The Boisavia B.260 Anjou was a four-seat twin-engine light aircraft developed in France in the 1950s. It was a low-wing cantilever monoplane of conventional configuration with retractable tricycle undercarriage but fabric-over-tube construction.
Intended by Boisavia as a touring aircraft, it did not find a market and only the single prototype was constructed, first flying on 2 June 1956. At this point, the firm, via NORD, sold the design to SIPA, which modified the design and re-engined it with Lycoming O-360 engines as the Sipavia Anjou, but found that they could not sell it either.
Plans to develop a stretched version with three extra seats and Potez 4D engines were also abandoned.
Avia France says 1 built. But Flight says at least 5 B.260 Anjou were built – or were under construction in 1955 – incl. 2 prototypes by Boisavia and 3 pre-production versions built by SNCAN at Meaulte.
Variants: B.260: Boisavia prototype with Regnier 4L engines (1 built) B.260: 1953 plan was for DH Gipsey Major-powered 4/5-seater B.260: 2 x 170 hp SNECMA-Régnier 4 LO-2 4-cyl inline, B.261: 2 x 190 hp Lycoming O-360-A, 1 B.260 conversion S.261: SIPA designation for the B.261 conversion (1 converted) S.262: Planned seven-seat version (not built)
Specifications: B.260 Engines: 2 × SNECMA licence-built Regnier 4L-02, 127 kW (170 hp) each Wingspan: 12.85 m (42 ft 2 in) Wing area: 21.5 sq.m (231 sq.ft) Length: 7.10 m (23 ft 3 in) Empty weight: 992 kg (2,187 lb) Gross weight: 1,870 kg (4,123 lb) Maximum speed: 260 km/h (160 mph) Range: 1,250 km (780 miles) Service ceiling: 7,125 m (23,370 ft) Rate of climb: 6.0 m/s (1,180 ft/min) Crew: one pilot Capacity: 3 passengers
The Chablis was designed by Lucien Tieles and constructed by Avions Boisavia in 1950. It was a two-seat ultra-light monoplane with a high parasol wing supported by struts. The seats were arranged in tandem. It was a simple all-wood design with fabric covering and was intended to be fitted with a variety of engines in the 50-80 h.p. range.
Two Chablis were built by Boisavia, the first F-PBGO making its first flight on 16 July 1950. Claude Piel built the second, F-PBYF, in 1953. These were powered by a 65 hp (48kW) Continental A65 engine. The Chablis was intended for construction by amateur builders using kits supplied by the firm. In the event, no further examples were completed and further development was not proceeded with.
Engine: 1 × Continental A65, 48 kW (65 hp) Wingspan: 9 m (29 ft 6 in) Length: 7 m (22 ft 11 in) Gross weight: 513 kg (1131 lb) Max speed: 87 mph Cruise: 65 mph ROC: 540 fpm Crew: 2
In 1946, Lucien Tieles built the prototype of a three-seat high wing monoplane – the B.50 Muscadet. This aircraft, powered by an 100 hp Renault engine, was then redesigned with a higher rear fuselage decking to provide full four-seat capacity. Fitted with a 140 hp Renault 4 Pei engine, and designated B.60 Mercurey, the first aircraft made its maiden flight on 3 April, 1949 and Tieles established the Société Boisavia to build the aircraft commercially. It was a conventional high-wing braced monoplane with fixed tailwheel undercarriage. Forty six were built and found use in the normal general aviation roles of tourer, trainer, agricultural aircraft, and glider tug.
While the prototype Mercurey had used a Renault engine, most production units were the B.601L with an 190 hp Lycoming flat four engine. With the same airframe the company was able to produce small numbers of other versions with different engines and Mercurey production continued until the middle of 1962 with virtually all sales being made in France or its overseas territories. Serial numbers ran from c/n 1 to 5, 18 to 29, 51 to 55 and 100 to 116. In addition, the various prototypes had unique serial numbers.
Boisavia B-601L Mercurey
After the two B-60 and three B-601 models, the B-602 was powered by a 165 hp Continental E165-4.
The B-603 Mercurey-Special glide tug variant has a 240 hp Salmson-Argus As 10.
On 29 April 1954 the first B-605 Mercurey flew with an initial production batch of 14 underway.
B-605 Mercurey
Variants:
B.60 Mercurey 3 prototypes powered by 100 kW (140 hp) Renault 4Pei engine Prototype F-WFDV c/n 01, first flown April 3, 1949. B.60 tourer/trainer also employed for ag work and as glider tugs c/n 01 F-BFDV, 02 F-BFLL/F-BFLM, 03 F-BFLP
B.60 Engine: 1 × Renault 4Pei, 104 kW (140 hp) each Length: 7.10 m (23 ft 3 in) Wingspan: 11.38 m (37 ft 4 in) Height: 2.10 m (6 ft 10 in) Wing area: 18.0 sq.m (194 sq.ft) Empty weight: 520 kg (1,146 lb) Gross weight: 1,000 kg (2,205 lb) Maximum speed: 235 km/h (146 mph) Cruising speed: 190 km/h (118 mph) Range: 1,100 km (684 miles) Service ceiling: 5,500 m (18,045 ft) Rate of climb: 4.0 m/s (790 ft/min) Crew: one pilot Capacity: 3 passengers
B-605 Mercurey Engine: 170 hp SNECMA-Regnier 4L-02 Wingspan: 37 ft 4 in Wing area: 182.986 sq.ft Length: 23 ft 5 in Height: 6 ft 10 in Empty weight: 1190 lb Loaded weight: 2204 lb Max speed: 140 mph Cruise: 124 mph Range: 745 mi Seats: 4
In 1946, Lucien Tieles built the prototype of a three-seat high wing monoplane designed by Lucien Tieles, Claude Piel, and M. Dorose – the B.50 Muscadet. This aircraft, c/n 01 F-WBBG/’CZE, powered by an 140 hp Renault Bengali engine, was then redesigned with a higher rear fuselage decking to provide full four-seat capacity and designated B.60 Mercurey.
A low wing microlight of mixed construction, the Bohem 3 has wings of sheet dural partially fabric covered, while the fuselage and tailplane are welded steel spaceframe construction.
Empty weight: 270 kg Wing span: 9 m Wing area: 11.5 sq.m Fuel capacity: 45 lt Certification: CS Engine: Verner, 70 hp MAUW: 450 kg Seats: 2 Max speed: 230 kph Cruise speed: 180 kph Minimum speed: 60 kph Climb rate: 6 m/s Fuel consumption: 10 lt/hr Price (1998): 70.000 DM
In 1910, Michał Bohatyrew built a canard aircraft in Mońki near Białystok, called “Utka Nadieżda” (“Kaczka-Nadzieja”). Modeled on a Voison canard, but it was a monoplane.
A single-seat monoplane with a wooden structure. Double-girder rectangular lobe stiffened with steel wires. Truss hull with rectangular cross-section in the front and triangular in the rear with ash bars, taffeta cover. The cabin is open. Four-wheeled chassis with anti-cabotage skids.
After initial tests, the aircraft was transported to St. Petersburg, where it was shown at the First Exhibition of New Works in April 1911. Then, at the St. Gatczyno airport. the designer made further tests of the aircraft. During the first take-off the plane was crashed.
Engine: air-cooled, 18 kW (25 HP) Empty weight: 250-270 kg Total weight: 350-370 kg. Speed: 45-50 km / h.
This machine, named after the Blue-footed booby (Sula nebouxii), was built in 1909/1910 in Ostend, Belgium, by Nicolas Boel, together with his brother Louis. It had a wingspan of 9.5 m and was 9 m long. With a turn of the steering wheel the pilot was able to operate the rear rudder, while the forward or backward movement of the steering column caused the elevator to raise and lower. Like on the Voisin, there was no lateral control. Some members of the Aero Club expressed their doubts as to whether that rickety thing could ever fly. Nicolas recognized the merits of their criticism, but instead of, as his brother quietly hoped, losing his heart, he immediately went back to work to improve his first creation, which became the Blauwvoet II.
The Bell company brought a history of vertical-lift Tilt-Engine system development to this program when it combined with Boeing in the early 1980s. The company had demonstrated such a system with the XV-3, proving that it was possible to turn wingtip rotors from a vertical position to horizontal, thus providing the thrust to lift the vehicle off the ground and then transition to horizontal flight. The XV-3 was followed by the XV-15, which would closely resemble the V-22, with the XV-15 initially serving as the test vehicle for the V-22. During the early 1980s, the Bell-Boeing competed for the Joint Services Advanced Vertical Lift Aircraft (JVX). Then, on April 26, 1983, the joint team was awarded the contract to begin the preliminary design stage. Initially called the Bell/Boeing-Vertol JVX, the plane would later be given the V-22 Osprey designation, and later, special mission variations carrying the designations of MV-22, HV-22, and CV-22. The 1983 plan called for 1086 of the tri-service VTOLs to be produced with a total procurement cost of $25 billion, with the funding to be shared by the three services. The Navy was to assume the bulk of the obligation with 50 percent contribution. The initial requirement called for the craft to be capable of carrying 24 troops. Power for the Osprey comes from a pair of General Electric T64-GE-717 turboshaft engines, each rated at 6150hp, and the V-22 weighs about 24800kg at maximum take-off weight in a STOL configuration, and about 19840kg in a pure VTOL mode. Its empty weight is just over 14880kg. The rotor diameter is 11.6m, with an overall fuselage length of about 17.4m. With the rotors in the take-off position, the height of the vehicle is just over 6m. The width of the vehicle, with the rotors turning, is almost 26m. Those rotors are capable of rotating through 97 degrees and are constructed of graphite/glassfibre. 33 percent of the weight of the Osprey is fabricated of graphite/glassfibre. The rotors also possess separate cyclic control swashplates for sideways flight and fore-and-aft control during hover. Lateral attitude is maintained by differential rotor thrust. Once the V-22 achieves horizontal flight, the engines have assumed a position parallel to the fuselage.
The V-22 can fly backwards by tilting the rotors back past the 90-degree vertical position. Initial performance requirements for the Osprey were a cruising speed of 480km/h with a range with a full payload of over 1450km. Even though the V-22 carries a cargo designation, it does carry a nose-mounted 12.7mm multi-barrel machine gun. There are redundant systems, along with armor, in critical areas. The composite materials also provide protection, and one engine can power both rotors if required with a cross-coupling capability.
The full-scale development program began in May 1986 with the order for six prototypes. Numbers 1, 3, and 6 were constructed by Bell at Arlington, Texas, and numbers 2, 4, and 5 by Boeing at Wilmington, Delaware.
The first V-22 first flew on 19 March 1989.
The V-22 completed its first transition from propeller to wingborne flight on 14 September 1989.
The world’s first operational tilt-rotor transport, the Bell/Boeing’s V 22 Osprey tilt rotor made a successful first flight on 19 March 1989 with “near perfect performance” reported during a series of vertical take offs and landings at Arlington, Texas. The full-scale development program began in May 1986 with the order for six prototypes. Numbers 1, 3, and 6 were constructed by Bell at Arlington, Texas, and numbers 2, 4, and 5 by Boeing at Wilmington, Delaware. The world’s first operational tilt-rotor transport, the Bell/Boeing’s V 22 Osprey tilt rotor made a successful first flight on 19 March 1989 with “near perfect performance” reported during a series of vertical take offs and landings at Arlington, Texas. Wearing grey/green US Marine Corps camouflage, the fourth Bell Boeing V-22 Osprey flew for the first time from Boeing Helicopters flight test centre on 21 December 1989. The flight marked the beginning of V-22 flight test activities at Boeing’s facility in the Delaware Valley. The first flights for the last test vehicle occured in 1991. In 1995, the production of test vehicles resumed with numbers 7 through 10 for vibration, propulsion, USMC, and mating evaluations. Final assembly of the first production V-22 was completed in late 1998. In early 1998, the V-22 accomplished its first night test flight. During the test, the V-22 flew with a neutral density filter which covered the cockpit displays. This allowed the pilots, which were using night vision goggles, to operate the displays in the day mode. Also included in the flight test program was to investigate its capabilities for carry external loads. In one test, the number eight prototype carried a five-ton sling load through the transition phase with a top speed of 425km/h. The test pilot indicated that even though he could feel the load oscillating beneath him, it didn’t affect the craft’s performance. The testing showed that certain loads caused dramatic shifts in the center of gravity of the V-22, which in turn required a change in the attitude of the aircraft. It was determined that that requirement could be accomplished by changing the angle of the engine nacelles. Other tests planned at the time included a sling weight of 6765kg and a Humvee jeep. Early crashes of two prototypes, both in 2000 and resulting in fatalities, nearly did the system in. With pressure mounting to produce, and the general kinks reportedly ironed out, the system was passed for full scale service in 2006. In 1997 low-rate initial production was undertaken for 23 V-22s (called MV-22s) for the USMC. The first MV 22B Osprey tilt-rotor was delivered to the Marines in May 1999. The US Navy has ordered the HV-22 version for SAR duties and fleet logistic support, but cancelled its interest in the Osprey program (HV-22 Combat SAR) in 2001. The projected cost of these first operational V-22s had a unit cost of $32.2 million each, a figure that was down considerably than the $41.8 million projected during the full-scale development program. The plane has attracted international interest, with both Israel and Australia both showing interest in the unique VTOL. Bell is building the wing section, empennage, and powerplant nacelles, while Boeing has the responsibility for the fuselage and landing gear. Bell is also responsible for the final assembly and initial flight tests.
The Boeing Condor was a high-tech test bed reconnaissance aircraft built in the late 1980s. With a wing span of over 200 feet, the Condor is larger than either the Boeing 747 or the Boeing B-52 bomber. The Condor had an un-refuelled flight duration of 80 hours. It was powered by two 175 hp, six-cylinder opposed, twin supercharged, liquid cooled, Continental TSOL-300-2 engines. The aircraft is totally robotic with no pilot. On board computers communicate with computers on the ground via satellite to control all facets of the Condor’s mission.
The Condor set an altitude record for a piston powered aircraft of 67,000 feet, over twelve and a half miles high. The Condor logged over 300 hours of secret missions before its retirement. All of its test flying took place at Moses Lake, Washington.
Very light for its size, the Condor was built of state-of -the-art carbon fiber composite materials, giving the Condor stealth qualities. With a very low radar and heat signature footprint, the Condor was nearly electronically invisible.
