Taktičko-tehničke karakteristike Osprija

Dimenzije
 
Prečnik rotora - 11,58 m
Razmah krila - 14,02 m
Rastojanje osa rotora - 14,19 m
Ukupan razmah - 25,78 m
Dužina trupa - 17,47 m
Visina do vertikalnog repa - 5,38 m
Visina do vrha gondole u vertikalnom položaju - 6,35 m
Površina diska rotora - 105,4 m2
Površina krila - 35,49 m2

Mase
 
Masa prazne opremljene letelice - 15.000 kg
Maks. količina unutrašnjeg goriva - 6.125 kg
Maks. nosivost - 9.000 kg

Masa pri poletanju

- VTO (vertikalno poletanje i sletanje) - 21.500 kg
- STO (kratko poletanje i sletanje) - 25.000 kg
Masa u varijanti STO za slobodan prelet - 27.500 kg
Maks. opterećenje poda kabine - 1.464 kg/m2
Maks. brzina krstarenja na nivou mora
- helikopterski mod - 185 km/h
- avionski mod - 509 km/h
Maks. vertikalna brzina penjanja - 5,53 m/s
Praktični plafon - 7.925 m
Dužina zaleta, STO masa - 150 m

Dolet
 
VTO (21.500 kg, 5.500 kg tereta) - 2.200 km
VTO (27.500 kg, slobodni prelet bez tereta) - 3.900 km

V-22 je novi, savremeni koncept letelice namenjene za upotrebu u 21. veku. Njegovi primarni strukturni i propulzivni sistemi su projektovani tako, da se zadovolje svi postojeći zahtevi za izvođenje različitih misija, a ujedno i da bude prilagodljiv svim budućim zahtevima savremene doktrine ratnih operacija. U cilju ostvarenja povoljnih odnosa ukupne mase letelice prema potisnoj sili primenjena je optimalna kombinacija savremenih kompozitnih i konvencionalnih materijala. Korisnost upotrebe ugljeničnih i epoksi-kompozita na letelici obezbeđuje visok odnos čvrstoće prema masi, dug životni vek, veću žilavost, kao i sprečavanje procesa korozije. Trup letelice se sastoji od tri sekcije - pilotske kabine, kabine za smeštaj putnika i tereta i zadnje sekcije. Pilotska kabina je modularnog tipa i omogućuje dobru vidljivost u svim pravcima, a projektovana je za smeštaj dva člana posade (pilot i kopilot). Kabinski deo letelice je skoro četvrtastog oblika i u njemu mogu biti smeštena 24 vojnika sa punom ratnom opremom i dva člana posade. Zadnja sekcija obezbeđuje prelaz između kabinskog dela i repnog dela letelice. Donji deo ove sekcije sadrži hidraulički pokretanu rampu sa vratima, koja omogućuje jednostavan utovar i istovar ljudi, vojnog materijala i vozila. Zadnja sekcija sadrži vertikalne i horizontalne repne površine. Stajni trap je tipa tricikl s udvojenim točkovima na svakoj nozi i uljno-pneumatskim amortizerima projektovanim za vertikalnu brzinu sletanja do 3,66 m/s - za normalne uslove i do 4,48 m/s - za specijalne uslove eksploatacije (plovni objekti).

Letelica V-22 je visokokrilac, čija su krila sa konstantnom tetivom duž razmaha i strelom unapred. Na izlaznoj ivici krila se nalaze četiri sekcije flaperona, a na njihovim krajevima se nalaze dve motorske gondole. U gondolama su smeštena dva turbo vratilna motora, na čijim vratilima su ugrađeni trokraki rotori. Rotori imaju 412 o/min, što daje brzinu krajeva rotora od 250 m/s. Radi ostvarivanja pouzdanosti leta letelice izvršeno je povezivanje rotora preko sistema za transmisiju, čime je obezbeđen prenos snage na rotore u slučaju neispravnosti (otkaza) jednog od motora.

Ospri poseduje autonomni digitalni sistem komandi leta. Upravljački sistem ostvaruje svoje funkcije: za helikopterski režim leta (lebdenje i let unapred, bočno i unazad, koji se ostvaruju preko cikličnog i kolektivnog upravljanja), za prelazni (prelazak iz vertikalnog u horizontalni let zakretanjem rotora) i avionski mod (upravljanje preko upravljačkih površina - krmila pravca, krmila visine i flaperona).

Upravljački sistem se sastoji od trostrukog primarnog sistema i trostrukog automatskog sistema na nivou procesora, zatim od dva računara povezana sa magistralom podataka MIL-STD-1553B, pokretača i pilotskih palica. U okviru ovih sistema je integrisan i digitalni sistem za upravljanje radom motora (FADEC).

Primarni upravljački sistem obezbeđuje osnovno upravljanje letelicom povezujući ulaze od strane pilota za konfiguraciju helikoptera, prelazne režime i konfiguraciju aviona. U okviru ovog sistema računari ostvaruju rad pokretača u odgovarajućim modovima i vrše nadzor korektnosti njihovog rada. Automatski upravljački sistem obezbeđuje ukupnu stabilnost i povećava upravljivost letelice u svim režimima leta. Letelica poseduje i rezervni analogni sistem za upravljanje letom, koji obuhvata upravljanje radom motora i zakretanjem rotora u situacijama kada digitalni sistem ne funkcioniše.

Dobar je, nema sta

Dobar jeste, jos samo da savladaju prelazak iz rezima "helikopter" u rezim "avion". Ako se dobro secam jedan im je i pao zbog toga u jednoj od test-faza i cela posada je izginula.

Eh steta sto se odustalo od daljih istrazivanja na ovu temu.Ovaj koncept letelice bi bio interesantan i za komercijalnu avijaciju...
@woodpecker VTOL i STOL su skracenice (Vertical/Short Take-off and Landing),Bravo za post veoma interesantno...

Hvala. Znam sta znace VTOL i STOL, samo sam pokusao da prostije objasnim

RLINGTON, Va. — Beginning this fall, Marines and supplies will be ferried in and out of battles in Iraq in a controversial aircraft that is a hybrid between a helicopter and a fixed-wing aircraft.

The MV-22 Osprey makes its combat debut in September. The aircraft is able to tilt its propellers to take off and land like a helicopter and then fly like a regular airplane.
Marine Capt. Lee York, a pilot with Marine Medium Tiltrotor Squadron 263, said the aircraft allows crews to drop off Marines for a mission and then remain in the area to evacuate any casualties.
York, 34, explained that the Osprey can orbit longer than helicopters because it flies at higher altitudes, thus it can fly at slower speeds.
The aging CH-46 Sea Knight helicopters that the Corps uses now cannot remain available to evacuate casualties after dropping off troops unless they carry fewer Marines into combat to conserve fuel, said York, of Easton, Mass.
The Corps hopes that the MV-22 will eventually replace the CH-46, but the Osprey has yet to prove itself in combat.
The aircraft has a bad reputation stemming from several crashes of test aircraft, including one April 2000 crash in Arizona that killed 19 Marines.
Sgt. Zachary Hoag, a crew chief with VMM-263, said he has worked with the Osprey for more than four years.
Like any aviator, he has had scares during that time, but none were serious, said Hoag, 23, from Rochester, N.Y.
“I’ve never been scared enough where I seriously thought I was going to die from the aircraft,” he said.
Capt. Michael Parrott, a pilot in the squadron, said the people who fly the Osprey know it is safe.
The Osprey has a feature that will tell pilots in exacting detail what is wrong if a problem arises, so it is like flying with a running commentary, said Parrott, 33, of Howell, Mich.
The aircraft can also fly at higher altitudes, putting it out of range out of most weapons that could harm it, Parrott said.
That advantage is particularly important considering a rash of helicopter shootdowns earlier this year, including one CH-46 that was hit by a rocket in February, killing five Marines and two Navy corpsmen.
September’s deployment has been a long time coming for Sgt. Michael E. Aguilar, a crew chief with the MV-22 squadron.
Aguilar, 28, said he has been with the Osprey program for three years after switching Military Occupational Specialties from an administrative clerk to an aviator.
“Being able to go there first and show what this thing can do is an honor,” the San Antonio native said.

Evo nesto i o XV-15, avionu iz kojeg je nastao V-22

XV-15 Specifications(applicable to both N-702NA and N-703NA)

Weights:
Design gross; 13,000 lbs
Maximum gross; 15,000 lbs
Useful load at design gross; 2,927 lbs
Dimensions:
Fuselage length (nose tip to vertical fin tip); 42.1 ft
Rotor span (tip to tip, max. diameter); 57.2 ft
Maximum height (vertical fin); 12.75
Performance:
Estimated cruise speed; 345 mph at 16,500 ft
Estimated maximum speed; 375 mph at 16,500 ft
Power Plants:
Two Lycoming LTC1K-4K free turbine engines (modified versions of the standard Lycoming T53-L-13B)


The two Bell XV-15 Tiltrotor aircraft were involved in limited research at the Hugh L. Dryden Flight Research Center in 1980 and 1981. The XV-15 combines standard aircraft cruise flight with vertical takeoff and landing (VTOL) and short takeoff and landing (STOL) capabilities. The first XV-15 Tiltrotor flight for NASA/Dryden occurred in October 1980 at the Army contingent at Edwards Air Force Base, Edwards, California.
The development of the XV-15 Tiltrotor research aircraft was initiated in 1973 with joint Army/NASA funding as a "proof of concept", or "technology demonstrator" program, with two aircraft being built by Bell Helicopter Textron (BHT) in 1977. Ship number 1 was given NASA number 702, and ship #2 was 703. Aircraft development, airworthiness testing, and the basic "proof of concept" testing were completed in September 1979.
The aircraft are powered by twin Lycoming T-53 turboshaft engines that are connected by a cross-shaft and drive three-bladed, 25 ft diameter metal rotors (the size extensively tested in a wind tunnel). The engines and main transmissions are located in wingtip nacelles to minimize the operational loads on the cross-shaft system and, with the rotors, tilt as a single unit.
For takeoff, the proprotors and their engines are used in the straight-up position where the thrust is directed downward. The XV-15 then climbs vertically into the air like a helicopter. In this VTOL mode, the vehicle can lift off and hover for approximately one hour.
Once off the ground, the XV-15 has the ability to fly in one of two different modes. It can fly as a helicopter, in the partially converted airplane mode. The XV-15 can also then convert from the helicopter mode to the airplane mode. This is accomplished by continuous rotation of the proprotors from the helicopter rotor position to the conventional airplane propeller position. During the ten to fifteen second conversion period, the aircraft speed increases and lift is transferred from the rotors to the wing.
Operating as a conventional airplane, the XV-15 can cruise for more than two hours. To land, the proprotors are rotated up to the helicopter rotor position and flown as a helicopter to a vertical landing.
The tiltrotor concept has many advantages. The ease with which the aircraft can be converted from one flight mode to another enhances its maneuverability and permits the aircraft to be configured to meet mission requirements. Operating as a VTOL aircraft, it can take off like a helicopter and deliver payloads on half the amount of fuel consumes by a helicopter when traveling distances greater than 185 kilometers. Takeoff and landing terminals can be small, making tiltrotor aircraft ideal for intercity commuter travel. In the STOL mode, tiltrotor aircraft are ideal for long distance transport of heavy cargos into remote areas, where only short runways are available. The XV-15 has been the primary influence for Bell's V-22, the first production tilt rotor.