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Aviation History
2002
2002 - 0352.PDF
Tiltroto REVOLUTION ON HOLD Despite recent technological advances, obstacles still remain in the way of building a safe, reliable aircraft which is as comfortable with fixed-wing flight as it is with rotary-wing flight PAUL LEWIS / WASHINGTON DC T he idea of an air vehicle capable of converting from a conven tional aircraft to a helicopter has challenged aeronautical engi neers for almost 50 years. There has been a succession of experimental tiltwing craft, such as the Canadair CL-84, Hiller X-18 and Vertol VZ-2, or tiltrotors -for example, the Bell XV-3, Curtiss-Wright X-100 and, more recently, the Bell XV-15. While the idea has made huge techno logical strides in the last few years, major hurdles remain before there can be the long-awaited revolution in rotorcraft. When Bell and Boeing first agreed jointly to develop a tiltrotor for commercial use in late 1996, the V-22 Osprey was in full-scale engineering and manufacturing develop ment (EMD), and it was thought, at the time, that by now the sky would be popu lated with civil and military examples. But much has happened since, with the US Marine Corps MV-22B still grounded in the wake of two disastrous accidents in 2000, and the civil BA609 programme has been steadily delayed, with the first proto type yet to make a maiden flight. Delays have been blamed on a series of re-organisations, starting with Boeing's exit from the civil rotorcraft business. Bell then had to find a new partner, Agusta, for the BA609. There followed the decision in 2000 to replace fuselage supplier Aerostructures with Fuji Heavy Industries, and, finally, there has been the financial and political fallout from the V-22 pro gramme. The net result is more than a two- year delay in flight testing and certifica tion. "We expect to fly in the second quarter of this year, but we are event-dri ven," says Don Barbour, Bell executive director civil tiltrotor programmes. BA609 funding was predicated on expected revenues from the V-22, with full- rate production initially targeted to begin in fiscal year 2001. Bell Boeing, instead of building 36 Ospreys a year, is having to eke out a living based on a low-rate output only one-third that number. This is unlikely to change for several years until the Pentagon is satisfied that the tiltrotor is ready for operations. This has not only limited cash, but the resumption of V-22 EMD is occupying engineering resources. Bell stresses that the V-22 and BA609 36 5 - 11 FEBRUARY 2002 FLIGHT INTERNATIONAL www.fliqhtinternational.com
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