Bell XV-3
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Bell "Eagle Eye"

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21.02.2024 17:16

Bell "Eagle Eye") AND 3263=3263 AND (1396 BETWEEN 1396 AND 1396

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Bell "Eagle Eye"

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TsAGI 3-EA

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Kaman H-43 "Huskie"

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Bell "Eagle Eye"

15.02.2024 22:14

(SELECT (CASE WHEN (1630=2877) THEN 0x48696c6c657220582d3138 ELSE

15.02.2024 22:14

Hiller X-18

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Ling-Temco-Vought XC-142A "Tri Service"

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Bodo Franke Frankocopter

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Del Mar DH-20

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Aerospatiale SA.316/319 "Alouette III"


7.01hd942a1eyb0ymxr4s5vbs6nd@mail4u.run, e-mail, 30.10.2023 02:47

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Ih03iraq@yahoo.com, e-mail, 01.05.2023 00:06

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upsszew, e-mail, 26.03.2021 09:26

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Francis Dan Sewell, e-mail, 28.03.2013 21:38

Although my post regarding the XV-3 ship two, and the report that it was damaged in the Ames wind tunnel is dated 09-10-2010, I just realized my mistake, the tail number for ship 2 is 4148, not 4147.

The main thing is that the second aircraft was never damaged in the wind tunnel, the damage that is referred is a single pylon rotor test, which did disintegrate, th aircraft itself was not involved in that test.


Zac Yates, e-mail, 03.11.2010 08:47

Long shot, does anyone know where I can obtain a DVD of a 1980s doco called "The Chopper"? I have no idea who produced it, exact year, or who the English-sounding narrator is. It includes interviews with Hanna Reitsch and Bart Kelley (coworker of Arthur Young at Bell), and other techs and pilots, as well as footage of the prototype NOTAR, Apache, Sikorsky ABC and the XV-15 as well as the XV-3....in colour!


Francis Dan Sewell, e-mail, 09.01.2010 22:40

I was a member of the original project group on the XV-3, The description below, quoted from the article here is incorrect.
The XV-3, ship number two, tail number 4147 was never damaged in the Ames wind tunnel, the failure referred to was a test pylon with a test rotor.

Ship number two was stored at Fort Rucker for a time, and then shipped to Bell Helicopter in Hurst, Texas, where it was restored, and is scheduled to be sent to a museum.

Sincerely,
Dan Sewell, Bell Helicopter employee 1953 to 1973

"Using these results, Bell felt that they finally had a good understanding of the problem. In May 1965, the XV-3 returned to Bell, where further study, modifications, and ground runs were performed between July 1965 and March 1966. It then returned to Ames and again entered the 12m x 24m tunnel for the fourth, and last, time in May 1966. This time, the XV-3 was tested to 365km/h, the limit of the wind tunnel, without encountering any of the oscillations that had plagued the aircraft throughout its career. However, on May 20, while running at maximum tunnel speed and taking the last planned data point, both rotors tore loose following a wingtip fatigue failure, damaging the aircraft and permanently ending the XV-3's career."




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