Educational Loans – Bank of India

Bank Of India
Website : www.bankofindia.com/
Bank Type : NationalisedBank
Abroad Courses
Graduation : For job oriented professional/technical courses offered by reputed universities.
Post Graduation : MCA, MBA, MS, etc. Courses conducted by CIMA – London, CPA in USA, etc.
Provided study loan amount in India : Upto 10 Lakhs
Provided study loan amount in Abroad : Upto 20 Lakhs

Eligibility :
Should be an Indian National; Secured admission to professional/technical courses in India or Abroad through Entrance Test/Merit based selection process. Good academic career. The student should not have outstanding education loan from any other Institution. Father/Mother should be co-borrower. Branch nearest to the permanent residence of student will consider the loan.

Coverage :
Fee payable to college/school/hostel  Examination/Library/Laboratory fee. Purchase of books/equipments/instruments/uniforms. Caution deposit/building fund/refundable deposit supported by Institution bills/receipts. Travel expenses/passage money for studies abroad. Purchase of computers – essential for completion of the course. Insurance cover for the student. Any other expense required to complete the course – like study tours, project work, thesis, etc.  As per brochure/ demand letter from the institution.
Margin
Upto Rs.4 Lakhs : Nil;Above Rs.4 Lakhs – Studies in India : 5%;Studies Abroad : 15%;·Scholarship could be included in margin.Margin to be brought in on year to year basis as and when disbursements are made.
Interest Rate :
11.5% upto Rs.2 Lakhs and 13.5% from 2 to 10 Lakhs.
Re-Payment :
Maximum period of 10 years (principal amount).Payment commences 6 months after the completion of the course or getting employed.Accumulated interest is to be paid within 2-3 years of course completion. Interest during course is simple. After the course, interest is compound.If student does not return to India in 6 months, the interest charged is at commercial rates.

Security :
Mortgage on property (in parents’ names), shares, LIC, NSCs, Unit Trust, other investments.These must be at least 200% of the loan amount.

Documents :
Bank forms, letter of admission from overseas university clearly stating living costs and tuition fees and other costs. Student should have secured first division in previous studies (excluding language).
Where to Apply :
Any Branch in India
Time Taken :
1 month

Educational Loans – Bank Of Baroda

Bank Of Baroda-Baroda Gyan
Website : www.bankofbaroda.com/
Bank Type : NationalisedBank
Provided study loan amount in Abroad
Eligibility :
Should be Resident Indian.Secured admission to either of above courses
Coverage :
Fee payable to college / Institution / University.Examination / Library / Laboratory Fee.Fee and other charges payable to hostel.Purchase of books / equipments / instruments.Personal Computers / Laptops wherever required.Caution deposit / building fund / refundable deposit supported by institution bills / receipts.Any other expenses required to complete the course – like study tours, project works, thesis, etc.

Margin
Upto Rs. 4.00 lacs :- NIL;Above Rs. 4.00 lacs :- 5%;Margin is to be contributed on pro rata basis on year to year basis as and when disbursements are availed.

Interest rate
Simple interest to be charged at monthly rests during the repayment holiday / moratorium period.1% interest concession is provided if interest debited during repayment holiday is serviced.1% Concession in rate of interest to loans for girl student.Penal interest @ 2% p.a. on overdue amount, if the loan amount exceeds Rs.4.00 lacs.
Processing Fee : No processing charges

Re-Payment :
Course period + 1 year or 6 months after getting job, whichever is earlier.The loan is repayable in 5-7 years after the above period
Security :
Upto Rs.4 lacs : No security.Above Rs. 4.00 Lacs and up to Rs. 7.5 lacs: Collateral in the form of a suitable third party guarantee alognwith assignment of future income.Above Rs.7.5 lacs: Tangible collateral security equal to 100% of the loanamount along with assignment of future income

Educational Loans – Allahabad Bank

Allahabad Bank
Website : http://www.allahabadbank.com/
Bank Type : Nationalised Bank
Abroad Courses
Graduation: For Job oriented professional/technical courses offered by reputed Universities.;
Post Graduation: MCA, MBA, MS etc.;Courses conducted by CIMA London, CPA in USA etc. ;Regular Degree/ Diploma courses like Aeronautical, pilot training, shipping etc., the Institute should be recognised by the competent local aviation/ shipping authority.
Provided study loan amount in India : Upto 10 Lakhs
Provided study loan amount in Abroad  : Upto 20 Lakhs
Eligibility :
Student be an Indian National ;Secured admission to professional/ technical courses in India or Abroad through Entrance Test / Merit based Selection process.
Coverage :
Fee payable to College / School /Hostel;Examination/Library/Laboratory Fee ;Purchase of Books / Equipments/ Instruments/ Uniforms.;Caution Deposit/ Building Fund/ Refundable Deposit supported by Bills/Receipts of the Institution, subject to the conditions that amount does not exceed 10% of the total tuition fees for the entire course.;Travel Expenses/Passage Money for studies abroad.;Purchase of Computers essential for completion of the course.;Insurance premium for student borrower. Any other expenses required to complete the course, such as- Study Tours, Project Work, and Thesis etc.
Margin
For loan upto Rs 4.00 lacs: NIL ;For loan above Rs 4.00 lacs:(i) Studies in India: 5%;(ii) Studies abroad: 15% ;Scholarship / Assistantship to be included in Margin. Margin Money to be brought on year-to-year basis and disbursements are made on a pro-rata basis.

Interest Rate :
Loan Upto Rs. 4.00 lacs -For students of IIT / IIM/ ISB  PLR-1.75% ;For Others PLR-0.75%.Loan above Rs. 4.00 lacs- For students of IIT / IIM/ ISB PLR-1.75% ; For Others PLR-1.00% .ISB means Indian School of Business, Hyderabad.Girl students may be provided a special relief of 1.00% in all cases as above.
Processing Fee :
For studies in India- Nil.For studies abroad -Rs.500/- upfront subject to the conditions that this amount would be adjusted against the loan amount once the loan is availed from us.
Re-Payment :
Repayment Holiday / Moratorium is Course Period + 1 year or 6 months after getting job, whichever is earlier.Loan to be repaid within a maximum period of 7 years after commencement of repayment.
Security :
For IIT/IIM/ISB -For loan upto Rs 10.00 lacs- No collateral security is required. co-obligation of parents/ guardian required. ISB means Indian School Business, Hyderabad. For others-For loan upto Rs 4.00 lacs: No collateral security is required. co-obligation* required For loan above Rs 4.00 lacs and upto Rs 7.50 lacs: Satisfactory third party guarantee & Co-obligation required. For loan above Rs 7.50 lacs: (a) Co-obligation of parents/ guardian together with tangible collateral security of suitable value covering full loan amount, alongwith the assignment of future income of the student for payment of installments. (The loan documents would be executed by both the student and the parent/ guardian as joint-borrower i.e. co-obligator. The co-obligation should be parent / guardian of the student borrower. In case of married person, co-obligator can be either spouse or the parent(s)/ parents-in-law.)
Other Information :
Group Life Insurance Cover -For entire loan liability in tie-up with LICI (One time upfront premium, can also be financed by adding into project cost.), Prospective borrowers, who are not covered under the group insurance scheme, will be allowed to take a single premium term insurance cover equal to the loan amount, individually on their own or premium being a component of project cost for financing. Others: a.The parent / guardian would become co-borrower with the student and application for education loan will also be signed by the parent / guardian alongwith the student while availing loan under Educational Loan Scheme. b. Education Loan would preferably be sanctioned through branches / RBBs nearest to the place of residence of parents. c.Second time education loan is available for higher studies / escalation of cost.
For more details, visit http://www.allahabadbank.com/education.asp

Educational Loan – Andhra Bank

Andhra Bank
Website : http://andhrabank.in/

Bank Type : Nationalised Bank
Provided study loan amount in India : Upto 10 Lakhs
Provided study loan amount in Abroad : Upto 20 Lakhs
Coverage :
To meet cost of Tuition fee, Hostel fee, Examination fee, Books, Project work, Study tours, and Refundable deposits. AIR PASSAGE AND MAINTENANCE, FOR ABROAD STUDIES.
Margin
Up to Rs.4.00 Lacs Exempted.Above Rs.4.00 Lacs 5% In India 15% for Abroad Studies.

Interest rate
Up to Rs.4.00 Lacs–(BMPLR -1.25) – Presently 11.75%.Above Rs.4.00 lacs–(BMPLR + 0.50) presently 13.50%.(BMPLR at present: 13.00%)
Security :
Up to Rs.4.00 Lacs guarantee of parent.Rs.4.00 to 7.50 lacs – guarantee of the parent.Above Rs.7.50 Lacs–Collateral Security of suitable value & guarantee of the parent

Educational Loans – HDFC Bank

HDFC Bank
Website : www.hdfc.com
HDFC gives loans to students to partly meet their educational expenses / costs for pursuing specific higher educational courses at institutes approved by HDFC. Loans are given to students who are citizens of India . The student should have a consistently good academic record, and admission to an approved Educational Institute for pursuing a recognized course.
Eligibility :
Students enrolled with an approved Educational Institute and desirous of availing the education loan can make an application, with the earning parent / guardian being the co-applicant to the loan. Currently, new entrants and existing students of only select leading national educational institutions are eligible to apply for education loans. Please check with your nearest HDFC Office for the list of approved institutions.
Amount of loan :
Loans can be availed upto a maximum of 90% of the total cost as determined by HDFC. The costs would generally cover expenses incurred towards the course fee, library charges, hostel and mess charges, cost of books and equipment. HDFC lends upto a maximum of Rs. 2, 00,000 on an Education Loan.
The period of the loan :
Is determined on the merits of each case but would not exceed 5 years. The repayment can be accelerated on completion of the course, considering the earning capacity of the student. HDFC’s main concern is to help individuals comfortably repay the borrowed amount.
Loan Amount (Rs.): Upto 2, 00,000
Rate of Interest – % p.a.: 14.0
Contact :
Delhi Tel: 6103146, 6185944, Bangalore Tel: 2274600, 2219473, Chennai Tel: 8553838, Hyderabad Tel: 3233875, Kolkata Tel: 2478256, Mumbai Tel: 2820282

SPHERE WITHIN A SPHERE TECHNOLOGY

Need for SWAS

Since the beginning of time, man has dreamed of reaching the stars. With the advent of new technologies, numerous achievements have been made in this area. Despite the enormity of these achievements, it is clear that we will never make it to the edge of the universe by burning fossil fuels, or even using atomic power. They are simply incapable of moving us faster enough or efficiently enough to span the vast reaches of space. It’s time to consider radical new alternatives.


Imagine a galactic travel at speeds equal to, or perhaps even faster than, the speed of light, in perfect safety and comfort. Imagine if science were to contribute a passenger vehicle that eliminated the need for roads or railways. In fact, a vehicle that emitted no exhaust fumes at all didn’t require wheels.


With the prospect of global warming, a finite supply of oil, and an increasing world population, we need a source of cheap, clean power that will answer all our power requirements for the future. In this connection it is worthwhile to think about the problems which demonstrate the interdependency of economics, food, population, environment and national goals, and their dependence upon various existing power sources – primarily hydrocarbons. Some of these which need immediate attention can be listed as:-

(1) Ice Shelf Collapses – A portion of the Antarctic Larsen 13 ice shelf larger than the US State of Rhode Island has broken from its parent mass – Global Warming blamed.

(2) Glaciers melting rapidly: Total meltdown could take as long as 1,500 years.

(3) Russian scientist Hawking warns Earth may become like Venus. “The human race would not survive another millennium. The greenhouse effect.”

(4) Sea of Japan faces death. “Fewer nutrients to feed plankton…depriving food to fish and other species up the food chain, global warming blamed.”

(5) Running on Empty…oil companies say we are doing fine.  But others warn that the world’s fuel tank is running dry – with no chance of a fill up.

(6) Ozone hole starts taking toll in Antarctica.

(7) Europe-sized ozone hole over Antarctica.


So mankind must sooner or later discover how to generate energy without the use of nuclear or hydrocarbon fueled machinery. Defying gravity, according to American scientist Mr.Alfred.F. Bernhard, is the only obvious solution. He developed a theory he claims will render fossil fuels redundant and help remedy most of the earth’s environmental anomalies. He calls it “sphere within a sphere (SWAS)”, a machine that will neutralize gravity. It is a technology by which null gravity can be achieved using rotating magnetic field SWAS offers a simple, elegant solution that could solve many current problems not just space travel.  It could help eliminate pollution by providing a safe, dependable, clean power source. Imagine a world no longer relying on outdated, polluting fossil fuels to power our society.

The idea is to channel the neutralized gravity into a number of applications: vehicles, aircraft, space vehicles of all types, lifting machines, and mains power generation. The device, according to American scientist Mr. Eberhardt, will not only be workable as a human-carrying machine but as an energy generating motor.

The four major points why we go for neutralized gravitational power for power operations in future are:-

1) Gravity as a fuel is unlimited and omnipresent throughout the universe as we know it. No gas stations required as the fuel is already all around us.

2) Gravity and its applications are 100 percent pollution free.

3) Gravity power cost per application i.e., in vehicular movement, satellite deployment, building construction and deep space exploration etc is so insignificant that it is not a consideration.

4) Gravity’s speed and travel potential are such that the far stars of our universe will be approachable in acceptable human life frames i.e., a trip to the moon in a few seconds or minutes if you prefer.

To make use of gravity power practical, we need what we call as SWAS. Sphere within a Sphere units.



BASIC SWAS CONCEPT AND ITS PRINCIPLE


The Basic SWAS Concept

Figure no:1 Top View
 A – Chassis
 B – Outer Sphere
 C – Inner Sphere
 D – The NEMGE area


The fundamental device is a workable machine whether small and experimental (baseball size) or large enough to carry numerous humans inside that is composed of two spheres that rotate in opposite directions to each other.

The Spherical Thesis

Side View
 A – Chassis
 B – Outer Sphere power source
 C – Inner Sphere power source
 D – The NEMGE area

Figure no: 2

The object of the counter rotating spheres is to utilize their opposite speeds and consequent surface friction to interact to produce a gravity free zone in between the spheres. The energizing of a small experimental model may be powered by motors mounted at the top and bottom of the SWAS device.  One motor powers the inner sphere and one motor powers the outer sphere.  For a larger SWAS, i.e., one containing a team of humans the motors could be mounted internally or externally, again at the bottom and top of the inner sphere with one motor geared to start the outer sphere and one to start the inner sphere.



The Neutralizing Factor

Figure no:3 Side View
 A – Chassis with motors
 B – Inner Surface of the outer sphere
 C – Outer Surface of the inner sphere
 D – The NEMGE area

The actual motors are only required to start the spheres in their initial counter rotating action.  Once the friction of the outer surface of the internal sphere starts to react with the inner surface friction of the outer sphere a point will be reached where the magnetic force field of earth’s gravity will be neutralized and the SWAS machine will be completely free of any gravitational influence except its own.

Once the spheres are rotating at this critical speed called the NEMGE (The Neutralizing of Earth’s Magnetic and Gravitational Effects).  The NEMGE phenomenon will sustain itself because friction and Earth’s Magnetic forces between the spheres has been eliminated.  Thus the starter motors are no longer required. Once the NEMGE has been attained the SWAS vehicle will immediately move directly opposite any magnetic and gravitational forces it is close to.  In the case of earth the SWAS vehicle will move at right angles to earth’s gravitational pull.  In other words away from earth rapidly or slowly depending upon the two spheres relative speeds.

 

Directional Control





Figure no:4

Side View
 A – Chassis
 B – A moveable magnet which is shifted around the external chassis (A). The SWAS unit will move opposite the magnet position. Ergo, if the magnet is on the North side, the SWAS will move South.


To control the SWAS vehicle once the NEMGE has been attained there are two factors.  The first factor is that the internal sphere motors may now be used to brake or slow either spheres rotation thus increasing drag or the gravitational effect of earth or other planets on the SWAS vehicle. To control the direction of the SWAS vehicle relatively small magnets may be moved around the spheres to counter the effects of the SWAS’s gravitational field.  The movement of the magnets on the outer spheres surface will in effect steer the SWAS vehicle through any air and / or space environment by providing a magnetic field to oppose the NEMGE thus push the entire SWAS vehicle in the direction directly opposite the moveable magnet.



Attaining NEMGE





Figure no: 5
Side View 
 A – Power Spheres (1+ 2)
 B – Human Environment Sphere (3)


At the present time there are no hard figures to indicate when the NEMGE will occur.  However, it is inevitable that through experimentation the NEMGE will be quantified.  Experiments with rough vs. smooth surfaces on the SWAS vehicle spheres will indicate whether a lower or higher RPM rate will be required to attain the NEMGE.  Also through experimentation the optimum NEMGE gaps distance will be determined, i.e., microns, centimeters or inches.

Once the NEMGE is attained inside the inner power sphere there will be established a gravitational environment quite similar, if not exactly like earth’s surface gravity affect on humans.  Inside the inner sphere will be the area that humans can habitate using artificial life support systems, i.e., oxygen, water, etc.  To be practical the two spheres that produce the NEMGE will be the “power” spheres.  Therefore a third sphere may prove to be useful for crew.  This will be also attached to the chassis.


The NEMGE Syndrome


Figure no:6
Top View and cut away
A -  NEMGE Area (The actual space in between the outer and inner spheres of the SWAS vehicle.)
A - The area to be injected with other than “just” air, i.e., possibly Nitrogen, or a  combination of other elements.

A - The area to be temperature controlled, i.e., warmer or cooler

There are three factors that could affect the SWAS vehicle and its attaining the NEMGE condition. They are:-

1) The atomic structure of some elements could possibly enhance the attainment of the NEMGE.

 For example: Any pure or mixed element(s) if injected into the space between the two power spheres (A) will ultimately allow the maximum NEMGE to be attained at a specific RPM.  Perhaps a pure Nitrogen environment or a mixture of one or more elements could be the answer.  There is also the possibility that these elements will comprise a “fuel” to better sustain the NEMGE condition.

2) It is also possible that by controlling the NEMGE area (A) temperature, this will also affect the efficiency of the SWAS vehicle, i.e., a warmer or cooler temperature of the NEMGE area (A) may allow the NEMGE area to attain the NEMGE condition more quickly and efficiently.

3) Under certain circumstances, a complete or pure nothingness coupled with proper spinning qualities or characteristics will also provide a NEMGE or VOID condition in Area (A)

 

A TYPICAL SWAS VEHICLE

Gold=Chassis, Blue =Outer Sphere, Red=Inner Sphere, Grey=Human Environment Sphere, White line=Neutral Gravity.

Two spheres one inside the other spinning opposite each other, but very close will literally scramble the binding aspect of the atomic structures present between the sphere’s surfaces, thus eliminating nature’s various strong forces and establishing a gravity free zone between the spheres.

The resulting frictionless and gravitational void will enable the SWAS unit to resist any external gravitational fields and will immediately seek the weaker gravity of near and deep space. By controlling the RPM the “void area” may continually be adjusted to suit the effort at hand be it here on earth or an exploratory SWAS unit with internal crew .We can steer SWAS magnetically.   A very small moveable magnet on the outside, when shifted, will represent to the neutralized SWAS spheres that there is an external magnetic/gravitational force to be avoided, thus the SWAS vehicle will move opposite the shifting magnet.

Once the NEMGE has been attained the occupants of the inner sphere (anything inside the inner power sphere) will be completely immune to other gravitational and magnetic forces.  In other words they have established and are now in their own gravitational environment.  Among other things complete right angle turns at great speeds will not affect the inner SWAS sphere occupants.

Without experimentation, it is difficult to gauge the relative speeds attainable by SWAS in the NEMGE condition.  However, when considering the powerful affect that gravity has on keeping our Solar Systems planets in orbit a small man made machine utilizing natures least understood but powerful force – gravity – the speeds are judged to be incredible, possibly millions of miles per hour – earth time.  The ultimate speed will far surpass that of light.

Regarding the SWAS speed once the NEMGE has been attained consider the following.  It takes incredible engineering and thrust for current rockets to overcome earth’s gravitational pull, but once in space speeds of 25,000 miles per hour (mph) is attained by using mere fossil fuels.  Therefore, think of the speed of a vehicle that immediately neutralizes earth’s and other planets – gravitational fields?  Once that effect (the NEMGE) has been reached the SWAS vehicle would move away from gravity faster than the eye can follow, it will in actuality disappear before ones eyes.

Essentially sooner or later somebody will quantify how to neutralize gravity (not anti, but neutralize) and they will have to use the design now formally documented – SWAS (Sphere within a Sphere).  No matter what is constructed ultimately the vehicle will be composed of perfect or near perfect spheres to attain the maximum NEMGE.

The SWAS vehicle will ultimately provide very fast and human comfortable conditions required for meaningful and in depth exploration of space, i.e., the faster it moves the less food, oxygen, etc., will be required for the crew and since the inner sphere will establish its own gravity the very uncomfortable and difficult-to-live-in condition of weightlessness will not be present.

 

APPLICATIONS OF SWAS


According to the nature of application the SWAS unit can be of four types .They are:-

1) Nanotechnology – very small units that may be implanted in humans.  For example under the shoulder or in the hipbones.  This would allow all internal organs such as the heart to beat slower and more efficiently because gravity has been reduced on the body.


2. Motor size – Baseball to basketball size for materials and/or vehicle lifting and propulsion, i.e. automobiles and aircraft


3. Cosmic Explorer size – Thirty to Sixty feet in diameter with internal crew


4. Weapon size – Small, golfball shape and size.  Constructed to operate at the highest RPM possible.  It will perform at light speeds and use its’ speed to destroy targets.

Applications in detail:-

1) SWAS could eliminate the need for fossil fuels and give us small, light, efficient motors that would run for decades without breaking

down. Apart from its efficiency, we would end up with a cleaner, quieter world: no more pollution from smokestacks or vehicles.  A small SWAS engine would be capable of powering cars, planes, ships, and other vehicles without the need for refueling stops. If the engine is stopped for any reason, just connect up the electrical starter, spin up the spheres, and the engine is ready again to take you wherever you want to go.


2) Deep space travel would become possible.  SWAS could function not only as the propulsion system, but as the actual space vehicle itself. People carried in the interior sphere would not feel the effects of massive acceleration or turns because of the neutralized gravity. They could sit comfortably inside their revolving shells and travel at extremely high speeds. It could take us weeks instead of years to reach the outer limits of our own solar system and continue on to other systems.


3) SWAS motors capable of lifting very heavy loads, either here on earth, or in space. Imagine, for example, a small SWAS motor used in the construction industry to lift huge prefabricated building components into place.


4) For military operations: – . A SWAS no larger than a golf ball, spinning at extremely high speeds, could punch a small, clean hole right through brick, steel, concrete, glass, and keep traveling through all the other buildings in a city block with equal force. Now imagine dozens of them hitting buildings, striking load bearing beams and snapping reinforcing steel as they travel through. Buildings would collapse in seconds. SWAS could penetrate inches-thick armor to neutralize warships, tanks, and planes. It could be launched against war satellites and destroy them. SWAS weapons would make nuclear power look puny.


5) 95% of the world’s mains’ power generation will be SWAS driven. It can act as a source of cheap, clean power that will answer all our power requirements for the future.


6). In the medical industry, SWAS also has interesting potential. Every day, gravity wears on the bodies of Earth dwellers, and if a way could be found to counteract this force, it would certainly extend life spans; SWAS would make it possible to eliminate the negative effects of the Earth’s gravity on the body. Two immediate benefits would be greatly extended life spans and greatly reduced incidence of various physically harmful phenomenons such as cancers, hardened arteries, strokes, and heart attacks.

 

A SWAS mobile chair

The SWAS mobile chair shown in the figure has a SWAS motor attached to the bottom portion of it. This motor is capable of powering this chair. The same neutralizing gravity principle is applicable in this case also and as mentioned before, directional control is done by magnets which are made to move around the outer sphere. If the motor is stopped for any reason, just connect up the electrical starter, spin up the spheres and engine is ready again to take you.

RECENT SCIENTIFIC NEWS ITEMS THAT MIRROR SWAS 

1) Two Japanese scientists at the University of Tohoko spun a “special gyroscope” at speeds of 3,000 to 13,000 R.P.M. and the 11.3 ounce gyroscope lost between 20 and 60 millionths of its total weight.  Since weight is a measure of gravity’s effects the result appears to violate known laws of physics.

2) At the University of Maryland U.S.A. scientists experimenting with a vast array of gravitational devices detected very small anomalies that indicate a fifth force.  The major instrument used to measure this phenomenon is a huge lead ball.

3) In 1997, a team of Japanese scientists at the Tokyo Institute of Technology announced that they were able to videotape the motion of a protein molecule which spun with incredible force. In effect it is a rotary motor – the smallest known.  Its diameter is one – nanometer (one billionth of a meter) in diameter.

4) The Economist magazine in its science and technology section reported:  “Molecules contain atoms, and the nucleus of atoms act like tiny magnets, A property called “spin” indicated which way an atomic magnet points. Its spin pointing perhaps up for “off” and down for “on”.

5) British and Dutch scientists levitated a frog by creating a massive magnetic field that was strong enough to distort the “orbit” of electrons in the frog’s atoms.  The experiment was repeated with other non-metallic organic objects to include plants, grasshoppers, fish and water.

6) A study by U.S. researchers studying radio waves emitted by 160 galaxies indicated that the universe may have an “up” and a “down” Quote “the shocking thing about our result is that there seems to be an absolute axis, a cosmological north star that orients the universe…. they said there is no evidence that the axis causes the universe to rotate.

All these cover a diverse spectrum of events to include floating frogs, tiny organic motors, small gyroscopes, and a polarized universe.

What they all have in common are the words: spin, orbit, rotate, ball, etc., i.e., “the special gyroscope spun”, “the protein molecule which spun”, ”A property called spin indicates which way the atomic magnet points”, “the field was strong enough to distort the orbit of electrons in the frog’s atoms”, “they said there is no evidence that the axis causes the universe to rotate” and lastly ”A huge lead ball”.

Consequently, it is fundamental that if gravity is neutralized with the SWAS device, all universal external gravity would immediately recognize and attack this neutral gravity phenomenon which is controllable by various R.P.M.’s. Practically speaking a small SWAS unit (golf ball size) at perhaps 3,000 R.P.M. would suspend a table or chair and the same or larger unit at a much greater R.P.M. could lift a satellite to orbit.

 

RESEARCH AND DEVELOPMENTS IN THIS AREA

The SWAS Foundation is a U.S. based non-profit corporation that has been granted the exclusive rights to research potential development of the Sphere within a Sphere technology.  The corporation works to increase educational and scientific knowledge on this unique technology through publication, seminars, the internet, the media and many other sources.  It also seeks to raise funds for research on the wide spread use of the SWAS technology in fields such as space, medicine, transportation, energy generation, military applications, as a component of pharmaceutical and other scientific research plus many other uses.

The SWAS Foundation is headed by knowledgeable and experienced professionals who maintain rigorous internal controls and comply fully with all corporation, state and federal laws in hiring, fund raising, responsible scientific research, etc.

Basically the SWAS unit development involves producing a machine that has only two major moving parts, the SWAS spheres, and the three minor movements, the north south chassied bearings and the directional control unit.

The following is a list of major priority actions that once accomplished will provide a gravity free NEMGE area.  In turn providing a levitating SWAS unit that will operate anywhere in the known universe.

• Extremely precise machining of all SWAS unit components
  
• NEMGE chamber isolation
  
• Bearing and seal applications
  
• A SWAS units material compatibility with the NEMGE(void)area
  
• Rotation speed control and NEMGE chamber temperature
  
• Initial starter motor placement and performance
  
• Long range communication and directional control
  

These factors can be satisfied by the Academic, Aerospace, Advanced Computer firms and fundamental pure science laboratories that are all currently available in the United States. The time required for development of a completed SWAS unit would be a minimum of two years to a maximum of five years.  With a one year preparation time frame.

The only part that may wear out in a SWAS vehicle is the bearing between the moving spheres. But even this has an answer. The researchers point out that dentist drills spin at very high speeds using air bearings; high-pressure air to cushion moving parts. This technology could be adapted to SWAS to eliminate friction and the possibility of breakdowns.


CONCLUSION

SWAS is now at its developing stage only, which is rapidly gaining acceptance and credibility.  The fundamental fact is that once gravity is neutralized in between the two rotating “power” spheres, all known laws of physics regarding mass, acceleration, inertia, etc., will have to be redefined.  No formula is yet available that indicates how large, or small, a SWAS vehicle will be required to lift – for instance – a two-ton earth satellite into a geo-stationary orbit.

Yet because of the basic fact that the SWAS vehicle will have absolutely no relationship to any gravitational influence other than the fact that it will immediately shun earth’s
gravity field, indicates that a very small machine will be able to lift very heavy objects with ease into near and deep space.
Depending upon the RPM and the degree of neutralization of gravity perhaps a two pound SWAS utility vehicle will effortlessly lift a nine to ten-ton, or more, object into space.

Battery power, solar power, wind power, hydro and tidal power, and nuclear power are all for one reason or another too specialized, too expensive, too dangerous, or too political to replace the hydrocarbon compounds that currently make our life livable or increasingly unlivable. Whereas SWAS theory and its applications represent a solution to mankind’s energy, transportation and cosmic exploration requirements for the next millennium.
No pollution.  No exhaust fumes from planes, cars, ships, etc. SWAS can be a vehicle that humans can travel inside of, or a motor that lifts objects that humans can use much like an auto’s combustion engine. Also, SWAS human implants will extend life expectancy.  One other aspect is that all SWAS units will run – spin, silently.  No violent engine fuel chemical reactions, therefore, no noise pollution. Quiet Autos, implants, and spaceships. In short, the applications of SWAS will change life on earth dramatically.

Aerospace Engineering

ABSTRACT

It has long been a dream of aircraft designers to create an airplane that not only can fly long ranges at high speeds and carry heavy cargo, but can also take off, hover and land like a helicopter. Such a plane would have the flexibility to handle many different types of military missions and would also have civilian and commercial uses. The V-22 Osprey is such a vehicle. This versatile craft has been developed for the military by Bell-Boeing aircraft. Through the use of a tilt rotor, the Osprey can take off and land like a helicopter, but convert to a turboprop airplane while in flight. The aircraft’s rotors can fold, and the wings can rotate so it can be stored on an aircraft carrier. The V-22 Osprey is a joint-service, medium-lift, multi-mission tilt-rotor aircraft developed by Boeing and Bell Helicopters. Boeing is responsible for the fuselage, landing gear, avionics, electrical and hydraulic systems, performance and flying qualities. Bell Helicopter Textron is responsible for the wing and nacelle, propulsion, rotor, empennage (complete tail system), ramp, overwing fairing and the dynamics. The aircraft operates as a helicopter when taking off and landing vertically. The nacelles rotate 90 degrees forward once airborne, converting the aircraft into a turboprop aircraft. This paper briefly describes this tilt –rotor aircraft, its history its development and its working. It also peeps into the available models and their specifications. This paper also explains the future of this type of aircraft in civil transport and the military side.

2.INTRODUCTION


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. Missions that cover large distances and that require vertical takeoffs and landings have challenged aeronautical pioneers since helicopters first proved their worth almost 50 years ago. The challenge has been to devise a vehicle that is faster, has more range, and is more cost effective than conventional helicopters.

Within this challenge, the Joint Services (USMC, USN, USAF, USA) specified in detail the operational requirements of the V-22. The joint requirement defined missions, airframe size constraints, payload handling, and other operational capabilities required to meet the needs of all the U.S. Military The V-22 Osprey is a revolutionary change. It has recently been acknowledged by the Department of Defense as one of only four truly Transformational systems. 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. These capabilities recognized in 18 major

studies and analyses, including seven. The V-22 Osprey is a revolutionary change. It has recently been acknowledged by the Department of Defense as one of only four truly Transformational systems. 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. These capabilities recognized in 18 major studies and analyses, including seven Cost and Operational Effectiveness Analyses (COEAs) performed by the U.S. Government. All these studies have shown that the Osprey is more cost effective than any helicopter, compound helicopter, or combination of helicopters. The Osprey will bring interoperability and vastly increased mission effectiveness to armed forces around the globe.

Designed to the most stringent set of requirements ever imposed on a rotary wing aircraft, the V-22 successfully demonstrated that it was both effective and suitable for the Marine Corps mission during Operational Evaluation (OPEVAL) Phase I. After two years of additional, detailed flight testing, it will undertake OPEVAL Phase II, and enter into Full Rate Production in 2005. The V-22 is currently in Low Rate Initial Production (LRIP). V-22 design criteria answered questions about safety, reliability, readiness, all weather, survivability, crashworthiness, and performance; shipboard compatibility was designed in at the outset. The modern avionics suite of communication, navigation and penetration aids are fully integrated and redundant, where necessary, to ensure successful mission completion. Other design considerations include meeting guarantees for weight and performance, graceful handling of engine failures, crashworthiness, emergency egress, and maintenance or repair accessibility. The V-22 uses proven technology to meet all of these requirements and more.

3.ADVANTAGES OVER AEROPLANE AND HELICOPTER

The Osprey has two, large, three-bladed rotors that rotate in opposite directions and produce lift. Because the rotors turn in opposite directions, there is no need for a tail rotor to provide stability as in a helicopter. The wing tilts the rotors between airplane and helicopter modes and generates lift in the airplane mode. The Osprey can convert smoothly from helicopter mode to airplane mode in as few as 12 seconds. Through the use of a tilt rotor, the Osprey can take off and land like a helicopter, but convert to a turboprop airplane while in flight. The aircraft’s rotors can fold, and the wings can rotate so it can be stored on an aircraft carrier.



V22 transitioning from helicopter to aircraft

The major advantages of the Osprey over a helicopter are: Longer range – The Osprey can fly from 270 to 580 miles (453 to 933 km). Higher speed – The Osprey’s top speed is 315 mph (507 kph), which is twice as fast as a helicopter’s top speed. Increased cargo capacity – The Osprey can carry 10,000 pounds (4,536 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.


4.HISTORY


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. To gain this end, a number of VTOL (Vertical Take-Off and Landing) aircraft, from fighters to transport aircraft, have been designed, tested and flown. One of the most successful of these is the Bell/Boeing V-22 Osprey. To provide the necessary background, its predecessors and proponents are described here as well.

The world’s first experiment in VTOL fixed-wing (that is, not a helicopter) aircraft was Germany’s Bachem Ba.349 Natter (Adder) fighter, powered by rocket engines and mounted on its tail for take-off. It was a last-ditch attempt to stop the Allied bombers from pounding the Third Reich to pieces. There was no provision for a landing, vertical or otherwise: the pilot was to aim the aircraft at a bomber and take to his parachute. The Natter was never used: Allied tanks captured the 36 airframes that achieved completion. The captured Natters were examined carefully by the Allied Intelligence services. Like many of the other “bizarre” ideas of the Germans in the latter stages of the war, it was well worth trying, and had great potential if given enough time, money and labour to get it going. The work was done in America. Two VTOL fighters were designed for the US Navy, the Convair XFY-1 Pogo and the Lockheed XFV-1 Salmon. Like the Natter they used tail-sitting arrangements, but instead of the rocket engine, which uses its fuel at an exorbitant rate, they used an efficient turboprop. To cancel the powerful torque, two propellers were fitted, rotating in opposite directions, on the same engine shaft. While the VTOL fighter idea was (and still is) a very good one, both the Pogo and Salmon were cancelled due to the seemingly insurmountable technical difficulties.

The Ryan X-13 Vertijet followed the same lines, with a Rolls-Royce Avon engine for thrust, and a truck-mounted trapeze for landing. Its success, suggested a cynical observer, would be due to the great amusement of the enemy, who would be so “doubled up with laughter” as to “be unable to get off a shot”! The Tail-Sitting method was obviously not possible: with a limited downward/backward view, the prospect of a landing on a rolling aircraft carrier deck, or a shell-damaged patch of concrete near a hidden air base, would make even the best military pilots shudder. A better idea is to have only the thrust producing units tilting. Tilt-rotors and tilt-wings do much better.

The first experimental tilt-rotor transport was the Bell XV-3. It arose from a USAF competition, combined with vague ideas in some of Bell’s engineers’ minds. The first test flight was a mere hovering. Then, on 18 December 1958, the first conversion from helicopter to aeroplane occurred. History was made. Flights and testing continued until 1966, when the program proved that while the idea was practical, there were many problems to overcome. Before the shelving of the XV-3 program, the Army asked Bell to design another “convertiplane”, the XV-15, of which two prototypes were built. On 24 July 1979 the XV-15 became the first aircraft to convert from helicopter to aeroplane and back again. Later is set a world speed record for a rotorcraft at 346mph in level flight. The XV-15 program was expanded into the JVX program, common to all the US forces, and the aircraft renamed the V-22 Osprey. It is very distinctive with its square fuselage, bulged at the bottom in the center, broad stubby wings with engines on the tips, massive prop-rotors, and twin tails.

The six prototype V-22 Ospreys were used only for experiments. It was proven that using V-22s would speed up a Marine operation that would previously be done by CH-53E Super Stallions. The trials were so convincing that the Navy and the Air Force also ordered versions. The Marines’ MV-22A (Multimission VTOL) has the ability to carry 24 fully armed troops or 6000lb of cargo at a cruising speed of 288mph and range of 460 miles. Around 500 are expected to be ordered to replace the CH-46 Sea Knight and CH-53E Super Stallion.

The US Navy has ordered two versions. The first, the HV-22A (Search and rescue VTOL) has one of the toughest jobs available to an aircraft. 55 are on order, with the same top speed of the MV-22A but 70 more miles of combat radius. Although based on Aircraft Carriers, they will be able to operate from frigates, as most helicopters can today. The second Navy version, the SV-22A (Anti-Sub VTOL), will counter the Navy’s biggest headaches, enemy submarines. The S-3 Vikings are running out of airframe life, so the Anti-Submarine Warfare Ospreys will replace them, with the added bonus of hovering capability (currently provided only in the SH-60 Sea Hawk helicopters, which have very short range). It will carry torpedoes and anti-ship missiles, as well as search equipment, so it can act as a killer as well as a hunter.

The USAF plan to order 55 CV-22A’s (Cargo VTOL), capable of carrying 12 fully armed troops or up to 2990lb of cargo. The same speed is coupled with a range of 600 miles. The exciting world of vertical take-off is promising, and has enormous potential. When eventually the world’s experts come to their senses and require fast VTOL transports, the V-22 will surely come to the fore.

The Osprey is a type of vertical takeoff and landing (VTOL) aircraft with a tilt-rotor design. The VTOL concept is an old idea stemming from the German air force at the end of World War II. After the war, the U.S. Navy developed two experimental VTOL fighter aircraft, the Pogo and the Salmon. However, the programs were cancelled because of technical difficulties. In 1958, the U.S. Air Force developed the Bell XV-3, which was the first successful VTOL to hover (it was not tested in airplane flight).


Tilt-rotor aircraft: Bell XV-3 (right) and Bell XV-15 (left)

5.DEVELOPMENT OF THE FLIGHT

In accordance with the approved TEMP, OT-IIC was conducted in six phases at NAS Patuxent River and Bell-Boeing facilities in Pennsylvania and Texas, from October 1996, through May 1997.

Significant flight limitations were placed on the FSD V-22 in OT&E to date, including:

• not cleared to hover over unprepared landing zones until OT-IIC
  
• no operational internal or external loads or passengers
  
• moderate gross weights only
  
• not cleared to hover over water.
  

In addition, FSD aircraft equipment was not representative of any mission configuration. Together, these aircraft clearance and configuration limits produced an extremely artificial test environment for OT-IIC.



The OT-IIB report expressed serious concerns regarding the potential downwash effects, and recommended further investigation. While a limited assessment of downwash and workaround procedures was included in OT-IIC, complete resolution of the downwash issue will not be possible until the completion of OPEVAL, just prior to milestone III in 1999.

The Navy is conducting an aggressive LFT&E program on representative V-22 components and assemblies, in compliance with a DOT&E-approved alternative LFT&E plan. The V-22 program was granted a waiver from full-up, system-level LFT&E in April, 1997. The vulnerability testing that the program is performing is appropriate and will result in the improvement of aircraft survivability. The V-22 program TEMP was last approved by DOT&E on September 28, 1995, and will be updated prior to each OT&E period scheduled.

With DOT&E encouragement, the Navy greatly expanded the scope of OT-IIC to get better insight into the effectiveness and suitability of the EMD design. The results, while not yet conclusive regarding the potential operational effectiveness and suitability of operational aircraft, were encouraging. The six phases of the OT-IIC Assessment included: (1) shipboard assessment, (2) maintenance demonstrations, (3) tactical aircraft employment via FSD aircraft and manned flight simulator, (4) operational training plans, (5) program documentation review, and (6) software analysis.

In assessing the operational effectiveness and suitability COIs, COMOPTEVFOR and AFOTEC found that in most cases, only moderate risk exists that the COIs will not be satisfactorily resolved when development is complete. Enhancing features observed during OT-IIC included aircraft payload, range and speed characteristics better than the stated operational requirements. In addition, reliability, availability and maintainability of the EMD aircraft appeared to be significantly improved over those of the FSD aircraft.

Several areas of concern first discovered in OT-IIA or OT-IIB remain unresolved because of limitations to the EMD flight test operations. These concerns include severe proprotor downwash effects during personnel insertion and extraction via hoist or rope. In addition, concerns exist in the areas of communications, navigation , and crew field of view. New concerns arising from OT-IIC regarding the EMD schedule are being addressed by the program manager. Also, the reliability and maintainability of a few subsystems will require management attention. Despite these concerns, the V-22 design remains potentially operationally effective and suitable.

The aircraft’s prime contractors include Boeing Company’s helicopter division in Ridley Park, PA, and Bell Helicopter Textron of Fort Worth TX.

In 1986 the cost of a single V-22 was estimated at $24 million, with 923 aircraft to be built. In 1989 the Bush administration cancelled the project, at which time the unit cost was estimated at $35 million, with 602 aircraft. The V-22 question caused friction between Secretary of Defense Richard B. Cheney and Congress throughout his tenure. DoD spent some of the money Congress appropriated to develop the aircraft, but congressional sources accused Cheney, who continued to oppose the Osprey, of violating the law by not moving ahead as Congress had directed. Cheney argued that building and testing the prototype Osprey would cost more than the amount appropriated. In the spring of 1992 several congressional supporters of the V-22 threatened to take Cheney to court over the issue. A little later, in the face of suggestions from congressional Republicans that Cheney’s opposition to the Osprey was hurting President Bush’s reelection campaign, especially in Texas and Pennsylvania where the aircraft would be built, Cheney relented and suggested spending $1.5 billion in fiscal years 1992 and 1993 to develop it. He made clear that he personally still opposed the Osprey and favored a less costly alternative.

The program was revived by the incoming Clinton administration, and current plans call for building 458 Ospreys for $37.3 billion, or more than $80 million apiece, with the Marines receiving 360 Ospreys, the Navy 48 and the Air Force 50. The first prototype flew in 1989. As of early 2000 three test aircraft had crashed: no one was killed in the 1991 crash, an accident in 1992 killed seven men, and the third in April 2000 killed 19 Marines.

6.WORKING SYSTEMS

Like any aircraft, the Osprey has the following systems:

• Propulsion – generate power and lift to propel the aircraft
  
• Fuel
  
• Cockpit controls
  
• Communications – allow for communication with air controllers and military operations
  
• Payload – carry cargo
  
• Stowage – especially important when it’s stored on an aircraft carrier
  

Osprey’s external features

Propulsion
As mentioned above, the Osprey has two rotors with three-bladed, 38-ft (11.6-m) propellers. Each propeller is driven by an Allison AE 1107C turbo shaft engine that is capable of producing over 6,000 horsepower. Each engine drives its own rotor and transfers some power to a mid-wing gear box. 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. The thermal signature of the aircraft is minimized with an AiResearch infrared emission suppression unit, installed on the nacelles near the engine exhaust. The entire rotor, transmission and engine nacelles tilt through 90° in forward rotation and are directed forwards for forward flight, and through 7° 30′ in aft rotation for vertical take-off and landing.

Photo courtesy U.S. Navy Osprey propulsion

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.


Photo courtesy U.S. Navy
Osprey fuel tanks


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 control panels

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.

Photo courtesy U.S. Navy Osprey control panels

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.

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 other equipments of V-22 Osprey are:

GUN – The aircraft will be equipped with a 12.7mm turreted gun system, which will be supplied by General Dynamics.

SENSORS -The US Air Force and US Navy variants are equipped with a Raytheon AN/APQ-186 terrain-following, multi-mode radar. The helicopter night-vision system is the Raytheon AN/AAQ-16 (V-22) FLIR, which is mounted on the nose. This system contains a 3-5 micron indium antimonide staring focal plane array.

COUNTERMEASURES -The aircraft’s electronic warfare suite includes Lockheed Martin’s AN/AAR-47 missile warning system, which consists of four electro-optic sensors with photomultipliers, a signal processing unit and a cockpit display. The aircraft is also equipped with a radar and infrared threat warning system and chaff and flare dispensers with 60 rounds of dispensables. The CV-22 will have the Suite of Integrated Radio Frequency Measures (SIRFC), being developed by ITT Avionics.

7.HOW OSPREY FLIES

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.



V22 Osprey transitioning from aeroplane to helicopter

When the Osprey is ready to take off, its rotors are in a vertical position. With the rotors mounted on the wings, it looks like a two-bladed helicopter. When the Osprey is in helicopter mode (on takeoff, landing and when hovering), the rotors generate lift. While in flight, the Osprey’s rotors move down to a horizontal position. In this position, it is the wings that generate lift, like on a traditional airplane, and the rotors function as they do in a propeller aircraft. The Osprey lands like a helicopter by reversing the process, raising the rotors from a horizontal to a vertical position

8.SPECIFICATIONS

Primary function	Amphibious assault transport of troops, equipment and supplies from assault ships and land bases
Prime Contractor(s)	Boeing Defense and Space Group, Philadelphia, PA Bell Helicopter Textron, Ft Worth, TX Allison Engine Company, Indianapolis, IN
Description	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 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
Variants	 CV-22 will be utilized by the Air Force for their Special Operations missions maintaining maximum commonality with the MV-22. Aircraft avionics 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.
Length	57′ 4″ – Spread 63′ 0″ – Folded
Width	84′ 7″ – Spread 18′ 5″ – Folded
Height	22′ 1″ – Spread 18′ 1″ – Folded
Takeoff Weights	47,500 lb Vertical Takeoff/Landing (VTOL) 55,000 lb Short Takeoff/Landing (STOL) 60,500 lb Self Deploy STO
Range	200nm Pre-Assault Raid with 18 troops 200nm Land Assault with 24 troops 50 nm (x2) Amphibious Assault 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
Cruise Airspeed	240 kts (MV-22) 230 kts (CV-22)
Milestones	First Flight – March 19, 1989 First Sea Trials – USS Wasp (LHD-1), December, 1990, Aircraft # 3 & 4 First EMD Flight – February 5, 1997 2nd Sea Trials – USS Saipan (LHA-2), January, 1999, Aircraft #10 First LRIP Delivery – May 25, 1999 OPEVAL – Scheduled October, 1999 to May, 2000 Full Rate Production – First Quarter, 2001 IOC – USMC – 2001; US SOCOM – 2004
Unit Cost	$40.1M (Total Program Recurring Flyaway, Constant Year, FY94$)
Number Procured	12 MV-22(authorized through FY98)
Planned Inventory	348 MV-22 (USMC) 50 CV-22 (USAF) 48 HV-22 (USN)
Deployed to	MV-22s will be deployed to all Marine Corps medium lift active duty and reserve tactical squadrons, the medium lift training squadron (FRS), and the executive support squadron (HMX)

Avionics	Dual 1553B data bus
	Dual 64 bit mission computers with ADA
	Night vision compatible, multi-function display cockpit
	Inertial navigation/TACAN/global positioning system
	Forward looking infra-red FLIR
	Digital map
	Radar altimeter
	IFF/SIF Identification, friend or foe/selective identification facility
	VOR/ILS/MB VHF omnidirectional radio range/instrument landing system/magnetic bearing
	SATCOM satellite communications
	Digital data burst, low probability of intercept communications
	Troop Commander’s COMM
	Flight incident recorder
	Radar/missile/laser warning receivers

9.FUTURE OF TILT ROTOR AIRCRAFT

The recent developments in tilt rotor aircraft is the development of civil aircraft like the BA609.

Here is the story of the passenger aircraft which will bring about revolution in aircraft industry.

A new chapter in aviation history opened on March 7, 2003 with the maiden flight of the world’s first civil tilt-rotor, the Bell/Agusta Aerospace BA609. The nine-passenger aircraft, jointly developed by Bell Helicopter, a Textron company and by Agusta, an AgustaWestland company, hovered at an altitude of 50 feet, performed left and right peddle turns, both forward and aft flight maneuvers, four take-offs and landings, nacelle position changes and stability testing for 36 minutes before setting down. The first flight followed seven weeks of ground runs and taxi testing conducted at Bell’s Flight Re-search Center.


With its rotors in the vertical position, the tiltrotor is able to take-off, land and hover like a traditional helicopter. When the rotors are tilted forward to the horizontal position, the aircraft is

able to fly similar to a turboprop fixed-wing airplane. The transition from helicopter

mode to airplane mode takes 20 seconds, as does the transition from airplane mode to helicopter mode. Following the first flight the BA609 successfully completed the initial phase of flight testing, with a total of 14 flight hours. Throughout this phase the flying has been in helicopter mode with the rotors operating at or near the vertical position, speeds of 100 knots have been

achieved with Short Take Off and Landings up to 40 knots and 35 knots side-ward and rearwards flight. The BA609 successfully performed all the test points, many with results in excess of those predicted. The BA609 is expected to be FAA certified in 2007. Bell/Agusta will pro-duce a total of four prototype tiltrotor air- craft for flight testing. Final assembly for

production aircraft will take place at Bell’s Amarillo, Texas, facility with another assembly

line to be established at the Agusta plant in Italy. Fuji Heavy Indus-tries of Japan will build all of the production fuselages for the BA609. All parts and components for both lines will come

from the exact same source yielding air-craft that will be identical whether assembled

in Italy or Texas . Bell/ Agusta Aerospace Company headquarters is located at Alliance Air-port in Fort Worth, Texas. BA 609 customer training will be conducted at this location, which will also serve as a delivery center. The BA609 will cruise at 275 knots with a maximum unrefueled range of 750 nautical miles, 1,000 nautical miles with auxiliary fuel tanks. The air-craft in standard configuration will be fully pressurized and de-iced.

PROPULSION: Power plants (2)	Pratt & Whitney of Canada PT6C-67A Turbo shaft
ENGINE RATINGS:
		HP		KW
Take off Power/Max Continuous Power (each)		1940		1447
*PERFORMANCE: (ISA, MTOW)
Max. Cruise Speed		275 kn		509 Km/hr
VNE (Never exceed velocity)		-NA-		-NA-.
Rate of Climb TOP AEO		1500 ft/min		7.6 m/sec
HOGE TOP AEO		5000 ft		1524 m
Max. Range – No reserve		750 NM		1,389 Km
Max. Endurance – No reserve		3.0 hrs		3.0 hrs
Service ceiling (approximate)		25,000 ft		7,650 m
OEI Service ceiling		16,000 ft		4,877 m
Cabin pressurization		5.5psi
*pending certification
DIMENSIONS:		Ft		M
Length overall		44		13.31
Width overall (rotors turning)		60		18.29
Proprotor diameter		26		7.93
Number of blades per rotor		3
Internal cabin size (L x W x H):		161″ x 58″ x 56″		4.09m x 1.47m x 1.42m
Cabin door (width only). Note: Sliding door not available at initial deliveries.		baseline 30″ optional door: 38″		baseline 0.76m optional door: 0.96m
Weights:		Lb		Kg
Maximum Take-off		16,800		7,258
Maximum Useful load		5,500		2,50
Capacities:
Required crew		1-2
Passenger seating		6-9
Baggage compartment		50 cu ft		1.41 cu m

The Civil Tiltrotor (CTR) offers a unique opportunity to create a new aircraft market while off-loading a portion of the short-haul traffic. A tiltrotor can take advantage of the fuel efficiency of aircraft flight in combination with the benefits of short takeoff and vertical landing vehicles. Since the US has a substantioal lead in tiltrotor technology, it is estimated that US civil rotorcraft manufacturers might benefit by as much as $5 – 7 billion annually. The current NASA CTR project is an initial effort to develop the most critical technologies for overcoming the inhibitors to a civil tiltrotor aircraft operating within the air transportation system. These technologies include noise reduction, cockpit technology for safe, efficient terminal area operation, and contingency power for one-engine inoperative operation. This effort is providing the technology base from which full-scale development decisions can be made. There are two major benefits of a tiltrotor: expansion of the capacity and reduction of the runway congestion at the busiest airports by permitting short-haul traffic (trips of less than 500 miles) to shift to tilt rotors, freeing runway space for larger aircraft; and significant reduction in door-to-door trip times for passengers by circumventing ground and air congestion. Delay reductions would occur as airlines reduced the number of fixed-wing flights in proportion to the number of passengers diverted from jet and turboprop operations to tilt rotors.
10. 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.

BIBLIOGRAPHS
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

www.defencejournals.com

www.helicopters.com

www.vtols.com