Lockheed XFV-1
Под обозначением XFV-1 компания "Lockheed" построила и подняла в воздух первый из двух опытных образцов одноместного экспериментального самолета (истребителя) с вертикальным взлетом и посадкой. Он стал одним из множества проектов самолетов с посадкой на хвостовую часть, разработка которых велась в 1950-е годы.
XFV-1 представлял собой среднеплан, хвостовое оперение которого состояло из крестообразно расположенных поверхностей одинакового размаха, каждая их которых имела амортизационную стойку и самоориентирующееся колесо (традиционного шасси не было). Предполагалось, что самолет будет вертикально взлетать с хвостового оперения и приземляться на него. Однако турбовинтовой двигатель Allison YT40-A-14 мощностью 7100 л. с. так и не был доведен до рабочего состояния, так что XFV-1 проходил испытания только с выполнением взлета и посадки с применением обычного шасси. Испытания же проводились с двигателем XT40-A-6 мощностью 5850 л.с. (4362 кВт). Двигатель с мощностью на валу 5294 кВт (7100 л.с.), планировавшийся для истребителя XFV-2 VTOL, не был построен, и программа была отменена в июне 1955 года.
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Фотографии
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Мировая Авиация 177
Компания "Lockheed" дала машине обозначение XFV-1 и имя "Salmon" в честь летчика-испытателя Германа Сэлмона. Размах крыла самолета составлял 9,4 м, максимальная взлетная масса - 7358 кг, а максимальная расчетная скорость - 933 км/ч.
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Air Enthusiast 2007-01 / F.Allen - Bolt Upright /Prototypes and experimentals/
Colour image of the XFV-1 showing the tail-sitting' attitude
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Air Enthusiast 2007-01 / F.Allen - Bolt Upright /Prototypes and experimentals/
Colour image of the XFV-1 showing the 'conventional' undercarriage.
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OS 1 / H.Cowin - X-Planes
The tail-sitting Lockheed XFV-1 was designed not as a research machine, but to full pre-production fighter standards. It was required to demonstrate the ability to operate on and off small platforms readily fitted to either warships or merchant vessels. Powered by the same 5.500 eshp Allison XT40-A-6 as installed on the rival XFY-1, Lockheed's XFV-1 first flew on 16 June 1954, a month and a half before the XFY-1. However, this flight involved a completely conventional, rolling take-off, made with the machine straddling an ungainly fixed landing gear resembling a Zimmer frame. Although emerging ahead of its rival, Lockheed XFV-1 Bu Aer 138657 never managed to make a vertical ascent from a standing start, any transition from the horizontal to the vertical was made at a safe altitude. A fact that even the most creative of Lockheed publicists would find difficult to hide from the Navy.
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Aeroplane Monthly 1974-10 / B.Gunston - U.S. Navy prop-hangers
The Salmon fresh from the factory, in its VTOL stance.
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Air Enthusiast 2007-01 / F.Allen - Bolt Upright /Prototypes and experimentals/
Lockheed's XFV-1 used four wheels set in the tips of its cruciform tail for support while stationary.
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Air Enthusiast 2007-01 / F.Allen - Bolt Upright /Prototypes and experimentals/
The XFV-1 being pulled from the hangar at Muroc Field (Edwards AFB) while on its transporter and vertical erection rig. Levelling jacks were lowered to raise the rig above the wheel level prior to erection.
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Aeroplane Monthly 1974-10 / B.Gunston - U.S. Navy prop-hangers
The XFV-1 Salmon half-elevated on its trailer. It never achieved a "straight-up" take off.
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Air Enthusiast 2007-01 / F.Allen - Bolt Upright /Prototypes and experimentals/
The XFV-1 on its mobile trailer. The trailer incorporated an entry ladder to the cockpit as well as a catwalk, in addition to a built-in servicing tower.
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Aeroplane Monthly 1974-10 / B.Gunston - U.S. Navy prop-hangers
Side view of the XFV-1 on its transporter/elevator.
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Air Enthusiast 2007-01 / F.Allen - Bolt Upright /Prototypes and experimentals/
Another view of the XFV-1's trailer with test pilot Herman 'Fish' Salmon on the ladder.
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Air International 1995-01 / J.Miller - Lockheed's Skunk Works
In the late 1940s both the US Navy and Air Force funded feasibility studies for a VTOL aircraft. Lockheed's response was the XFV-1 which, although produced to cost and weight was deemed to be a complete failure. The maximum speed was too low for its envisioned fighter role and more seriously, it could not be landed vertically - the pilot could not look back over his shoulder and judge the height. Transitions from forward flight to the vertical were, however, demonstrated during the test programme.
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Aeroplane Monthly 1974-10 / B.Gunston - U.S. Navy prop-hangers
Lockheed’s XFV-1 during taxying trials on its horizontal undercarriage.
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Мировая Авиация 25
ВМС США долгое время проявляли интерес к СВВП как к средству защиты своих транспортных и вспомогательных судов. По заданию, выданному в 1950 году, фирма "Lockheed" разработала самолет XFV-1. Оснащенный турбовинтовым двигателем XFV-1 не уступал по летным характеристикам реактивному истребителю Lockheed P-80 Shooting Star. На начальном этапе испытаний самолет оснастили временным неубирающимся шасси.
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Air Enthusiast 2007-01 / F.Allen - Bolt Upright /Prototypes and experimentals/
The XFV-1 at Long Beach on March 16, 1954 with temporary landing gear affixed for normal take-off and landing. The small round tail cup housed the anti-spin/drug 'chute.
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Aeroplane Monthly 1974-10 / B.Gunston - U.S. Navy prop-hangers
A rare photograph of the XFV-1 Salmon airborne. It is seen about 6ft off the runway at Burbank, California, during its first free flight.
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Air Enthusiast 2007-01 / F.Allen - Bolt Upright /Prototypes and experimentals/
The XFV-1 taking off conventionally.
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Aeroplane Monthly 1974-10 / B.Gunston - U.S. Navy prop-hangers
Stability and control problems were investigated with models, NACA testing the XFV-1 at their Ames Aeronautical Laboratory
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Air International 1985-02 / Fighter A to Z
The XFV-1 VTOL fighter with the non-retractable undercarriage with which it performed all flight testing.
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- Фотографии