The Fallout universe is at times exaggerated and contradictory, with rules very different from our own. However, there are certain developments that have almost direct equivalents in our world. Previously we talked about Davy Crockett, a nuclear bazooka that immediately reminds us of the Fat Man launcher, and now it's the turn of tiltrotors, hybrids between helicopters and airplanes that are basically real Vertibirds. The concept of the tiltrotor is much older than we imagine, and today there are several functional examples.
The Vertibird is a fundamental element within Fallout's lore. In the second game we must steal its plans (and also decide which faction to give them to), and depending on our previous actions, we can use it as a 'taxi' in Fallout 4, a huge advantage when playing in Survival mode (since there is no fast travel).
Now... the Vertibird from Fallout 4 cannot fly. In fact, it couldn't even land properly: a center of gravity that is too high and a very narrow landing gear would cause the ship to fall to one side. It's just one more demand of the "suspension of disbelief" among many others... but if we move to the real world, the truth is that there are aircraft very similar to the Vertibird. They are called tiltrotors, and they are not new by any means.
Tiltrotors and Their Main Examples
The information available on the Web mentions the Henri and Armand Dufaux brothers registering one of the first designs in 1902, the patent for a 'flying machine' that George Lehberger presented in May 1929 (confirmed in September 1930), the Focke-Achgelis Fa 269 from Nazi Germany (never left the wind tunnel, the Allied bombs took care of the rest), and the Platt and LePage PL-16 (the company ran out of funds), but the first tiltrotor to fly was the Transcendental Model 1-G from 1954. Only one prototype was built, and it was destroyed the following year (the pilot managed to save himself). Its second version corrected several limitations of the original, and also added a second seat, but the Air Force withdrew its support, in favor of the Bell XV-3.
The Bell XV-3 took its first steps in October 1953, but had its first flight on August 11, 1955. Two months later, that same initial prototype crashed (its vibrations were so intense that they knocked out the test pilot), however, the second unit fared much better. Over the years, the XV-3 received multiple optimizations, and concluded its testing phase in June 1966, accumulating 250 flights, 125 hours, and 110 complete transitions.
Almost in parallel, Bell explored a tiltrotor concept with four rotors called the X-22. Two prototypes were built: the first flew in March 1966, and the second in August 1967. In addition to exploring V/STOL properties (vertical and/or short take-off and landing), the X-22 was supposed to achieve a minimum speed of 525 km/h, something it never managed. The program was canceled, but the last flight of its second prototype took place in the '80s.
Everything learned was poured into the Bell XV-15, which first flew in May 1977. It spent a long time in wind tunnels, alternating flight tests in both modes, and finally debuted at the Paris Air Show in 1981, winning over the public with a bow. The first prototype fell to the ground in August 1992 due to a mechanical failure (its two crew members survived), and its cockpit was recycled for a flight simulator. The second unit served under the wing of NASA and the Coast Guard until 2003, and contributed to the development of more modern projects.
The first of those projects is the Bell Boeing V-22 Osprey, probably the most media-friendly tiltrotor of all. Its first flight dates back to March 1989, but the requirements for military service notably extended its testing period, receiving the green light in June 2007. The evolution of the V-22 was slow and painful: in addition to surviving several political attempts to cancel it, the tiltrotor records a total of 16 accidents and 62 deaths to date.
The second is a civil variant, the Leonardo AW609. Previously known under the names AgustaWestland AW609 and Bell-Agusta BA609, this tiltrotor seeks to position itself as a faster and longer-range option, aimed at VIP clients and offshore facility operators. The lack of funds and the V-22's problems have caused delays in the AW609's certification, but it is expected to reach the market sometime in 2025.
To conclude, I think it would be a mistake on my part not to mention the Bell V-280 Valor. This tiltrotor was chosen by the United States Army for the Future Long-Range Assault Aircraft program (which in turn is part of the Future Vertical Lift program), with the goal of replacing none other than the Sikorsky UH-60 Black Hawk. Its prototype began flying in December 2017, and it is estimated that it will continue under evaluation until 2031, the year for its entry into service.
