Boeing XP-15 (Model 202)

Boeing XP-15 (Model 202)

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Boeing XP-15 (Model 202)

The Boeing XP-15 (Model 202) was a parasol wing fighter designed as a private venture at a time when Boeing was also working on more radical designs. Two examples were built, one for the army and one for the US Navy (the XF5B-1/ Model 205), but neither was accepted for service.

During the 1920s Boeing had produced a series of biplane fighters for the US Navy, but by the end of the decade attention had moved onto the monoplane. In May 1928 Boeing began work on the shoulder-winged XP-9 (Model 96), and the company also produced an excellent monoplane mail plane, the Model 200 Monomail, but in 1929 the company also decided to produce a less advanced fighter design, starting from the basis of their existing fighters.

The original plan was to modify the Model 89 - the second prototype for the FB4/ P-12 series. The plan was to delete the lower wing to produce a parasol wing fighter. The wing would be moved back and support struts would be added to connect the wing to the fuselage. This aircraft, the Model 97, was never built.

This plan was then abandoned in favour of a new design based on the general construction methods and fuselage of the XP-9. Boeing had decided to reserve Model Numbers 103 to 199 for aerofoil sections and so the new design became the Model 202. The new aircraft had a semi-monocoque fuselage behind the main undercarriage, built with dural formers, longitudinal stiffeners and a non-stressed dural skin. The forward part of the fuselage was made from a welded steel tube frame covered with removable access panels and the engine cowling. The wing was similar to the upper wing of the P-12, but with dural spars and ribs and a non-stressed dural ski in place of the wood and fabric of the biplane.

The Model 202 was powered by a 450hp Pratt & Whitney SR-1340D Wasp and was armed with two 0.3in machine guns. It made its maiden flight in January 1930 and on 10 March 1930 was accepted for the trials by the Air Corps. It was given the XP-15 designation during these trials. The new aircraft had a higher top speed than the P-12B, but a lower rate of climb, was less manoeuvrable and had an increased landing speed. During the trials a ring cowling and a modified tail were both installed but without success.

The Model 202 was returned to Boeing, but crashed on 7 February 1931 at the south-west corner of Seattle after a propeller blade failed during a vertical climb that directly followed a high speed run. The vibration shook the engine out of the aircraft. Neither the Model 202 nor the Naval XF5B-1 (Model 205) entered production, but some features from the design were used in later versions of the P-12 and the F4B, in particular the semi-monocoque fuselage.

Engine: Pratt & Whitney SR-1340D Wasp
Power: 450hp at 8,000ft
Crew: 1
Span: 30ft 6in
Length: 21ft
Height: 9ft 4in
Empty Weight: 2,052lb
Gross Weight: 2,746lb
Maximum Speed: 163mph at sea level, 190mph at 8,000ft
Cruising Speed: 160mph at 8,000ft
Climb rate: 1,800ft/ min at 8,000ft
Ceiling: 26,550ft
Range: 421 miles
Guns: Two 0.3in machine guns
Bomb load: -

Boeing XP-15

Boeing XP-15 là một mẫu thử nghiệm máy bay tiêm kích một tầng cánh của Hoa Kỳ, đây là mẫu máy bay thứ hai được chỉ định sau Boeing XP-9.

XP-15 / XF5B
KiểuMáy bay tiêm kích
Hãng sản xuấtBoeing
Chuyến bay đầu tiên30 tháng 1-1930 [1]
Tình trạngbị phá hủy
Khách hàng chính USAAC
Số lượng sản xuất2 (1 XP-15, 1 XF5B)

Operational history

The XP-15 first flew in January 1930, when it was discovered that the vertical stabilizer (a P-12C type) needed to be larger in order to compensate for the single wing. Initial testing showed a top speed to 178 mph, but with enlarged tail surfaces and a Townend cowling, it recorded 190 mph at 8,000 ft. The aircraft performed poorly, with a poor rate of climb and a high landing speed. The USAAC did not order the aircraft for production and on 7 February 1931, the prototype was destroyed when a propeller blade failed and the engine tore loose from its mounts. Ώ]

The Navy was offered the similar Model 205. It first flew in February 1930. One was bought by the US Navy as the XF5B-1, but by the time flight testing was complete in 1932, other aircraft were ordered instead.

Boeing is on the back foot

The idea of a Boeing NMA has been floating around for quite some time now. The original NMA plan detailed a successor to the 757, and potentially the 767 as well. These were dubbed internally the NMA-6X and the NMA-7X, and by the time 2019 rolled around, they were considered to be almost ready to be revealed to the market.

However, the 737 MAX crisis derailed Boeing’s best-laid plans. It was thought that the planemaker was on the verge of requesting authority from its board to begin offering the NMA to airlines in March that year, but the second crash of the MAX and subsequent grounding meant everything was put on the back burner.

That year, Boeing was wholeheartedly gazumped by Airbus, who chose the Paris Air Show as the platform to officially launch the long-anticipated A321XLR. This plane, while not a complete solution to the middle market requirement, ticks an awful lot of boxes for airlines that are keen to retire their aging 757s and 767s.

This became painfully apparent to Boeing as Airbus began stealing orders from right in its back yard. Both American Airlines and United placed substantial orders for the type, unable to wait any longer for a solution from their homegrown manufacturer.

Airbus remains on track to bring the XLR into service in 2023. With the best will in the world, Boeing will struggle to launch an NMA much before the late 2020s. As airlines shuffle their fleets to accommodate the current and projected future effects of the pandemic, Boeing needs to make a decision fast, or risk missing the boat.

Boeing MH-139

Authored By: Staff Writer | Last Edited: 12/09/2020 | Content © | The following text is exclusive to this site.

The MH-139 is a Boeing-modified version of the successful Italian-originated AW139 series of medium-lift helicopters produced by Leonardo. It is intended to compete in the newly-announced United States Air Force's UH-1N "Twin Huey" Replacement Program. The UH-1N (Model 212 is its civilian market equivalent) is a twin-engined model of the original Vietnam-era single-engined Huey transport / gunship. However, its design is rooted in Cold War-era doctrine which has required the series to receive regular modernizations to keep the series viable for the short-term - a long-term solution by the USAF is now sought.

The Twin Huey was debuted in 1970 and is in service with a plethora of global operators beyond the United States. The USAF uses these mounts for local security at high-level installations and as VIP transports. At any rate, replacing this proven warrior is a tall order for any interested company.

The AW139 framework promotes a robust, reliable and proven rotary-wing platform that has seen production top nearly 800 examples since series introduction occurred in 2003. Like the Twin Huey, the AW139 has been adopted by a large collection of operators around the world including several American police agencies. The Boeing offering is helped some by the fact that the Italian helicopter is already produced locally in the United States out of Philadelphia.

Outwardly, the MH-139 is a sleek offering the inherent benefits of the existing AW139 with the benefits of Boeing-installed mission equipment. The platform makes use of a two-man crew seated (side-by-side) in an all-modern, all-glass cockpit. Digital color displays dominate the two positions with a shared console in-between. Vision out-of-the-cockpit is excellent thanks to the proven AW139's design spanning over 1.7 million flight hours in various environments worldwide.

The passenger cabin is relatively spacious and features large rectangular rear-sliding doors for easy entry/exit of passengers and the high position of both the main rotor and tail rotor add safety for embarking/disembarking passengers.. There is a position between the pilot seats and passenger area to fit optional pintle-mounted armament for fire suppression by way of machine guns. These are purposely placed so as not to obstruct passenger entry/exit. The cabin can be configured for cargo or passengers as needed - seating fifteen in the latter. Over the starboard side of the fuselage (at the passenger sliding door) can also be installed a rescue hoist for Search and Rescue (SAR) sorties or a cargo winch for cargo-hauling missions. The undercarriage is wheeled at all three legs and fully retractable. The nose mounts sensor turret blister housing a FLIR Star Safire 350HDc high-definition, full-color electro-optical/IR ball.

The MH-139 makes use of a five-bladed main rotor system designed for high-performance and low-noise. It sits low along the fuselage and is mounted atop the twin-engine compartment. The engines are held in a separate engine compartment with individual access to the transmission system. The turbofans are aspirated through side-facing intakes to reduce the change of object ingestion. Furthermore, the systems are developed with inherent InfraRed (IR) reduction of which directional exhaust flow is a part of. Access to the engine units is through large, hinged panels along their sides. The tail rotor is of a four-bladed arrangement set to starboard. It is purposely fitted high atop the tail fin so as to clear ground personnel.

The MH-139 was debuted at the 2017 Andrews Air Show. It is in direct competition with Lockheed's Sikorsky UH-60U offering for the Twin Huey Replacement Program.

September 2018 - The United States Air Force has selected the Boeing MH-139 proposal as the direct replacement for its aging fleet of UH-1N Huey transports. The helicopters will be used in general transport, VIP, security, and utility roles for the service. The initial contract covers four MH-139 platforms with first deliveries scheduled for 2021 and final deliveries (of the 84 examples slated for procurement) coming in 2031. The total contract value could reach $2.38 billion USD.

Timeline: Boeing's 100-Year History in Aerospace

New York: A pioneer in commercial air travel and a major player in building military aircraft, Boeing's 100-year history coincides with many of the defining moments in US and global history.

1916: William Boeing starts the Pacific Aero Products Co., which was renamed after its founder a year later. Boeing's first planes, the Model C wooden seaplanes, were sold to the US Navy for World War I, establishing a key alliance with the US military.

1927: Boeing creates its own airline, Boeing Air Transport, for transporting mail with its Model 40 biplanes. The model would become the first Boeing airplane to carry passengers.

1934: Boeing, accused of monopolistic practices, is forced to break up into three entities: United Technologies, United Airlines and Boeing. Founder William Boeing divests his holdings in the company.

1937: Boeing delivers the first B-17s to the US Army Air Corps, the giant "Flying Fortress" bomber that played a central role in the Allied victory in World War II.

1941: The British Royal Air Force takes delivery of B-17s, giving them their first taste of combat.

1954: The massive jet-powered B-52 Stratofortress becomes the US military's symbol of power in the Cold War, to hold a key place in the US Air Force up through today.

1958: Pan Am, the leading US airline, unveils the Boeing 707, which soon became the first commercially successful jet airliner. Television ads showed well-heeled passengers sipping red wine and enjoying vibration-free travel, a sign of the post-war US economic boom.

1962: Boeing introduces the CH-47 Chinook helicopter, used in troop movement and battlefield resupply prominently in the Vietnam War.

1969: The Boeing-built Saturn V rocket propels astronaut Neil Armstrong to the moon.

1970: The 400 passenger 747 Jumbo Jet, more than twice as large as the 707, is launched to dominate international air travel and cargo over the next decades.

1970: Boeing archrival Airbus is created originally as a joint effort of the German and French governments.

1977: Two 747s collide on the runway of the Canary Islands, killing 583 passengers in the deadliest plane crash in history. The accident sparked sweeping upgrades to international safety regulations.

1987: Boeing is added to the Dow Jones Industrial Average, the prestigious index of blue chip companies.

1997: Boeing acquires American archrival McDonnell Douglas for $13.3 billion, slimming the field of major commercial aircraft makers to just two, Boeing and Airbus, and beefing up its capacity as an international weapons maker.

2001: Boeing picks Chicago as its new corporate headquarters after the midwestern city offers up some $60 million in tax incentives to move from Seattle, the company's production base.

2011: After numerous delays, Boeing's newest passenger jet, the widebody Dreamliner, completes its first commercial flight from Narita, Japan to Hong Kong. The planes, known for fuel efficiency, were later grounded due to an overheating problem with the lithium-ion batteries.

British Airways’ Boeing 747: A Look Back at Its History

LONDON – As British Airways (BA) completes retirements of its Boeing 747 that were based in London Heathrow (LHR), Airways takes a look back at its history as more of the frames are destined for their end.

Around 18 airframes are still queued for their eventual retirement, with the following already retired:

Photo: British Airways

The Sprouting Seventies

The 1970s were when the 50-year relationship with the aircraft began, which was before the merger of the British Overseas Airways Corporation (BOAC) and British European Airways (BEA).

The start of that decade saw BOAC receive the first Boeing 747-100 variant, which was the next-step in long-haul air travel. The first hangar suitable for the aircraft type was built in March 1971 before receiving the aircraft officially in April.

G-AWNF (L.N. 111/MSN 19766), the first unit in the fleet, operated its first commercial flight from LHR to New York (JFK) around two weeks after delivery. It lived a healthy 30-years in service and followed the airline into BA as we know it today before being stored with Kabo Air (N9) as 5N-JJJ.

Following significant success within a four-year period on the type, the airline placed an order for four Boeing 747-200, powered by Rolls-Royce engines. By June 1976, the first two of the four aircraft were delivered to the airline.

Photo: AVSIM

The Electric Eighties

The 1980s were when the airline decided to dabble in using the aircraft for freighter operations. In October 1980, the first Boeing 747 Freighter, dubbed G-KILO (L.N.480/MSN 22306) was delivered to BA.

In 1981, two of the airline’s 747-100 were sold to Trans World Airlines (TW), before placing several of its newly delivered -200 aircraft into storage in the US and placed on sale due to the deepening recession of 1982.

Due to ongoing the economic downturn of 󈨖, the aircraft left the BA fleet and was sent to Cathay Pacific (CX) as VR-HVY and B-HVY, which featured some wet-leasing operations with the Royal Air Force before being sent to the scrap-heap in May 2008, living a total of 28 years.

Around three years later, once the economy recovered, BA placed its largest single aircraft order ever placed for 16 brand new 747-400 aircraft at list prices of $4.3m, with options for an additional 12 to replace its aging -100 aircraft.

By 1987, BA had acquired five miscellaneous Boeing 747 aircraft from British Caledonian (BR), which merged with the airline following negative financials from the carrier.

The Boeing 747-400 variants were delivered by 1989, and July saw the aircraft commence its first commercial flight, flying between LHR, Philadelphia (PHL) and Pittsburgh (PIT) using G-BNLC (L.N.734/MSN 23910).

Photo: Roberto Leiro

High-Life at the Start of the Nineties

As BA continued to receive more 747, the airline announced it would develop a £70m new aircraft engineering base in Cardiff (CWL), which is where we see some of the aircraft stored at the current moment. The CWL base was going to be used specifically to cater to the aircraft, creating around 1,200 jobs at the time.

Around a month after, in July 1990, BA then announced it ordered an additional 21 -400 aircraft, with options for 12 more aircraft, bringing the total order to 42. Such options were exercised around a year later, due to a £4.3bn order for 15 Boeing 777-200 aircraft, with 24 Boeing 747-400 included in the deal as well.

In March 1993, the airline decided to take a plunge into the Asian market with the launch of British Asia Airways (BR – using the same IATA code as British Caledonian) which launched for around eight years before ceasing operations in December 2001.

British Asia Airways targeted the likes of Taiwan (TPE) and other popular destinations across Asia at the time. But with that, came expansion and co-operative opportunities.

Photo: Roberto Leiro

The Mid-nineties

A year later, in August 1994, BA signed a co-operative deal with Australian carrier Qantas (QF) to ensure scheduling, sales and marketing on its 35 weekly 747 flights on what was known as “Kangaroo services”.

February 1998 came along and the airline bade farewell to four of its -400 aircraft, with an order for five 777-200 being the replacement for the aircraft. In August of that same year, more 777 were ordered by the airline, with orders for five firm 747 and seven options being cancelled as a result.

By September, the airline had begun to expand into Africa, particularly with Nigeria with a co-operating with Nigeria Airways (WT) using the aircraft to service Lagos (LOS) on a thrice-weekly basis. April 1999 saw the sales-based relationship with Boeing and the 747 come to an end as the 59th and final -400 was delivered to the airline.

Photo: Brandon Farris

The “Noughties” Era of Technology

Exploring the new era of onboard broadband using Connexion by Boeing saw a three-month internet trial begin with the airline and the manufacturer, enabling passengers to plug in their laptops from their seats, bringing in a new era of technology at the time.

May 2005 came along and at that period, countries around the world began the process of bidding for the upcoming 2012 Olympic and Paralympic games, with UK Prime Minister Tony Blair signing a 747 to support London’s bid to host the games.

On the technological front again, August 2006 saw the aircraft switch over to a new computerized maintenance system known as EWS. The -400 was the last aircraft to transfer to this system, offering more safety-based commitments to fliers who would use the aircraft.

Photo: Kochan Kleps

In November 2007, the first trial on using an aircraft at the brand new Terminal 5 was used in order to test out the baggage, cargo, catering, and fuelling operations.

By August 2008, the aircraft took centre-stage once again in taking the responsibility of flying home the British Olympic team after a successful stint at the Beijing Games sporting a gold nose cone and the message ‘Proud to bring our British heroes home’.

Photo: Kochan Kleps

The Last Decade of Prevalence

July 2015 came along, and the airline commenced works on 18 of its -400 aircraft to upgrade the cabin systems on board, including refurbishments of its interior, the addition of 16 extra Club World seats as well as new in-flight entertainment systems.

By September, the first refurbished aircraft departed on its first commercial flight down to JFK featuring at the time Panasonic in-flight entertainment, larger screens, and more content for fliers.

The 747 made another Olympic Games appearance in August 2016, returning back from Rio de Janeiro (GIG) on yet another gold-nosed aircraft with the name ‘VictoRIOus’, with the Paralympic Team returning back later in the month.

Photo of the lights onboard the 747. Photo: Roberto Leiro Cabin of the BA 747. Photo: Roberto Leiro IFE was a lot simpler back then. Photo: Roberto Leiro

2019 and Now

Last year, in coordination with the Royal Air Force Red Arrows, the 747 in the BOAC livery did a fly-past to celebrate 100 years of BA. And then, sadly, the COVID-19 pandemic came around. The airline announced in July of this year that the aircraft would be phased out early due to the significant drop in demand for business.

By August, the first aircraft, dubbed ‘Victor Delta’ (G-CIVD | L.N. 1048/MSN 27349) was sent to its final home of Castellon (CDT) for storage. This particular aircraft, offering the Oneworld Alliance color scheme, had flown over 115,000 hours across 13,300 flights, traveling 50 million miles.

Many of the frames offered the same in terms of usage, meaning that all Boeing 747 across the BA fleet had a busy and well-used life.

Photo: Luca Flores

The Future of the Royal Queen of the Skies

With 18 of the 31 units already retired, it is forecasted that the remaining 13 will be at their final homes by the beginning of next year, based on their current retirement patterns.

The history of the Boeing 747 in the BA fleet shows how much of a brilliantly useful asset the aircraft was, and this is something that will not be forgotten about.

Photo: Luca Flores

Catch’em while You Can

There is some level of hope that the 747 that were repainted as part of Centenary celebrations will not get torn into pieces for scrap. Initially, there were some rumours that the BOAC, Negus and Landor liveries would be preserved in the UK, but no official confirmation has been given for it.

But what we do know is this. COVID-19 has not just decimated the aviation industry it has decimated an aircraft type that enthusiasts and those in the industry hoped to get just a few more years left of. This means that we must catch them while we can, before they become a sadly scarce unit.

Featured Image: British Airways Boeing 747-436 in the BOAC livery. Photo: Luca Flores

Boeing XP-15 (Model 202) - History

Boeing 787-XE - A Microsoft Flight Simulator 2020 Mod

We have just started working on a mod for the Boeing 787-10. There is a lot of effort going into this mod. We are currently working on implementing all MFS Pages and improving the FMC. There is a lot more to come. We can't wait to improve the 787-10.

Just download the latest release here and copy the inner "B787-XE" folder into your community folder of MSFS 2020.

  • Door Page
  • Gear Page
  • Status Page
  • Electrical Synoptic Display
  • Flight Control Surfaces Page (mupok)
  • Colored Green (Ollie2304)
  • ILS markers added (sbutters)
  • Fixed FMC calculated speed formatting in legs page (Pieloth)

We can't offer much more right now because we just started working on it, but we are working on many different things.

Join our Discord to get involved or to get the latest information. We are still looking for more devs to take part of this awesome project!

Rutan Model 202 Boomerang

Love this plane. It's just so daft and yet brilliantly Rutan.

It’s got a real “crazy like a fox” vibe

Goofy af but smooth at the same time

If you think this is weird, meet it’s predecessor: the Blohm & Voss BV 141

The BV 141 was a single engine. Rutan's design was addressing thrust asymmetry in twin engined aircraft, engine criticality, etc.

I got to see it in person back in the early 2000s at Oshkosh. What a wild design, but somehow still very elegant. Even the front windows. ridiculous but somehow aesthetic.

If Gaudi designed a plane.

He was taking inspiritation from nature. This is some fiddler crab implementation try.

Flight of the Phoenix (a 2004 remake of The Flight of the Phoenix) is the story of how survivors of a plane crash in the desert cobbled together parts into an asymmetrical design so they could fly out of the desert before their supplies ran out.

No one had forgotten that famous pilot Paul Mantz crashed and died during the shooting of the original movie. Yet, Moore and his team first wanted to have a real Phoenix built. Moore hoped to film a full-size flying version, so his team contacted Burt Rutan's Scaled Composites of Mojave, California, for help with the flying Phoenix plan.

The asymmetrical aspect of the plane was also consistent with Rutan's previous research on the Boomerang prototype.

The twist in the movie is that the person designing the new aircraft from salvaged parts had only designed model airplanes, not full sized ones. Ironically, the production of the remake, even with Rutan's assistance could not get a full sized craft built to fly (and get insured) so they ended up using a model for the flight shots in the film.

Boeing XP-15 (Model 202) - History

Seventy-five Model 247s were built for customers in the US and abroad.
(Photo - National Aviation Museum.)

    The 247 was an immediate success and the first production aircraft were quickly followed by the refined Model 247D. But destiny still held further success for the airliner. Many great aircraft built between the wars were evolved to take part in air races—such contests were also excellent proving grounds for new or established production types. So, when the MacRobertson Race from London to Melbourne, Australia was organized in 1934, a Boeing Model 247D was entered. Flown by Col. Roscoe Turner and Clyde Pangbourne, it gained third place behind its great rival, the DC-2 operated by KLM Airlines. A special British built de Havilland DH.88 Comet came in first. 4

    The Model 247 was eclipsed by the DC-3, which in many ways a more refined aircraft than the Model 247. It was larger, faster and carried more passengers. Also the mid-wing section was integral to the fuselage, which eliminated the spar running through the cabin as it did on the 247. A total of 75 Model 247s were built, which was an impressive amount for the 1930s, but that amount was miniscule compared to the thousands of DC-3s that would replace it.

Boeing Model 247D
Wing span: 74 ft (22.6 m)
Length: 51 ft 7 in (15.7 m)
Height: 12 ft 2 in (3.70 m)
Wing Area: 836 sq ft (77.70 sq m)
Empty: 9,144 lb (4,148 kg)
Gross T/O: 13,650 lb (6,192 kg)
Maximum Speed: 200 mph (322 km/h)
Service Ceiling: 25,400 ft (7,740 m)
Rate of Climb: 1,150 ft (350m)/min
Normal Range: 745 miles (1,199 km)
Two Pratt & Whitney 550 hp Wasp S1H1-G, 9-cylinder radial engines.

1. Peter M. Bowers. Boeing Aircraft Since 1916 New York: Funk & Wagnalls, 1968. 182.
2. Howard Mingos, ed. The Aircraft Year Book for 1935. New York: Aeronautical Chamber of Commerce of America, Inc., 1935. 248.
3. Kenneth Munson. Airliners Between the Wars 1919-39. New York: The Macmillan Company, 1972. 161.
4. Howard Mingos, ed. 167.

© The Aviation History On-Line Museum. All rights reserved.
September 14, 1997. Updated November 16, 2014.

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