The 360 looks to have great bones. As an old H-46 mechanic (first bird I worked on) with two West Pacs VNE yjr big twins are close to my heart. Also did timeon C-1 and C-2 Grumman CODs and the V-22 is neither of the above. Biggest drawback that no talks about is the ingress noise, in helo mode you can feel the impact of blades on air in your bones. Not a good deal for anyone except the OEM.

On another note!!!
Has anyone really seen the "real performance specs on the v-22 Osprey? just how diffirent are the performance specs at "Helicopter altitudes" in "helicopter mode" vs the old CH46E? Has anyone figured out the great advantage to having an un-pressurized troop compartment on an aircraft who's true performance only really comes in to play at high/turbo-prop altitudes? it's great being able to carry 20+ heavily laden troops over 1000+ miles at high speed, but if they arrive at the combat zone hypoxic there's not much point is there? If it's un-defendable in the current configuration and there really isn't a practical escort for it how do you fly it into a hostile area? It can't auto rotate, it suffers from a serious problem engineered into it from the get go.....Boeing in all their wisdom placed at least half the rotor system over and just aft of the leading edge of the wings. In helicopter mode this is all fine and dandy intil you go into a high rate of descent and or a high angle of attack in a decent (combat ingress insertion)...at this point where does all the low pressure air from the leading edges go?...straight up into the rotor system!!! the higher the rate of decent the larger the low presssure envelope over the wing becomes making recovery at some point impossible....add high disc loading and you have a recipe for disaster!!! try engineering these problems out fo the aircraft!!! The Corps could have outfitted the entire medium lift fleet with MH chinooks (that actually work )with every bell and whistle for general operational requirements and cover spectial ops assignements for half the cost and already have the tactics and support equipment in place to operate them, not to mention almost 50 years of tandem rotor experience to back it up!!!....by the way has anyone seen or heard of a V-22 in Afganistan yet?

frogs all the way

Un-believable that the Marine Corps would make such a drastic blunder as to buying the most expensive Lemon in U.S. military history (V-22) VS buying a great improvement on an already fantastic time/ combat tested platform like the CH46. Anyone who sees through all the hype with the Osprey will tell you it is impractical, overtly complicated and unreliable for the "boots on the ground" Marines. If you can't keep it up on a prepared strip in CONUS with factory support how are you going to fare in ocean to desert combat with limited tools and support equipment?...you won't!! Remember the old addage K.I.S.S......keep it simple stupid!! ......wished I could have flow on the 360!!

being a navy 46 driver would of loved to fly the boeing 360
wow what a heli this craft is.

yes I was a prduction control coordinator AND REMBER how the mechanics were complaning about drill bits burning out AND have to retool the problem

The 360 was never offered for production, a test bed only. The 360 was 1 foot longer and 1 foot taller than a H 46 as I recall making it not fit in Navy hangars on single spot ships. The v22 was held off for many many years, I could have ridden in the prototype while in flight school in83, and it did not get into production until I was retired. The PAX river events of the v22 were pilot error and the squadron events were truely bad judgetment when the records were altered. It should have been in the fleet years before but Cheney said it was too expensive of a helo. Anyone in SAR knows 150 knots is not as good as 300 knots. Oh well I'll take my H46 anyday. a 360 would have been fun.

the intakes are located just behind the top of the aft clam shells.

As a Marine veteran and former CH-46 mechanic, I was very enthusiastic when it came to the "360". The MV-22 was just too "over the top". Now there are numerous MV-22 squadrons in the fleet. It's too bad that the 360 wasn't given more attention instead of just being used as a "test bed" for composite technology.

I'm involved in Marine corps and naval aviation as a whole and after many discussions with our tech rep I was very confused as to why the marine corps went with the v-22 rather than the 360. any information i could get would be appreciated. thank you

shame

where are the intakes?

I am looking for test flight data from this Boeing ship. Were the performance predictions confirmed all over the speed range? Are there power curves available for different weights? What about ceiling and range of this ship?
Thanks for establishing contact to reliable (confidential) information!

to whom it may concern:
I am looking for some information of the 360 such as flight characteristics, etc. I am part of the AHM in west chester, pa were the aircraft is now. I am going to try to program x-plane for the 360 off of the ch-47d model. please send me some info if you have any. Thank you!

Mark

I witnessed this aircraft take off for the first time in June of 1987 - it was the world's first all composite helicopter privately developed with internal R&D Funds. This was the piece de resistance of helicopters (and surpassed the Experimental 347 which was started in 1968) and led to this state of the art aircraft which is approx-imately the size of a CH-46 Sea Knight with a lightweight composite body employing Stealth technology (engines totally enclosed for reduced infra-red signature, quiet four blade hubs. This aircraft was Sea Knight sized but incorporated Chinook Dynamic Components and in essence was a Sea Knight with the lifting power of a Chinook. The all composite technology developedd by Boeing on this ship was the forerunner of the technology used to build the all composite V-22 Tilt Rotor, of which I was assigned to as the "Mock Up" Industrial Engineer. This was a very expensive helicopter to build from an internal

I witnessed this aircraft take off for the first time in June of 1987 - it was the world's first all composite helicopter privately developed with internal R&D Funds. This was the piece de resistance of helicopters (and surpassed the Experimental 347 which was started in 1968) and led to this state of the art aircraft which is approx-imately the size of a CH-46 Sea Knight with a lightweight composite body employing Stealth technology (engines totally enclosed for reduced infra-red signature, quiet four blade hubs. This aircraft was Sea Knight sized but incorporated Chinook Dynamic Components and in essence was a Sea Knight with the lifting power of a Chinook. The all composite technology developedd by Boeing on this ship was the forerunner of the technology used to build the all composite V-22 Tilt Rotor, of which I was assigned to as the "Mock Up" Industrial Engineer. This was a very expensive helicopter to build from an internal