Solution Manual Aircraft Propulsion and Gas Turbine Engines by Ahmed El-SayedPedroBernalFernandez
https://www.book4me.xyz/solution-manual-aircraft-propulsion-and-gas-turbine-engines-el-sayed/
Solution Manual (+ exam supplement) for Aircraft Propulsion and Gas Turbine Engines - 1st Edition
Author(s) : Ahmed F. El-Sayed
This product include both of Solution Manual and Instructor Manual for 1st edition's textbook. Solution manual and instructor manual have 647 and 237 pages respectively. They include all chapters of textbook (Chapters 1 to 16) .
Solution Manual Aircraft Propulsion and Gas Turbine Engines by Ahmed El-SayedPedroBernalFernandez
https://www.book4me.xyz/solution-manual-aircraft-propulsion-and-gas-turbine-engines-el-sayed/
Solution Manual (+ exam supplement) for Aircraft Propulsion and Gas Turbine Engines - 1st Edition
Author(s) : Ahmed F. El-Sayed
This product include both of Solution Manual and Instructor Manual for 1st edition's textbook. Solution manual and instructor manual have 647 and 237 pages respectively. They include all chapters of textbook (Chapters 1 to 16) .
INTRODUCTION:
While a helicopter is a far more complex machine than an aeroplane, the fundamental principles of flight are the same.
The rotor blades of a helicopter are identical to the wings of an aeroplane –when air is blown over them, lift is produced.
The crucial difference is that the flow of air is produced by rotating the wings – or rotor blades – rather than by moving the whole aircraft.
When the rotor blades start to spin, the air flowing over them produces lift, and this can cause the helicopter to rise into the air.
So, the engine is used to turn the blades, and the turning blades produce the required lift.
Stress and fatigue analysis of landing gear axle of a trainer aircrafteSAT Journals
Abstract The undercarriage or landing gear of an aircraft is the structure that supports an aircraft on the ground and allows it to taxi, takeoff and land. Among the various parts of landing gear, axle is the most critical component where the loads (landing and ground loads) act on the axle first, then transferred to the structure. In this study stress and fatigue analysis of the axle is performed to meet the strength and life requirements. The modeling of the axle is done using UniGraphics (UG) software. Stress analysis is carried out using MSC Patran (pre-processing and post-processing)/Nastran (solver) for different landing loads (spin up, spring back, maximum vertical and drift) and ground handling loads (braking, taxing and turning). Stress analysis was carried out by both classical and FEM approaches and by comparing the results it was obvious that they were in correlation with one another. Fatigue analysis was also carried out for the axle using landing spectrum and ground handling spectrum to estimate the fatigue life. By the iteration process, the requirement of 10000 landings was satisfied. Keywords: Static, Fatigue, Axle, Fatigue life, UniGraphics, MSC Patran, MSC Nastran
Large scale topological optimisation: aircraft engine pylon caseAltair
An engine pylon holds the engine to the wing and ensures multiple others functions: aerodynamics, structure and systems. Moreover, it is designed to prevent a fire in the engine area from spreading to the wing. These multi-functions make the global pylon architecture design highly complex. Existing designs reach their limits regarding the aircraft performance requirements, with ever more powerful, bigger and hotter engines. Thus, the technological breakthrough becomes necessary to achieve better performance.
In the present work, we propose a new concept based on Additive Layer Manufacturing (ALM) process which eliminates many conventional constraints from the manufacturing process and can produce complex, precisely designed shapes.
Topological optimization, using ALTAIR’s finite element analysis software, is realized by integrating systems elements, fluid pipes mainly, to structural parts. Thus, these elements become structural unlike the existing design.
One objective of this work is to demonstrate the numerical feasibility of topology optimisation of large-size (5 m long, 0.83 m width and 1.19 m in height) and highly complex architecture design of an aeronautical structure.
The results show that a significant mass saving, more than 20%, can be achieved even with heavily constrained structure in terms of stresses, dimensions, interfaces, systems, etc. Furthermore, this study highlights benefits in the parts number which dropped by 97%.
Note that the existing engine pylon is made mostly of Titanium and Steel materials but for the topology optimisation a single material, Inconel 718, was chosen due to its best thermal and mechanical properties.
In order to ensure aerodynamic function, obtained organic shape structure is covered by custom-made cowls.
1/8 scale model is 3D printed by INITIAL company, using plastic material, can be exposed during the Altair Technology Conference.
Speakers
Abdelkader Salim, Innovation Engineer, SOGECLAIR Aerospace
Aircraft Finite Element Modelling for structure analysis using Altair ProductsAltair
The Airbus airframe design process has considerably evolved since 20 years with the constant improvement of numerical simulation capability and the computational means capacity. Today the size of Finite Element Models for aircraft structural behaviour study is exceeding the boundary of airframe components (fuselage section, wing); for the A350, a very large scale non-linear model of more than 60 million degrees of freedom has been developed to secure the static test campaign. This communication will illustrate the partnership with Altair and the use of Altair products for the creation and verification of very large models at Airbus. It will deal with: - Geometry preparation - Meshing - Property assignment - Assembly - Checking More generally, numerical simulation will play more and more a major role in the aircraft process, from the development of new concepts / derivatives to the support of the in-service fleet. Then, this presentation will also state the coming needs regarding model creation tools to cope with Airbus strategy.
Speakers
Marion Touboul, Ingénieur en Simulation Numérique - Calcul Structure, Airbus Opérations SAS
Optimizationof fuselage shape for better pressurization and drag reductioneSAT Journals
Abstract
The fuselage of any aircraft is essentially to accommodate the payload. It is normally not as streamlined as the wing. Cabin pressurization has been a major concern in the manufacturing of aircrafts. Generally, a cylindrical shape is preferred from a pressurization point of view as it has a higher strength and weighs less too. On the other hand, a sphere is considered as the best pressure vessel among all the shapes, but, sphere being a bluff body is not suitable for carrying payloads. On this note, a cylinder is considered to be better than a sphere to carry the payload and mainly to achieve a streamlined flow. In this paper, the shape chosen is a combination of the sphere and the cylinder to achieve optimum results for pressurization as well as a better streamlined flow. Our prime aim is to convert this bluff body into something more efficient and useful, rather than only for carrying the payload. We have focused basically on two details viz. 1) Better Pressurization and 2) to assist in minimizing the drag, thereby increasing the overall lift of the aircraft and hence increasing the fuel efficiency. The proposed fuselage structure was designed in CATIA V5 software and structural analyses were done in Auto-Desk Multi-Physics software. As a result, a better structural load capacity was found. A load of 10 N/mm2 was applied on both the bodies under consideration (cylinder and ellipse) having the same material, surface area, volume and weight. For the proposed elliptical design, 78% reduction in the minimum stress value and 10% reduction in the maximum stress value were noticed.
Keywords: Fuselage, Lifting Fuselage, Drag Reduction, Pressurization, Hoop Stress, Multi body design, Toroidal Shells, Multi-cylinder, Channel Propeller Configuration, Carbon Fiber, Graphite Fiber, Stabilization and Carbonization.
What are the elements of aircraft performance?
How much thrust do you need?
How fast and how slow can you fly?
#WikiCourses
http://wikicourses.wikispaces.com/Topic+Performance+of+aerospace+vehicles
This is Part 4 (in work) of work for my Advanced Technology Demonstration Aircraft project, to inspire interest in aerospace engineering for the RAeS and AIAA.
INTRODUCTION:
While a helicopter is a far more complex machine than an aeroplane, the fundamental principles of flight are the same.
The rotor blades of a helicopter are identical to the wings of an aeroplane –when air is blown over them, lift is produced.
The crucial difference is that the flow of air is produced by rotating the wings – or rotor blades – rather than by moving the whole aircraft.
When the rotor blades start to spin, the air flowing over them produces lift, and this can cause the helicopter to rise into the air.
So, the engine is used to turn the blades, and the turning blades produce the required lift.
Stress and fatigue analysis of landing gear axle of a trainer aircrafteSAT Journals
Abstract The undercarriage or landing gear of an aircraft is the structure that supports an aircraft on the ground and allows it to taxi, takeoff and land. Among the various parts of landing gear, axle is the most critical component where the loads (landing and ground loads) act on the axle first, then transferred to the structure. In this study stress and fatigue analysis of the axle is performed to meet the strength and life requirements. The modeling of the axle is done using UniGraphics (UG) software. Stress analysis is carried out using MSC Patran (pre-processing and post-processing)/Nastran (solver) for different landing loads (spin up, spring back, maximum vertical and drift) and ground handling loads (braking, taxing and turning). Stress analysis was carried out by both classical and FEM approaches and by comparing the results it was obvious that they were in correlation with one another. Fatigue analysis was also carried out for the axle using landing spectrum and ground handling spectrum to estimate the fatigue life. By the iteration process, the requirement of 10000 landings was satisfied. Keywords: Static, Fatigue, Axle, Fatigue life, UniGraphics, MSC Patran, MSC Nastran
Large scale topological optimisation: aircraft engine pylon caseAltair
An engine pylon holds the engine to the wing and ensures multiple others functions: aerodynamics, structure and systems. Moreover, it is designed to prevent a fire in the engine area from spreading to the wing. These multi-functions make the global pylon architecture design highly complex. Existing designs reach their limits regarding the aircraft performance requirements, with ever more powerful, bigger and hotter engines. Thus, the technological breakthrough becomes necessary to achieve better performance.
In the present work, we propose a new concept based on Additive Layer Manufacturing (ALM) process which eliminates many conventional constraints from the manufacturing process and can produce complex, precisely designed shapes.
Topological optimization, using ALTAIR’s finite element analysis software, is realized by integrating systems elements, fluid pipes mainly, to structural parts. Thus, these elements become structural unlike the existing design.
One objective of this work is to demonstrate the numerical feasibility of topology optimisation of large-size (5 m long, 0.83 m width and 1.19 m in height) and highly complex architecture design of an aeronautical structure.
The results show that a significant mass saving, more than 20%, can be achieved even with heavily constrained structure in terms of stresses, dimensions, interfaces, systems, etc. Furthermore, this study highlights benefits in the parts number which dropped by 97%.
Note that the existing engine pylon is made mostly of Titanium and Steel materials but for the topology optimisation a single material, Inconel 718, was chosen due to its best thermal and mechanical properties.
In order to ensure aerodynamic function, obtained organic shape structure is covered by custom-made cowls.
1/8 scale model is 3D printed by INITIAL company, using plastic material, can be exposed during the Altair Technology Conference.
Speakers
Abdelkader Salim, Innovation Engineer, SOGECLAIR Aerospace
Aircraft Finite Element Modelling for structure analysis using Altair ProductsAltair
The Airbus airframe design process has considerably evolved since 20 years with the constant improvement of numerical simulation capability and the computational means capacity. Today the size of Finite Element Models for aircraft structural behaviour study is exceeding the boundary of airframe components (fuselage section, wing); for the A350, a very large scale non-linear model of more than 60 million degrees of freedom has been developed to secure the static test campaign. This communication will illustrate the partnership with Altair and the use of Altair products for the creation and verification of very large models at Airbus. It will deal with: - Geometry preparation - Meshing - Property assignment - Assembly - Checking More generally, numerical simulation will play more and more a major role in the aircraft process, from the development of new concepts / derivatives to the support of the in-service fleet. Then, this presentation will also state the coming needs regarding model creation tools to cope with Airbus strategy.
Speakers
Marion Touboul, Ingénieur en Simulation Numérique - Calcul Structure, Airbus Opérations SAS
Optimizationof fuselage shape for better pressurization and drag reductioneSAT Journals
Abstract
The fuselage of any aircraft is essentially to accommodate the payload. It is normally not as streamlined as the wing. Cabin pressurization has been a major concern in the manufacturing of aircrafts. Generally, a cylindrical shape is preferred from a pressurization point of view as it has a higher strength and weighs less too. On the other hand, a sphere is considered as the best pressure vessel among all the shapes, but, sphere being a bluff body is not suitable for carrying payloads. On this note, a cylinder is considered to be better than a sphere to carry the payload and mainly to achieve a streamlined flow. In this paper, the shape chosen is a combination of the sphere and the cylinder to achieve optimum results for pressurization as well as a better streamlined flow. Our prime aim is to convert this bluff body into something more efficient and useful, rather than only for carrying the payload. We have focused basically on two details viz. 1) Better Pressurization and 2) to assist in minimizing the drag, thereby increasing the overall lift of the aircraft and hence increasing the fuel efficiency. The proposed fuselage structure was designed in CATIA V5 software and structural analyses were done in Auto-Desk Multi-Physics software. As a result, a better structural load capacity was found. A load of 10 N/mm2 was applied on both the bodies under consideration (cylinder and ellipse) having the same material, surface area, volume and weight. For the proposed elliptical design, 78% reduction in the minimum stress value and 10% reduction in the maximum stress value were noticed.
Keywords: Fuselage, Lifting Fuselage, Drag Reduction, Pressurization, Hoop Stress, Multi body design, Toroidal Shells, Multi-cylinder, Channel Propeller Configuration, Carbon Fiber, Graphite Fiber, Stabilization and Carbonization.
What are the elements of aircraft performance?
How much thrust do you need?
How fast and how slow can you fly?
#WikiCourses
http://wikicourses.wikispaces.com/Topic+Performance+of+aerospace+vehicles
This is Part 4 (in work) of work for my Advanced Technology Demonstration Aircraft project, to inspire interest in aerospace engineering for the RAeS and AIAA.
OUTLINE OF PRESENTATION
Introduction
History
Principle of working
Element of typical hovercraft
Operation of the hovercraft
Advantage
Disadvantage
Applications of hovercraft
Future of hovercraft
conclusion
Development of a Integrated Air Cushioned Vehicle (Hovercraft)IJMER
The design and development of a hovercraft prototype with full hovercraft basic functions is
reported by taking into consideration, size, material and component availability and intermediate
fabrication skill. In-depth research was carried out to determine the components of a hovercraft
system and their basic functions and in particular its principle of operation. Detailed research in design
was done to determine the size of component parts, quite in accordance with relevant standard
requirements as applicable in the air cushioned vehicles (ACV). The fabrication of the designed
hovercraft by using materials that are readily available by taking into consideration the economic
constraints and time constraints. It also includes the testing process which includes the tweaking of
various parameters that govern lift and thrust of the hovercraft. Further research is recommended to
improve on the efficiency of the craft.
Unmanned Aerial Vehicle for urban surveillanceAhsen Parwez
Unmanned Aerial Vehicles, also known as UAV's are used extensively for surveillance and rescue operations. We have fabricated a spherical UAV modelled for use in urban surveillance.
Team members: Ahsen, Utkarsh, Gagan, Riya, Deep
Avionics-Unit I
Study Materials
Need for avionics in civil and military aircraft and space systems – integrated avionics and weapon systems – typical avionics subsystems, design, technologies – Introduction to digital computer and memories.
Executive Directors Chat Leveraging AI for Diversity, Equity, and InclusionTechSoup
Let’s explore the intersection of technology and equity in the final session of our DEI series. Discover how AI tools, like ChatGPT, can be used to support and enhance your nonprofit's DEI initiatives. Participants will gain insights into practical AI applications and get tips for leveraging technology to advance their DEI goals.
A workshop hosted by the South African Journal of Science aimed at postgraduate students and early career researchers with little or no experience in writing and publishing journal articles.
Unit 8 - Information and Communication Technology (Paper I).pdfThiyagu K
This slides describes the basic concepts of ICT, basics of Email, Emerging Technology and Digital Initiatives in Education. This presentations aligns with the UGC Paper I syllabus.
A Strategic Approach: GenAI in EducationPeter Windle
Artificial Intelligence (AI) technologies such as Generative AI, Image Generators and Large Language Models have had a dramatic impact on teaching, learning and assessment over the past 18 months. The most immediate threat AI posed was to Academic Integrity with Higher Education Institutes (HEIs) focusing their efforts on combating the use of GenAI in assessment. Guidelines were developed for staff and students, policies put in place too. Innovative educators have forged paths in the use of Generative AI for teaching, learning and assessments leading to pockets of transformation springing up across HEIs, often with little or no top-down guidance, support or direction.
This Gasta posits a strategic approach to integrating AI into HEIs to prepare staff, students and the curriculum for an evolving world and workplace. We will highlight the advantages of working with these technologies beyond the realm of teaching, learning and assessment by considering prompt engineering skills, industry impact, curriculum changes, and the need for staff upskilling. In contrast, not engaging strategically with Generative AI poses risks, including falling behind peers, missed opportunities and failing to ensure our graduates remain employable. The rapid evolution of AI technologies necessitates a proactive and strategic approach if we are to remain relevant.
Acetabularia Information For Class 9 .docxvaibhavrinwa19
Acetabularia acetabulum is a single-celled green alga that in its vegetative state is morphologically differentiated into a basal rhizoid and an axially elongated stalk, which bears whorls of branching hairs. The single diploid nucleus resides in the rhizoid.
Safalta Digital marketing institute in Noida, provide complete applications that encompass a huge range of virtual advertising and marketing additives, which includes search engine optimization, virtual communication advertising, pay-per-click on marketing, content material advertising, internet analytics, and greater. These university courses are designed for students who possess a comprehensive understanding of virtual marketing strategies and attributes.Safalta Digital Marketing Institute in Noida is a first choice for young individuals or students who are looking to start their careers in the field of digital advertising. The institute gives specialized courses designed and certification.
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Francesca Gottschalk - How can education support child empowerment.pptxEduSkills OECD
Francesca Gottschalk from the OECD’s Centre for Educational Research and Innovation presents at the Ask an Expert Webinar: How can education support child empowerment?
Francesca Gottschalk - How can education support child empowerment.pptx
V22 Osprey
1. V-22 OSPREY
1. INTRODUCTION
The world has had a large number of long runways in almost every
corner since the Second World War, but today military experts are trying to
get away from the use of them, in fear of the havoc that might be caused by
their destruction in wartime. As a result, Helicopters where invented to
eliminate the long runways and were used vastly in military. They were of
vertical take-off and landing (VTOL) type aircraft. But the limitations were
very significant. Short range, less capacity, slow speed etc. Thus the challenge
has been to device a vehicle that is faster, has more range and is more cost
effective than conventional Helicopters.
As a result, In 1989, two big aircrafts builders Bell and Boeing jointly
build an aircraft for the U.S Military and named it as ‘V-22 Osprey’. (The
word ‘Osprey’ is the name of a fish eating bird found in South America,
which is 60cm long with a 162cm wingspan)
The V-22 tilt rotor is a revolutionary, vertical and short take-off and
land (V/STOL), multi-purpose aircraft with excellent high-speed cruise
performance. This advanced technology rotorcraft performs a wide range of
V/STOL missions as effectively as a conventional helicopter, while equally
capable of achieving the long-range cruise efficiencies of a twin turboprop
aircraft. It brings capabilities not found in any helicopter – twice the speed,
three times the payload and five times the range of the legacy helicopters that
it replaces. Add the ability to fly two and a half times higher than those
helicopters and you have an aircraft that is truly a leap ahead.
Central Polytechnic College, Thiruvananthapuram PAGE NO - 1
2. V-22 OSPREY
2. History and Development
The need of an aircraft, which is much better than Helicopters, was
aroused in 1950's. The ‘Tilt Rotor” concept comes into play at that time
and on 18 December 1958, the first tilt rotor vehicle named Bell XV-3
constructed by Bell Helicopters, made the history by converting Helicopter to
Aeroplane by the use of tilt rotor. The flights and testing continued till 1966,
Bell XV-3
when the program proved that the idea was practical there were many
problems to overcome. Experienced aerodynamits have pointed out that the
propeller or rotor does not provide much motive force, but only stirs the
around it, unless there is wind flow into it. A conventional airplane develops
sufficient speed on the runway to quarantee good airflow into the propeller
(or jet engine) by take-off time. A conventional helicopter sets into motion a
large airmass that is drawn downwards into the rotor, before rising. An
aircraft that attempts to pivot its engines while aloft is subjected to thrust
failure because of the paucity of airstream arriving at the rotors from the
newly selected aspect.
Central Polytechnic College, Thiruvananthapuram PAGE NO - 2
3. V-22 OSPREY
To overcome all the difficalties, a lot of years had taken up for
calculations, repeated designs, imaginary testings etc. At that time U.S
Military invitted Boeing Aircraft Company to joint with Bell Helicopters to
construct a new tiltrotor aircraft.
On March 1989, the tilt rotor aircraft code named V-22 Osprey built by
Bell-Boeing aircraft made its first flight. Since then however there have been
four significant failures during testing -a crash in 1991, killed seven men in
1992, killed nineteen on April 2000 and four on December 2000. The testing
continued till March 2005 and the company claimed that the aircraft is ready
for final production. The first order for production was from the U.S Military
for 458 Ospreys for $37.3 Billion.
V-22 OSPREY
Central Polytechnic College, Thiruvananthapuram PAGE NO - 3
4. V-22 OSPREY
3.WORKING SYSTEMS
Like any aircraft, the Osprey has the following systems:
1. Propulsion
2. Fuel
3. Cockpit Controls
4. Communications
5. Payload
6. Stowage
Osprey's External Features
3.1 Propulsion- The Osprey has two rotors with three-bladed propellers.
An Allison AE 1107C turbo shaft engine that is capable of producing over
6,000 horsepower drives each propeller. Each engine drives its own rotor and
transfers some power to a mid-wing gearbox. This gearbox drives the tilting
mechanism. In the event of an engine failure, the Osprey is capable of running
on only one engine. In this case, power from the remaining engine is
distributed to the two rotors through an interconnecting drive shaft. A
transmission interconnect shaft provides single-engine operation.
Central Polytechnic College, Thiruvananthapuram PAGE NO - 4
5. V-22 OSPREY
Osprey’s Propulsion
3.2 Fuel- The Osprey has 16 fuel tanks, 10 integrated into the wings and six in
the fuselage. The feed tanks directly supply the engines with fuel from the
other tanks, and fuel transfer is automatic. As the fuel flows from the tanks,
pressurized nitrogen gas fills the tanks to reduce the possibility of fire.
Depending upon the configuration of the Osprey, it can hold from 1,450 to
3,640 gallons (5,489 to 13,779 liters) of fuel.
Osprey’s Fuel Tanks
Central Polytechnic College, Thiruvananthapuram PAGE NO - 5
6. V-22 OSPREY
3.2 Cockpit Controls- The cockpit of the Osprey holds a pilot and co-pilot. In
addition, there is a fold-down seat in the center behind the pilots for a flight
engineer. The instrument panels have multi-functional displays, similar to the
new glass cockpit of the space shuttle. The displays hold information about
the engines (such as oil pressure, temperatures and hydraulic pressures) and
flight (such as fuel data, attitude and engine performance). There are also
keypads used to interact with the flight computer and sticks used to control
the flight maneuvers.
Osprey’s Control Panels
3.4 Communications- The Osprey is equipped with multi-band radios (AM,
FM, UHF, VHF) for voice transmission and radio reception. It also has
navigational beacons and radios, radar altimeters and an internal
intercom /radio system for communications among the crew and troops
onboard.
Central Polytechnic College, Thiruvananthapuram PAGE NO - 6
7. V-22 OSPREY
Osprey’s Control Panels
3.5 Payload- The Osprey can hold up to 24 troops and carry up to 20,000 lb
(9,072 kg) in its cargo bay, which is 5.7 ft wide by 5.5 ft high by 20.8 ft long
(1.72 x 1.68 x 6.35 m). The cargo bay has fold-down seats along the walls and a
ramp that is used to load or deploy cargo and troops. Deployment can also
take place in the air by parachute. In addition to the 20,000-lb load in the
cargo bay, the Osprey has an external hook-and-winch system that allows it to
carry up to 15,000 lbs (6,803 kg) of cargo in tow.
3.6 Stowage -When the Osprey lands on the deck of a ship, it can be folded up
for down-time. The blades and the wings are both foldable. The figures
below, shows the four stages of Stowage of Osprey. The top left and right
figures shows the blades are folded inward, the bottom left shows the wings
turn up and the bottom right shows the wings fold back.
Central Polytechnic College, Thiruvananthapuram PAGE NO - 7
8. V-22 OSPREY
Four Stages of folding of Osprey for Stowage
4. Flying of Osprey
To understand how the Osprey flies, the basic thing to understand is
that airplane wings create lift by deflecting air downward, benefiting from the
equal and opposite reaction that results. Helicopters do the same thing with
blades, which are rotating wing shapes like the airfoils of an airplane wing.
Helicopter blades are thinner and narrower than airplane wings because they
have to rotate so fast. These rotating wings are mounted on a central shaft.
When the shaft is spun, lift is created.
There are two modes during the flying of Osprey. Helicopter mode and
Airplane mode. Tilting the two rotors of the Osprey does the change of mode.
When the Osprey is ready to take off, the aircraft will be in Helicopter
mode, i.e. the two rotors are in a vertical position. With the rotors mounted on
Central Polytechnic College, Thiruvananthapuram PAGE NO - 8
9. V-22 OSPREY
the wings, it looks like a two-bladed helicopter. The two rotors rotates on
opposite directions to stabilize the aircraft and creates the lift.
Osprey on Helicopter mode
While in flight, the Osprey converts into the airplane mode by moving
(tilting) the rotors down to a horizontal position. The conversion will takes
approximately 5 to 12 seconds. In this position, it is the wings that generate
lift, like on a traditional airplane, and the rotors function as they on a
traditional airplane, and the rotors function as they do in a propeller aircraft.
Osprey on Airplane mode
Central Polytechnic College, Thiruvananthapuram PAGE NO - 9
10. V-22 OSPREY
The Osprey lands like a helicopter by reversing the process, raising the
rotors from a horizontal to a vertical position. That means the osprey uses its
Helicopter mode during take-off, landing and when hovering and Airplane
mode during the flight.
V22 OSPREY transforming from Helicopter mode to Airplane mode
Central Polytechnic College, Thiruvananthapuram PAGE NO - 10
11. V-22 OSPREY
5. Advantages over Aeroplane and Helicopter
The major advantages of Osprey over a Helicopter are:
Longer Range - The Osprey can fly from 270 to 580 miles (453
to 933 km), i.e. Five times more than
Helicopters.
Higher Speed - The Osprey’s top speed is 315 mph (507 kph),
which is twice as fast Helicopter’s top speed.
Increased Cargo Capacity - The Osprey can carry 10,000 pounds (4536 kg)
of cargo or 24 troops.
The advantage of the Osprey over an airplane is that it can take off, hover and
land like a helicopter. This makes is more versatile than an airplane for such
missions as moving troops to remote areas, especially those without landing
strips, or conducting long-range rescue operations at sea.
V-22 OSPREY
Central Polytechnic College, Thiruvananthapuram PAGE NO - 11
12. V-22 OSPREY
6. Specifications
Amphibious assault transport of troops, equipment
Primary function
and supplies from assault ships and land bases.
Boeing Defense and Space Group, Philadelphia, PA.
Prime Contractor(s) Bell Helicopter Textron, Ft Worth, TX.
Allison Engine Company, Indianapolis, IN.
The V-22 Osprey is a multi-engine, dual-piloted, self-
deployable, medium lift, vertical takeoff and landing
(VTOL) tiltrotor aircraft designed for combat, combat
Description support, combat service support, and Special
Operations missions worldwide. It will replace the
Corps' aged fleet of CH-46E and CH-53D medium lift
helicopters.
CV-22 will be utilized by the Air Force for their
Special Operations missions maintaining maximum
commonality with the MV-22. Aircraft avionics
Variants peculiar to the Air Force unique mission requirements
constitute aircraft differences.
HV-22 will be used Navy the for Combat Search
and Rescue and fleet logistics support.
57' 4" - Spread
Length
63' 0" - Folded
84' 7" - Spread
Width
18' 5" - Folded
22' 1" - Spread
Height
18' 1" – Folded
47,500 lb Vertical Takeoff/Landing (VTOL)
Takeoff Weights 55,000 lb Short Takeoff/Landing (STOL)
60,500 lb Self Deploy STO
200nm Pre-Assault Raid with 18 troops
200nm Land Assault with 24 troops
50 nm (x2) Amphibious Assault
Range
500 nm Long Range SOF Missions (USAF/CV-22)
2100 nm Self Deploy (with one refueling)
50 nm External Lift Operations with 10,000 lb load
240 kts (MV-22)
Cruise Airspeed
230 kts (CV-22)
Crew Cockpit - Crew seats - 2
Cabin - Troop seats- 24
Central Polytechnic College, Thiruvananthapuram PAGE NO - 12
13. V-22 OSPREY
V-22 OSPREY
7. Aerodynamic Force
Central Polytechnic College, Thiruvananthapuram PAGE NO - 13
14. V-22 OSPREY
There are 4 basic Aerodynamic forces: Lift, Thrust, Weight and Drag.
In order for an airplane to fly straight and level, the following relationships
must be true:
Thrust = Drag
Lift = Weight
If, for any reason, the amount of drag becomes larger than the amount of
thrust, the plane will slow down. If the thrust is increased so that it is greater
than the drag, the plane will speed up.
Similarly, if the amount of lift drops below the weight of the airplane, the
plane will descend. By increasing the lift, the pilot can make the airplane
climb.
7.1 Thrust - Thrust is an aerodynamic force that must be created by an
airplane in order to overcome the drag (notice that thrust and drag act in
opposite directions in the figure above). Airplanes create thrust using
propellers, jet engines or rockets.
7.2 Drag - Drag is an aerodynamic force that resists the motion of an object
moving through a fluid (air and water are both fluids). In this case the fluid is
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15. V-22 OSPREY
the atmosphere and the object is the airplane. This is opposite to Thrust.
7.3 Weight -This one is the easiest. This is due to the gravitational force of
earth on the plane.
7.4 Lift - Lift is the aerodynamic force that helps the airplane to raise from
the base and to hold the airplane in the air. It is the trickiest of the four
aerodynamic forces to explain without using a lot of math. On airplanes, most
of the lift required to keep the plane aloft is created by the wings (although
some is created by other parts of the structure). Lift is a force on a wing (or
any other solid object) immersed in a moving fluid and it acts perpendicular
to the flow of the fluid. Drag is the same thing, but acts parallel to the
direction of the fluid flow.
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16. V-22 OSPREY
8. Conclusion
The V-22 is a joint service, multi-mission aircraft with vertical take-off
and landing (VTOL) capability. It performs VTOL missions as effectively as a
conventional helicopter while also having the long-range cruise abilities of a
twin turboprop aircraft.
It has been used primarily in military applications due to its high load
carrying capacity. It has been widely used by the navy, army, marine and the
customs. The Marine Corps version, the MV-22A, is an assault transport for
troops, equipment and supplies, and is capable of operating from ships or
from expeditionary airfields ashore. The Navy's HV-22A provides combat
search and rescue, delivery and retrieval of special warfare teams along with
fleet logistic support transport. The Air Force CV-22A conducts long-range
special operations missions. Now in the future it will be used for civil
transport also. All round of developments is going on to public
transport. Maybe one day it will replace the present day Helicopters and
aircrafts. Let us wait and see.
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17. V-22 OSPREY
9. Reference
“UPAHAAR”, the CD Presented by ‘Voice of CET’.
www.howstuffworks.com
www.answers.com
www.defencejournals.com
www.helicopters.com
www.vtols.com
Journal of THE AMERICAN HELICOPTER SOCIETY
TILT ROTOR TECHNOLOGY - Paper by Jim Garamone
Newsletter of THE PRATT WHITNEY COMPANY
Journal of MILITARY TRANSPORT
Fact File of the V-22 OSPREY
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