; la naturaleza divina y la naturaleza humana; el calor y el frío...
- «Según San Isidoro, el sol y la luna son signos de Cristo y de la iglesia...»
- la correlación con el episodio de El Apocalipsis, 6:12:
Y cuando el Cordero abrió el sexto sello, vi que se produjo un violento terremoto. El sol se puso negro como ropa de luto y la luna quedó como ensangrentada;
(5) La primera línea del dintel:
El dintel situado bajo el tímpano está compuesto por un bloque continuo en el que se aparece un círculo en el que se inscribe un crismón trinitario de seis brazos con la alfa y la omega invertidas. El resto de la superficie queda lleno de un ajedrezado en relieve, pero:
«...La primera línea de la decoración del dintel, justo bajo el tímpano, es de hechura diferente al resto. Comienza con seis grupos de tres barritas, alternando su posición entre horizontales y verticales, para luego continuar con semicírculos y círculos incisos alternando, de detallada hechura...» (elementos circulares y estriados en la parte superior).
Esta diferencia se explica como una reminiscencia del arte pre-románico anterior establecido en el valle o los restos de una obra reaprovechada cuya función se desconoce...
Los detalles insólitos del tímpano:
«...La figura de Cristo no está centrada dentro de la imagen, el ángel es casi igual de grande que él, y las dos figuras del león y del toro quedan reducidas a la mínima expresión por ser el águila y el ángel demasiado voluminosas...»
Este fenómeno se explica como el hecho de que:
- «...El poco avezado tallista dejó material para labrar la corona, y luego al continuar sacando la cara bajo los arcos de las cejas, no supo resolverlo hacia abajo, y parece que lleve un tocado con pañuelo al cuello. En la misma línea de surrealismo e ingenuidad se mueven los Tetramorfos. El león de San Marcos tiene sus alas sin acabar de tallar. Se dejó rebajado el bloque que parece salir de su boca; pero no se labró...»
- este relieve fue destinado para otro lugar y luego reutilizado;
- es una obra inacabada;
- es una consecuencia de los daños sufridos durante los siglos pasados...
(6) Supuesta relación de esta iglesia con la Orden del Temple:
- Según Santiago Temprado Ordíaz, «...La iglesia de Sant Sernill posiblemente fue construida bajo la dirección de los Templarios, como muchas otras iglesias románicas del Valle de Arán tales como las de Bossost, Arties, Salardú, Betrén, Mijarán, Sant Miguel de Vilamós y Sant Fabián de Arres de Jos.»
- Según Joan Fuguet Sans, «...sin embargo, en los monumentos españoles fotografiados y en sus correspondientes comentarios, se da la mezcla endémica de edificios templarios y falsas atribuciones. Nos referimos a las iglesias de San Bartolomé de Ucero (Soria), Villamuriel de Cerrato (Palencia), la Vera Cruz de Segovia y la parroquial de Bosost (Valle de Arán). En todos estos ejemplos, la pertenencia al Temple ha sido cuestionada y rechazada por la historiografía posterior...» ( ANUARIO DE ESTUDIOS MEDIEVALES (AEM) 37/1, enero-junio de 2007, pp. 367-386 - LA HISTORIOGRAFÍA SOBRE ARQUITECTURA TEMPLARIA EN LA PENÍNSULA IBÉRICA)
(7) La aparición de un enigmático fenómeno luminoso:
LA LEYENDA SOBRE EL CÍRCULO LUMINOSO DE BOSSOST Y LA PRISIONERA:
«...Las leyendas familiares se conocen también con el nombre de «privadas» o «particulares», y pueden hacer referencia a un solar, a una familia o a una villa. Aquella leyenda, según lo que nos explica Pep Coll en el prólogo de la recopilación «El rei de la Val d’Aran», se mantiene todavía viva, un siglo después de que los hechos se produjeron, en la memoria de los descendientes o
parentes de los protagonistas:
La prisionera
En las épocas de vacas flacas –que solían abundar más que las grasas– buena parte de los jovenes del Bajo Arán se dirigían a Francia a buscar fortuna. Muy pocos, los más audaces, emprendían un paso más fuerte y se embarcaban hacia las Américas.
Un chico de casa Lledós de Bossòst tomó la decisión de irse a la Argentina. El muchacho contó sobre sus intenciones a su amada, la chica de casa Minhana, y la joven le dijo que sin él no podría vivir, que estaba dispuesta a acompañarle hasta el extremo del mundo, si era necesario, pero sus padres no se lo permitirían. Entonces la pareja acordó en secreto que se marcharían juntos, a escondidas de los padres de ella.
El día convenido, el joven de casa Lledós dijo adios a su familia y, para no despertar sospechas a los de casa Minhana, abandonó el pueblo en soledad y partió en dirección a Francia. Luego el chico se paró en Hòs, un pueblecito cerca de la frontera, donde iba a esperar a su amada, tal como la pareja había planeado. La joven se proponía venir allí hasta que terminase el día. Ella se vistió adecuadamente, pero no pudo salir de su habitación porque la puerta estaba cerrada con llave. Sus padres, enterados de las intenciones de su hija a la última hora, habían tomado una medida drástica. Durante todo el día no le dejaban abandonar su habitación. Lo mismo pasaba durante los días siguientes: le traían la comida y el agua, y le cambiaban el orinal.
El joven la esperaba durante dos días. Al final del segundo día el chico llegó a la conclusión de que ella había cambiado su decisión y al día siguiente continuó su camino a Bordeus, donde se embarcó hacia Buenos Aires.
Al cabo de un tiempo, cuando los de Minhana consideraron que el peligro de huida de su hija ya
se había pasado, ellos abrieron la puerta de la habitación, pero mantenían cerrada la puerta que llevaba a la calle. Entonces la familia notó que la joven estaba extraña, trastornada por el cautiverio. La chica era incapaz de lavar una pieza de ropa o manejar la escoba, ni para enfilar la aguja era buena. La muchacha parecía abatida, desvalida, pero a veces se mostraba nerviosa, presa por un comezón que no le dejaba vivir. Un día ella dijo a su hermana:
–Si no voy a salir para tomar el aire, me volveré loca.
Entonces la hermana le abrió la puerta de casa. La prisionera salió a la calle y, después de dar una vuelta por la villa, entró en la iglesia y estuvo allí un largo rato. Al día siguiente la joven se dirigió otra vez a la iglesia, pero por el camino la chica no abrió la boca para contestar a sus conocidos que la saludaban en la calle. Ella se hizo una muchacha extraña, callada y ensimismada, que huía de la gente como si fuese el demonio. La joven pasaba todo el santo día sentada en un banco de la iglesia.
Una noche, cuando llegó la hora de ir a dormir, la chica de repente se puso a jadear de manera
angustiadora. Los familiares corrieron alarmados a su habitación. La joven se ahogaba, diciendo que había alguna cosa que le oprimía el pecho con fuerza, que no le dejaba respirar.
Al cabo de un rato llegó el médico pero él no podía hacer nada. Antes del final del día la enferma exhaló el último suspiro y dejó de susfrir.
Cuentan los familiares que en el momento de su muerte se sintió un gran estrépito en la casa, como si un trozo de losado había caído sobre los desvanes. Los parientes subieron allí y a la primera vista todo era normal, sin defecto alguno. Pronto ellos descubrieron que en la madera que cubría el suelo de uno de los desvanes había una mancha luminosa en forma de círculo. Los familiares intentaron quitarla fregando con una tela y raspando con unos instrumentos de hierro, pero no había manera de hacerla desaparecer. El misterioso círculo luminoso se encontraba justo encima de la cama de la joven muerta.
A la mañana siguiente, cuando llevaron a la difunta al cementerio, la corona de resplandorse esfumó sin dejar rastro, con el mismo misterio con el que había aparecido dos días antes.
(El rei de la Val d’Aran, pp. 149-151)»
El texto catalán de la leyenda está publicado en la obra de ANDREU LONCÀ I LONCÀ y MIQUEL VILADEGUT I BALLESTÉ «Terrissaire de doble ofici. De la tradició a la modernitat: la narrativa de Pep Coll», pp.94-95
Otras páginas y obras citadas y consultadas:
La referencia sobre la consagración de la iglesia de Bossost en 1161
El Obispado de Urgel: página oficial - Bossòst
Wikipedia: Mair de Diu dera Purificacion de Bossost
Ayuntamiento de Bosost: Iglesia de la Asunción de Maria
Wikipedia: Virgen de la Candelaria
La Generalitat de Catalunya: Mapa del Patrimoni - Bossòst
La Generalitat de Catalunya: Romànic Obert - Bossòst
María en los Hechos de los Apóstoles y el Apocalipsis
Voigtländer Avus 9x12 with a Skopar 4,5/135
Jason Lane Dry Plate ASA 2 9x12
Developed in Caffenol-CM, 13min@21°C
Underexposed and underdeveloped: I don't know why, but for me these plates always give quite thin negatives, even with the recommended developers and times. I still like them.
Roselyn operate this ex Stagecoach Volvo B10M-62 Plaxton Interurban on school contracts in Cornwall. TIL 7906 was new to Ribble as P110 DCW and was returning to the Par base on 2nd May, 2019.
www.jeromecolombo.com, Flickr, Landscape Photography Magazine Issue 123 May 2021 p110&111, Featured Artist (10 pages Portfolio)
June 16, 2016 | Beuchow (Germany) | Steam locomotive series 99 1782-4 with passenger train N° P110 from Göhren to Lauterbach Mole.
The P110 is a fully tracked armored personnel carrier (APC) that was developed by Peaceful Food Machinery Corp (PFMC). The vehicle was first fielded by the PFOP mechanized infantry units in the Demon War on April 19 1981. Originally used as an emergency transport to move civilians, as before Big Vic PFOP had no standing armed forces, The P110 became the most widely used armored vehicle of the PNOP in the Demon War, earning the nickname 'Peaceful Dragon' by its crews. This is because at the time the APC used a multitude of mounted 50.cals, as the PNOP had very little in terms of advanced arms. As such, and due to the general unpreparedness of the nation, the P110 evolved to take on numerous roles, including a SPAAG, and IFV variants.
June 16, 2016 | Lauterbach (Germany) | Steam locomotive series 99 1782-4 with passenger train N° P110 from Göhren to Lauterbach Mole.
Stagecoach 52400. Volvo B10M-62/Plaxton Premiere Interurban. Training vehicle,now painted orange,inside the depot at London Road,Gloucester - 7.12.16.
Stagecoach West 52400. Volvo B10M-62/Plaxton Premiere Interurban. This training vehicle is seen here at the London Road depot,Gloucester - 30.4.16.
A pair of Stagecoach vehicles at the London Road depot,Gloucester.P110 FRS (fleet no. 52400) is a Volvo B10M/Plaxton Premier Interurban,in use as a training vehicle. The other bus is M85 WBW (32085),a Dennis Dart,new to Thames Transit,Oxford,in May 1995.It moved to Stagecoach West in August 2001,and was sold as scrap to Ripleys in June 2014. This was taken on the 8th November 2012.
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
Mandatory selfie for anyone who considers himself a photographer.
Lumix GX9 + Pentax-110 50mm f2.8 at f2.8
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