The XH-20 “Little Henry” was developed by a team led by Marvin Marks in close co-operation between the Helicopter and Propulsion Division of McDonnell and the AAF/USAF Rotor Wing Branch, Propeller Laboratory and Rotary Wing Unit, Aircraft Projects Section, Wright-Patterson AFB. At the time of its inception, the XH-20 was unique in being powered by two McDonnell-developed 18.42cm ramjet units weighing only 4.5kg each, mounted at the tips of the two-blade rotor and fed from tanks beside the pilot. The fuel, originally propane but later gasoline (motor car petrol), was boosted through a feed line to a delivery valve on the rotor head. From there centrifugal force took over to convey the fuel through the blades to the tip-mounted ramjets.
Having undertaken privately-funded studies of ramjets as powerplants for helicopters, McDonnell submitted an unsolicited proposal to the Air Materiel Command at Wright Field in the spring of 1946 and in July was awarded a contract for the development and testing of two experimental machines. It was then hoped that the powerplant would make it feasible to build small, lightweight helicopters by reducing or eliminating complex and heavy engine parts, gear systems, and transmissions. It was claimed that this powerplant installation would result in increased efficiency and would completely eliminate the need for a conventional anti-torque rotor. Accordingly, the two XH-20s were ordered as flying test-beds and were not intended as production prototypes. Their airframe was kept as simple as possible and consisted of welded tubes carried on three vertical legs ending with free-castoring wheels. Conventional helicopter controls were fitted, and the pitch lever incorporated a motorcycle-type throttle to regulate the fuel flow.
Fitted as a single-seater, the first of two prototypes (46-689 and 46-690) made both its first tethered flight on 5 May, 1947, and its first free flight on 29 August in St Louis with Charles R. Wood Jr. at the controls. With the project team then benefitting from the experience of Friedrich von Dobhloff, the Austrian engineer who had pioneered the application of jet principles to helicopters during the war, tests continued for four years. During that time, one of the two XH-20s was modified as a two-seater and, like the single-seater, proved generally satisfactory. However, the ramjet units had excessive fuel consumption, which drastically limited range and endurance when compared to conventionally-powered helicopters, and rate of descent in autorotation was excessive. Accordingly, the Air Force terminated the programme in 1951. The first XH-20 was preserved and is now part of the collection of the Air Force Museum at Wright-Patterson AFB, Ohio.
Main rotor diameter: 5.49m Length: 3.81m Height: 2.13m Max take-off weight: 254kg Empty weight: 129kg Cruising speed: 80km/h Endurance: 50min
Though the 1950 penetration fighter competition among XF-88, XF-90 and YF-93A resulted in no production contract, the Strategic Air Command still wanted an escort fighter, its F-84F being seen as only an interim solution. McDonnell’s design team under Herman Barkey responded with the heaviest single-seat fighter ever built. Powered by two 5307kg Pratt & Whitney J57-P-13 turbojets, the F-101 would carry four 20mm cannon plus three Hughes GAR-ID or GAR-2A Falcon missiles or 127mm high-velocity aircraft rockets (HVAR) mounted on rotary bomb doors. A single-seater, with the two engines side-by-side, the wing has a 35 degree sweepback on the leading edge and distinctive ‘W’-shape trailing edge.
The F-101 has mid-set wings with 35 degree sweepback, and swept-back tail surfaces with a one piece all-moving tailplane mounted near the tip of the fin. Conventional ailerons, rudder and trailing edge flaps are fitted, with an airbrake on each side of the tail-boom. A tricycle undercarriage has single wheels on each main unit and twin wheels on the nose unit. The mains retract inward into the wings and the nose wheels retract forward. A fire-control radar is in the nose.
The first F-101A flew on 29 September 1954 at St Louis, and exceeded Mach 1 on its maiden flight. This was a production craft, there being no service-test machine. SAC dropped its requirement and the 77 F-101As built went to the Tactical Air Command. The first delivery was made 2 May 1957 to the 27th Tactical Fighter Wing. Seven of these airframes were later designated JF-101A while being used for temporary tests.
F-101A Voodoo
The first of two YRF-101A service-test reconnaissance Voodoos flew on 10 May 1956, followed by 35 RF-101A airframes delivered to TAC’s 363rd Tactical Reconnaissance Wing at Shaw AFB, South Carolina. The reconnaissance Voodoo had a lengthened nose with space for downward or oblique cameras and other sensors.
On 12 December 1957, Major Adrian E. Drew, USAF, established a World Air Speed Record of 1207.6 mph, in an F-101 Voodoo.
An RF-101A was shot down during the Cuban missile crisis of October 1962.
The F-101B Voodoo was developed by modifying the single seat F-101 fighter involved extending the fuselage forward to house a new weapons system and a second crewman to operate it. The bigger F-101B Voodoo was fitted with 5438kg Pratt & Whitney J-57-P-55 engines, with their characteristic large afterburners.
The first F-101B flew on 27 March 1957 at St Louis. For long-range intercept, it could carry two Douglas MB-1 Genie nuclear unguided rockets as well as three Falcons. Deliveries began on 18 March 1959 to the 60th Fighter Interceptor Squadron.
Eventually, the F-101B equipped 16 ADC squadrons, guarding against the Soviet bomber threat to North America. ANG units operated the F-101B between 1970 and 1982.
The JF-101B designation was applied to two machines used for temporary tests. One NF-101B was structurally modified for development work. Very late in their careers, with reconnaissance Voodoos still needed long after the interceptor variant was retired, 22 of the two-seat airframes were converted to RF-101B. The TF-101B was a version of the interceptor with full dual controls.
The F-101C single-seat tactical fighter differed from the F-101A primarily in having the capability to carry a US tactical nuclear weapon, and 47 were delivered to TAC.
The RF-101C, the first of which was flown 12 July 1957, was an improved development of the RF-101A; 166 went to TAC squadrons. The USAF began operating the RF-101C in South East Asia in 1964 and suffered its first combat loss on 21 November 1964 when an RF-101C of the 15th Tactical Reconnaissance Squadron was shot down over Laos.
Though not as much publicised as other combat types, the RF-101C remained in combat until 1970. No less than 31 airframes were lost in battle, plus another six to operational causes. In the mid-1960s, a few RF-101Cs served with the Nationalist Chinese air force, flying clandestine missions over the mainland.
Other Voodoo variants were the F-101F, the USAF designation for the CF-101F interceptor operated by Canadian forces; the RF-101G, a conversion of high-hour RF-101A airframes for reconnaissance duties with the Air National Guard; and the RF-101H, another reconnaissance conversion.
After the cancellation of the Avro Arrow in February 1959, Canada urgently needed a fast interceptor to meet the continued threat from manned Soviet bombers. By late 1959, the RCAF picked the Voodoo as the aircraft that best met Canada’s requirements. In June 1961, the RCAF agreed to purchase sixty six nearly new CF-101B Voodoos from existing USAF stocks. The deal transferred the aircraft to five front line squadrons and an OTU, to replace obsolete CF-100s.
In 1961 and 1962, 410 Cougar and 425 Alouette Squadrons of Bagotville, 409 Night Hawk Squadron of Comox, and 416 Lyns Squadron of Chatham were equipped with 66 Voodoos in total (55 CF-101B and 10 CF-101F), all built by McDonnell-Douglas.
At the beginning of the 1970’s, the aging CAF Voodoo fleet was exchanged for sixty six lower timed USAF Voodoos. These replacement aircraft were equipped with a superior missile control system. Even with the Voodoo fleet restored to its original size, serviceability began to be a problem. In 1977, the CAF launched a program to find a new fighter to replace the Voodoo and by April 1980, the search eventually narrowed down to the CF-18 Hornet.
Since the Summer of 1983 each of the four Voodoo Squadrons has been stood down. First 410 Squadron converted to the CF-18 OTU. 409 Squadron became the first operational CF-18 Sqn. 425 and 416 Squadrons received CF-18s in December 1984.
EF-101B 101067 “Electric” Voodoo
One aircraft remained in service. The CAF received Voodoo 191067 in the early 1980s and modified it to an EF-101B for ECM duties. The aircraft ws operated by 414 ‘Electronic Warfare’ Sqn and known as the “Electric” Voodoo. The EF-101B was retired by the end of 1986.
Most of the Voodoo fleet was phased-out by the end of 1984 and the last Voodoo flight anywhere was made in April 1987, when #101006 was delivered to CFB Chatham for display at CFB Cornwallis.
One F-101B appeared briefly on the US civil register, as N8234, used for thunderstorm research by Colorado State University.
Altogether 807 Voodoos were built for the USAF. The McDonnell Aircraft Co. manufactured 479 F-101B Voodoos in the United States, between 1957 and 1961.
F-101 Engines: 2 x P&W J-57-P-13, 52.0kN Max take-off weight: 18000-22250 kg / 39683 – 49053 lb Empty weight: 12700 kg / 27999 lb Wingspan: 12.1 m / 39 ft 8 in Length: 20.6 m / 67 ft 7 in Height: 5.5 m / 18 ft 1 in Wing area: 43.2 sq.m / 465.00 sq ft Max. speed: 1940 km/h / 1205 mph Cruise speed: 950 km/h / 590 mph Ceiling: 15800 m / 51850 ft Range w/max.fuel: 4800 km / 2983 miles Crew: 1 Armament: 4 x 20mm machine-guns, 15 missiles
F-101A Voodoo Long-range escort fighter Engines: 2x Pratt and Whitney J57 turbojets 10,000 lb. thrust with afterburners. Crew: 1 Wingspan: 39 ft. 8 in Length: 67 ft. 5 in Armament: 4×20 mm. cannon
F-101B Voodoo Engines: 2 x Pratt&Whitney J57-P-55, 53347 N / 16,900 lb Length: 67ft 5in / 20.54 m Height: 18.012 ft / 5.49 m Wingspan: 39ft 8in / 12.09 m Max take off weight: 46679.9 lb / 21170.0 kg Max. speed: 1060 kts / 1963 km/h / 1,134 mph at 35,000 feet Service ceiling: 52001 ft / 15850 m Max ROC: 14,000 fpm Range: 1350 nm / 2500 km Crew: 2 Armament: 3x Missile AIM-4E Super Falcon, 2x AIR-2A Genie
On 29 July 1941 the McDonnell Aircraft Corporation received a contract for two prototype of a long-range single-seat fighter designated XP-67. The design embodied several innovatory features, not least was an attempt to maintain true aerofoil sections throughout the entire fighter, the centre fuselage and thc rear portions of the engine nacelles merging to give the aircraft a unique appearance. The two 1,350 hp Continental XI-1430 12-cylinder inverted-vee engines were fitted with General Electric D-23 turbo-superchargers and featured exhaust thrust augmentation. The cabin was pressurised and proposed armament comprised six 37-mm M-4 cannon. The first XP-67 was flown on 6 January 1944, and flight trials continued until 6 September 1944, when the prototype suffered irreparable fire damage. This accident and the unsatisfactory nature of certain aspects of the fighter’s performance led to the decision to abandon the second prototype and terminate the development contract.
Engines: 2 x Continental XI-1430 12-cylinder inverted-vee engines with General Electric D-23 turbo-superchargers and exhaust thrust augmenta¬tion, 1,350 hp. Max speed, 405 mph (652 km/h) at 25,000 ft (7 620 m) Max climb, 2,600 ft/min (13,20 m/sec) Max range, 2,385 sm (3 838 km) Service ceiling: 11400 m / 37400 ft Empty weight. 17,745 lb (8 049 kg) Normal loaded weight, 22,11l4 lb (10 031 kg) Span, 55 ft 0in (16,76m) Length, 44 ft 9.25 in (13,65) Height, 15 ft 9 in (4,80 m) Wing area, 414 sq ft (38,46 sq.m)
Designed to meet a requirement for a single-seat long-range escort fighter, the XF-88 was recipient of a contract for two prototypes on 14 February 1947. Powered by two 3,000 lb st (1361 kgp) Westinghouse XJ34-WE-13 turbojets, the first XF-88 was flown on 20 October 1948, but proved seriously underpowered. The second XF-88 was therefore fitted with two XJ34-WE-22 engines fitted with short afterburners which boosted thrust to 3,600 lb st (1 633 kgp), a change in designation to XF-88A accompanying this modification.
Performance was still insufficient, but the XF-88 was considered by the USAF to possess development potential and a Letter of Intent was issued covering further evolution of the basic design into what was eventually to become the F-101 Voodoo.
The first prototype was then recast as the XF-88B testbed for the Allison XT38 turboprop, with which it undertook many flights from April 1953 with 27 different propellers featuring varying numbers of blades in diameters between 4 and 10 ft (1.2 and 3.05 m). The XF-88s airframe then went forward to provide the structural and aerodynamic basis for the F-101 interceptor and reconnaissance fighter.
Engines: 2 x Westinghouse J34-WE-13 turbojets, 3000-lb (1361-kg) thrust Max speed, 641 mph (1 032 km/h) at sea level Time to 35,000 ft (10 670 m), 14.5 min Range, 1,737 mls (2 795 km) Empty weight, 12,140 lb (5 507 kg) Normal loaded weight, 18,500 lb (8 391 kg) Span, 39 ft 8 in (12,09 m) Length, 54 ft 1.5 in (16,50 m) Height, 17 ft 3 in (5,26 m) Wing area, 350 sq ft (32,52 sq.m)
By the beginning of 1943 Westinghouse had made considerable progress with the engines, and the next job was to design an efficient airframe. The US Navy’s Bureau of Aeronautics decided to call on the services of the McDonnell Aircraft Corporation, the resultant joint effort to be designated XFD-1.
The designers set out to produce the smallest possible fighter that would satisfactorily carry a pilot, four 0.50-inch guns and their ammunition for a specified length of time. Weight, wing area and even engine power were treated as secondary consideration. Everything was to be kept as simple as possible with no “frills” or unnecessary gadgets to complicate production. Unorthodox ideas such as a tailless or tail-first layout (to keep the tail out of the way of the jet exhaust) or a prone position for the pilot were quickly put aside.
The McDonnell engineering team took just about a year to finalise the design of the XFD-1, although a preliminary mock-up inspection was held at St Louis at the end of May 1943. The release of drawings for structural work began on 25 January 1944 and construction of the prototype took a further year. By January, 1945, the last drawings had been finished, the last airframe parts made and assembled. On paper, the Westinghouse 19B was now promising a thrust of 1,500 lb (680 kg) in a version designated WE-19XB-2B for the prototypes of the XFD-1, but, in practice, engines reaching McDonnell were unable to produce this thrust and deliveries were lagging behind airframe availability.
The first prototype McDonnell Phantom during deck-landing trials aboard U.S.S. Franklin D. Roosevelt.
In order to minimise the delay, taxy trials of the first XFD-1, by now named Phantom, began with only one engine installed, and ballast in the other engine bay, during January 1945. Although the 19B engine was producing only 1,325 lb at this stage, the company’s chief test pilot Woodward Burke felt confident enough to allow the aircraft to get airborne on 26 January 1945 in what has subsequently become widely re¬corded as the Phantom’s first flight. According to Kendall Perkins, though, this was only an “initial hop (rising a short way off the ground)”; the first real flight followed a few days later, after the second engine had been installed.
Satisfactory results were recorded in the first few weeks of flight testing, including a speed of 483 mph (778 km/h) at 20,000 ft (6 100 m), an initial rate of climb of 5,000 ft/min (25 m/sec) and a range of 750 mls (1 200 km). Consequently, the Navy was ready to initiate production of its first jet fighter, placing a contract for 100 FD-1s on 7 March 1945. They were to be powered by 1,600 lb st (726 kgp) Westinghouse J30-WE-20 turbojets, these being productionised WE-19s. The pro¬duction aircraft would closely resemble the prototypes, but would have increased internal fuel capacity, provision for a belly drop tank, a taller, square-tipped fin, slightly lengthened front fuselage and (on all but the first three production aircraft) dive brakes in the upper and lower surfaces of the outer wing panels.
Within a few months of production being launched, the war was over, first in Europe and then against Japan. VJ Day, on 2 September 1945, brought massive and immediate cuts in aircraft contracts in the US and that for the FD-1 was cut back to 30 aircraft, but later increased again to 60. Some considera¬tion was given to using an improved Model 19C version of the Westinghouse engine in the second batch of 30 aircraft, perhaps to have been designated FD-2s, but this did not materialise, and the entire production run was of the FD-1 configuration. After a first flight of a production FD-1 on 28 October 1946, deliveries were made from January 1947 to 29 May 1948, with the designation changing from FD-1 to FH-l halfway through the run, on 21 August 1947 (and then becoming retrospective for the Phantoms already in service).
First production aircraft designed by the company, the McDonnell FH-1 Phantom was notable in being also the first jet designed to operate from an aircraft-carrier. The US Navy placed the original letter of intent on 30 August 1943, and the first prototype made its initial flight from St Louis airport, Lambert Field, on 26 January 1945. The type was certainly not over-powered, because the final propulsion system, adopted after many studies of alterna¬tives, was two slim Westinghouse 19B engines buried in the wing roots. Later produced in small numbers as the J30, these were hardly enough for ade¬quate performance.
The first flight is thus all the more remarkable in that, at that time, Westinghouse had been able to deliver only one engine, and one of the wing-root engine bays was empty.
At that time McDonnell’s US Navy designator letter was D, the pro¬totype being the XFD-1, but because of confusion with Douglas (which also used letter D) McDonnell was assigned letter H, so that the 60 pro-duction Phantoms were designated FH-1, first flying on 28 October 1946. They were gentle and easy to fly, and on 21 July 1946 a prototype landed on and took off from USS Franklin D. Roosevelt. The production aircraft were delivered from December 1946 and served mainly with US Marine fighter squadron VMF-122. Their fault was lack of performance and lack of fire¬power, and the next-generation F2H Banshee was a vast improvement on both counts and after equipping one US Navy and two USMC squadrons, were withdrawn in 1950.
FH-1 Phantom Powerplant: two 726-kg (1,600-lb) thrust Westinghouse J30-20 turbojets Maximum speed 771 km/h (479 mph) at sea level / 813 km/h (505 mph) at high altitude Cruising speed 215 kt / 399 km/h Service ceiling 13000 m (43,000 ft) Range 1110 km (690 miles) without belly drop tank. Empty weight 3031 kg (6,683 lb) Maximum take-off weight 5459 kg(12,035 lb) Wing loading 43.67 lb/sq.ft / 213.0 kg/sq.m Wingspan 12.42 m (40 ft 9 in) Length 11.81 m (38 ft9 in) Height 4.32 rn (14 ft2 in) Wing area 25.64 sq.m (276 sq ft) Armament: four 12.7 mm (0.5-in) machine-guns in upper part of nose Crew: 1
The McDonnell F2H Banshee began life even before the end of World War II when the US Navy requested an improved version of the FH-1 Phantom. Designed by a team headed by Herman D. Barkley, bearing a resemblance to the earlier type, the Banshee was of increased size, incorporating folding wings, and with a lengthened fuselage to house more fuel, and with similarly-mounted and more powerful Westinghouse turbojet engines. Conventional ailerons, elevators and rudder were fitted, and split trailing-edge flaps. Small air-brakes were in the top surface of the outer wings. A tricycle undercarriage, with a single wheel on each unit, has the mains retract outward into the wings, and the nose wheel retracts rearward. Fuel was in five tanks in the fuselage.
Three prototypes being ordered on 22 March 1945, as XF2D-1s, these later gaining the name Banshee. First flying in prototype form from St Louis, Missouri, on 11 January 1947, by then redesignated XF2H-1.
Initial trials were successfully accomplished, McDonnell being rewarded in May 1947 by a contract for 56 production F2H-l fighters, which began to enter service with VF-171 of the Atlantic Fleet during March 1949.
Like the later Phantom II, the Banshee proved to be a versatile machine, satisfactorily undertaking day and night fighter tasks, all-weather interception, close air support and photographic reconnaissance.
Following on from the original F2H-1 came the F2H-2, which had slightly more powerful engines and a longer fuselage. Production of the basic F2H-2 totalled 364, some of which were later modified to F2H-2B standard for close support tasks.
F2H-2 Banshee
14 examples of the F2H-2N specialized night-fighter derivative were also completed, these incorporating airborne interception radar in a slightly longer nose.
For reconnaissance, 89 F2H-2P aircraft were completed as new, these being unarmed and featuring six cameras in an elongated nose section.
Production then switched to the F2H-3 (in 1962 redesignated F-2C), which was optimized for all-weather fighter duties, the first of 250 entering service during April 1952 and being easily recognizable by virtue of a fusel¬age- rather than fin-mounted tailplane, and was 8 ft longer than the -2, with more than double the internal fuel capacity and APQ-41 radar in the nose (250 built).
During the summer of 1949 the first US pilot to ever use an ejection seat escaped his F2H-1 Banshee while speeding over coastal South Carolina at 500 kts.
From November 1955, 39 ex-US Navy F2H-3s were transferred to the Royal Canadian Navy. That service’s first operational jet fighters, they were operated from HMCS Bonaventure until 12 September 1962, when the last examples were retired from service. They proved to be the last carrier-based fighters in Canadian service. Plans to acquire the F2H-3P for reconnaissance were abandoned.
The final production model was the F2H-4 (F-2D), which introduced improved APG-41 radar and more powerful engines, the 150th and last bringing production of the ‘Banjo’ to a close in August 1953.
The F2H was finally phased out of front line US Navy use on 30 September 1959, but remained with reserve units until the mid-‘sixties.
Contracts were to call eventually for a total of 892 production aircraft.
XF2D-1 / XF2H-1 Engines: 2 x Westinghouse J34 turbojets Number produced: 3
F2H-1 Banshee Engines: 2 x Westinghouse J34-WE-22 turbojets, 3000 lbs.st. Length 40 ft 2 in Armament: 4 x 20 mm cannon. Number produced: 56
F2H-2 Banshee Engines: 2 x Westinghouse J34-WE-34 turbojets, 3250 lbs.st. Length 40 ft 2 in Armament: 4 x 20 mm cannon. Number produced: 364
F2H-2B Banshee Engines: 2 x Westinghouse J34-WE-22 turbojets, 3000 lbs.st. Length 40 ft 2 in Armament: 4 x 20 mm cannon, 2 x 500 lb bomb.
F2H-2N Length 40 ft 2 in Number produced: 14
F2H-2P Banshee Armament: none Number produced: 89
F2H-3 / F-2C Engines: two 14.45kN (3,250-lb) thrust Westinghouse J34-WE-34 turbojets Maximum speed 933 km/h (580 mph) at sea level Service ceiling 14874 m (48,800 ft) Max range 2374 km(1,475 miles) Maximum speed 35,000 ft / 10,668 m: 532 mph / 856 kph Empty weight 55056 kg (11,461 lb) Maximum take-off 7802 kg (17,200 lb) Wingspan 12.73 m (41 ft 9 in) Length 14.68 m (48 ft 2 in) Height 4.42 m (l4 ft 6 in) Wing area 27.31 sq.m (294 sq.ft) Armament: four 20-mm cannon, plus (Canadian aircraft only) two AIM-9 Sidewinder air-to-air missiles. Crew: 1 Number produced: 250
F2H-4 / F-2D Engines: 2 x Westinghouse J34-WE-38 turbojets, 3600 lbs.st. Wingspan: 44 ft. 11 in Length: 47 ft. 6 in Loaded weight: approx. 19,000 lb Max speed: 610 m.p.h Ceiling: 56,000 ft Typical range: 2,000 miles at over 500 mph Armament: 4 x 20 mm. cannon Crew: 1
On 25 February 1977, MBB of West Germany and Kawasaki of Japan signed an agreement for the joint development of a twin-turbine utility helicop¬ter suitable for military as well as civil use, following more than two years’ negotiation. Joint development costs were to be divided equally, the financing being guaranteed by the respective governments. MBB was to be responsible for the main rotor and tail rotor, tail boom, empennage, hydraulic system and controls, while Kawasaki was to develop the landing gear, fuselage, transmission and other minor components. This emerged as the BK 117, which uses the BO 105’s rigid main rotor and a Japanese-developed transmission.
The original programme was based on four prototypes, two to be built by MBB in Munich and two by Kawasaki in Gifu, all to be completed by mid 1979. In each case, one of the prototypes was intended for flight testing and the other for static tests. However although the German company succeeded in completing its two models by the end of 1979, only one of the Japanese prototypes was ready on time.
A fair percentage of parts and systems are identical to those of the German Bo.105 helicopter. The hydraulic system is based on the original Bo.105 version and even the rotor is taken from the Bo.105, suitably enlarged to match the demands of the bigger and heavier BK-117. The four-blade rotor is of the rigid type with a titanium hub and reinforced fiberglass blades. The transmission is derived from the Japanese KH-7 project: a seven-ten-seat helicopter which was to have been fitted with two 590shp Lycoming turbine engines. The BK-117 also has a pair of Avco-Lycoming LTS-101-650B-1 engines, delivering 600shp on take-off and 550shp maximum continuous power. The fuel tanks, with a total capacity of 605 liters, are housed in the lower part of the fuselage.
The executive version of the BK-117 carries a pilot and five passengers, but the volume of 3.22cu.m gives room for nine passengers in the high density version or in those used for commuter and offshore services to oil platforms. It can be loaded through two large sliding doors, one on either side of the fuselage. Behind the passenger cabin is a large baggage hold with a capacity of 1.34cu.m, which is reached through two hinged doors at the rear of the fuselage. A cargo hook can be fitted to the cabin floor for external lift work.
German and Japanese prototypes flew for the first time on 13 June 1979 (D-HBKA) and 10 August 1979 (JQ0003, the third BK.117) respectively. Kawasaki was first to fly a production aircraft (JQ1001) on 24 December 1981; MBB followed with D-HBKC on 23 April 1982, this machine being the first production aircraft to be delivered to a customer, in early 1983.
By the beginning of 1982, the BK-117 prototypes had logged more than 750 flying hours and type approval by the German Federal Authorities followed shortly afterwards. Half of the 130 aircraft ordered by February 1982 were for customers in the United States, where deliveries began in early 1983, from two production lines, in Germany and Japan.
Combining utility troop trans¬port and anti-tank capability, the BK.117A-3M was originally conceived as a contender for the Belgian Aeromobility 1 requirement. Based on the civilian BK.117A-3 airframe, the A-3M is offered in a multirole military configuration equipped with an under-nose Lucas 12.7mm or 0.5in gun turret with helmet sight, HOT anti-tank missiles with stabilised roof mounted sight, rocket pods, AAMs, and an ECM and Racal radar warning system, managed by a Racal 3000 Series avionics management system. Provision is also made for a mast mounted sight. Up to 11 troops can be carried in the utility role. Powered by twin Lycoming LTS1O1-650B-1 turboshafts, the BK.117 A-3M has a maximum take-off weight of 3,200kg and an operating range (minus auxiliary tanks) of 495km. MBB later abandoned its armed military BK 117A-3M.
The 1990 production version was the BK.117B-1. This was certificated in 1987 and is powered by two 592 shp (442 kW) Textron Lycoming LTS 101-750B-1 turboshafts.
BK 117 B1
The B-2 model has an increased MTOW and an extended C of G range.
Germany’s ministry of defence used one BK 117 as a composites testing aircraft.
More than 180 BK 117s had been delivered from the production lines in Germany and Japan by 1990. The BK 117M is a military version, six.of which were delivered for trials with the West German Army.
An agreement was concluded in 1982 for the type to be built in Indonesia under licence by IPT Nurtanio as the NBK-117.
By January 1990 more than 250 BK 117s had been delivered worldwide, including 36 by Kawasaki, the standard aircraft being the BK 117B-1.
Since April 1990 a BK 117 engine testbed has been flying equipped with Turbomeca Arriel turboshafts in an effort to offer customers an alternative engine, and certification was scheduled for 1992.
On 1 September 1991, MBB transferred its Helicopter Division to Eurocopter Hubschrauber GmbH. This was later integrated with Aerospatiale’s helicopter interests into the Paris-based Franco-German Eurocopter Holdings, along with the NH-90, BO 105, BO 108 and BK 117.
BK 117A-1 Initial production version with LTS 101-650B-1 engines
BK 117A-3 Certificated in March 1985 with larger tail rotor fitted with twisted blades and take-off weight increased to 3200kg
BK 117A-4 Certificated in July 1986 with increased transmission limits at take-off power, improved tail rotorhead, and extra internal fuel (on German aircraft), all giving enhanced performance
BK 117 B-1 Fitted with more-powerful LTS 101-750B-1 engines to provide further increased performance and 140kg more payload; certificated in 1987
BK 117M Military version of A-1 proposed by MBB in 1985, and flying since 1988; fitted with taller skids, a Lucas turret mounted under the fuselage houses a Browning 12.7mm automatic machine-gun and 450 rounds of ammunition, controlled by a helmet-mouted sight; outrigger pylons can carry up to eight HOT II or TOW antitank missiles, air-to-air missiles, rocket-pods, or forward-firing cannons; a doorway gunners position with a 12.7mm gun can also be installed, or 11 troops can be carried
Specifications:
MBB/Kawasaki BK 117 Engine: 2 x Lycoming LTS101-650B-1, 650 shp / 410kW TBO: 2400 hr Main rotor: 36.1 ft / 11m Seats: 8/10 Length: 32.7 ft / 9.91m Length rotors turning: 13m Height: 10.9 ft / 3.83m Max ramp weight: 6283 lb Max takeoff weight: 6283 lb / 2850kg Standard empty weight: 3505 lb / 1650kg Max useful load: 2778 lb Max landing weight: 6283 lb Max sling load: 2645 lbs Disc loading: 6.1 lbs/sq.ft Power loading: 7.4 lbs/hp Max usable fuel: 1058 lbs Max rate of climb: 1830 fpm Service ceiling: 17,000 ft / 4570m Hover in ground effect: 11,000 ft Hover out of ground effect: 8700 ft Max speed: 150 kts Normal cruise @ 3000 ft: 139 kt / 250km/h Fuel flow @ normal cruise: 463 pph Endurance @ normal cruise: 2.1 hr Range max payload: 500km
BK.117 Engine: 2 x Lycoming LTS 101-750A3, 986 shp Empty wt: 1849 kg Cruise: 130 kts Range: 540 km (340nm)
BK.117B-2 Engine: 2 x Lycoming LTS 101-750B-1 Instant pwr: 548 kW Rotor dia: 11 m MTOW: 3350 kg Useful load: 1595 kg Max speed: 150 kts Max cruise: 133 kts Max range: 540 km Crew: 2 Pax: 10 Seats: 8/11.
BK.117C-1 Engine: 2 x Turbomeca Arriel 1E2 Instant pwr: 574 kW Rotor dia: 11 m MTOW: 3350 kg Useful load: 1585 kg Max speed: 140 kts Max cruise: 133 kts Max range: 540 km Crew: 2 Pax: 10 Seats: 8/11
BK.117M Engines: two 592-shp (441-kW) Lycoming LTS 101-650B-1 turboshafts Maximum speed 155 mph (250 km/h) at sea level Initial climb rate 1,476 ft (450 m) per minute Service ceiling 15,000 ft (4,570 m) Range 308 miles (495 km) Empty weight 5,644 lb (2,560 kg) Maximum take-off weight 7,055 lb (3,200 kg) Main rotor diameter 36 ft 1 in (11.00 m) Length overall, rotors turning 42 ft 8 in (13.00 m) Height 11ft 0.3 in (3.38 m) to top of rotor head Main rotor disc area 1,022.96 sq ft (95.03 sq.m) Armament: one 0.5-in (12.7-mm) machine gun and disposable weapons Hardpoints: 2
Sir Hiram Stevens Maxim (1840 1916) began building this huge aeroplane in 1891, describing it as ‘a flying machine that would lift itself from the ground’; he did not intend it to fly in the true sense. When tested in 1894, it ran along a railway track until, at a speed slightly above 42 mph (68 km/h), the wheels lifted clear of the track, fouled the guard rails placed to prevent a complete take off, and the machine had to be brought to a halt. Maxim did not pursue its development further.
Powered: Two 180 hp Maxim steam engines Props: 2 x 17 ft 10 in (5.44 m) diameter two blade pusher Wing span: 104 ft 0 in (31.70 m) Wing/elevator area (total): 4,000 sq ft (371.6 sq.m) Length: approx 95 ft 0 in (28.96 m) Gross weight: 8,000 lb (3,629 kg) Accommodation: Crew of 4
A 17-seat light commuter airliner, known as the M.H.250 Super Broussard started in 1957. The prototype of the MH250, powered by two Pratt & Whitney Wasp-1830 piston engines, flew first on 20 May 1959. It was soon realised that turboprops should be employed and further development resulted in the MH260 (Nord 260) with enlarged fuselage and powered by Turboméca Bastan turboprops.
Bob Bornhofen was retired when he got into the aviation business, and had no aviation background. He wondered why he couldn’t buy a personal jet, and in 1998 he decided to create one. Bornhofen has been funding much of the project out of his own pocket.
To be marketed as a kit, the Twinjet has a pre-preg eglass composite airframe with carbon fiber control surfaces and empennage.
The TwinJet was not certified because it uses two converted surplus GE-T58 military helicopter engines (overhauled and zero-timed).
The TwinJet was designed in anticipation of the FJX-2 engine, which was being developed under the General Aviation Propulsion program. The FJX-2 was going to be a new generation turbofan engine producing 700-800 pounds of thrust.
When delays occurred for that engine, Bob Bornhofen elected to use the T58 engines so he wouldn’t slow the TwinJet development.
The first prototype was flight tested to about 370 knots during a series of tests to determine if the aircraft had any major certification-related problems.
Engines: 2 x GE-T58 turbojet Wing span: 10,21 m (33 ft 6 in) Wing span, tip tanks: 10,52 m (34.5 feet) Lenth overall: 8,69 m (28 ft 6 in) Height overall: 2,74 m (9 ft 0 in) Empty weight: 2,600 lb MAUW: 5,100 lb Fuel capacity: 270 USgallon Optional fuel: 320 US gallon Max speed 30,000 ft: 480 mph Cruise speed 30,000 ft: 400 mph Single-engine cruise speed 30,000 ft: 230 mph Initial rate of climb: 3,500 fpm Single-engine climb rate: 1,000 fpm Stall at 5,100 lb: 90 mph Range standard fuel: 1,000 miles Range optional fuel: 1,300 miles
Prototype N750TJ.
Serial number: 1, First flight 4 august 1999. Public debut at EAA Air venture, Oskosh, August 2000. Destroyed on Jan. 24, 2003 in Melbourne, Florida
N411KT
Serial number: 2, Owned by Mike Seavall (Longmont, Colorado). It was built from a Maverick Air’s kit. Two years were spent to build it.
N699VA
Serial number: 3 Professionaly built in 2003. Fitted with 2 T850 engines
All Aero 