Pages

Tuesday, 15 January 2013

Bell Boeing V-22 Osprey

"V-22" redirects here. For other uses, see V22 (disambiguation).
V-22 Osprey
A U.S. Marine Corps MV-22 prepares to land aboard USS Nassau in 2008.
A U.S. Marine Corps MV-22 prepares to land aboard USS Nassau in 2008.
Role V/STOL transport
National origin United States
Manufacturer Bell Helicopter
Boeing Rotorcraft Systems
First flight 19 March 1989
Introduction 13 June 2007[1]
Status In service
Primary users United States Marine Corps
United States Air Force
Produced 1988–present
Number built 160[2]
Program cost US$35.6 billion after planned procurement of 408 aircraft[3]
Unit cost MV-22: US$69.3 million (flyaway cost for FY2012)[3]
Developed from Bell XV-15
The Bell Boeing V-22 Osprey is an American multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the United States Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. The team of Bell Helicopter and Boeing Helicopters was awarded a development contract in 1983 for the tiltrotor aircraft. The Bell Boeing team jointly produce the aircraft.[4] The V-22 first flew in 1989, and began flight testing and design alterations; the complexity and difficulties of being the first tiltrotor intended for military service in the world led to many years of development.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007; it is supplementing and will eventually replace their CH-46 Sea Knights. The Osprey's other operator, the U.S. Air Force, fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed in both combat and rescue operations over Iraq, Afghanistan and Libya.

Development

Early development

The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5][6] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[7] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership.[8]
The defining mission of the Marine Corps was to perform an amphibious landing, and they were particularly interested in the JVX program, for two reasons:
  • They realised that a concentrated strike force was vulnerable to a single nuclear weapon, airborne solutions with good speed and range allowed for significant dispersal.[9]
  • Their CH-46s were wearing out;[10] without replacement, the threat of a merger between the Marine Corps and the Army lingered,[11][12] similar to President Truman's proposal following World War II.[13]
The U.S. Navy and Marine Corps were given the lead in 1983.[8][14][15] The JVX combined requirements from the U.S. Marine Corps, Air Force, Army and Navy.[16][17] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for an enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[18][19]
Early concept illustrations of V-22 from late 1980s timeframe. The top view is an isometric view. Front, side and top views are shown below with a view of the wing folded.
Early concept illustrations of V-22
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by that March the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[20][21] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][22] The USMC variant of the Osprey received the MV-22 designation and the U.S. Air Force variant received CV-22; this was reversed from normal procedure to prevent Marine Corps Ospreys from having a conflicting designation with aircraft carriers (CV).[23] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[24] On 3 May 1986 the Bell Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the U.S. Navy. At this point all four U.S. military services had acquisition plans for V-22 versions.[25]
The first V-22 was rolled out with significant media attention in May 1988.[26][27] The project suffered several blows. That year, the U.S. Army left the program, citing a need to focus its budget on more immediate aviation programs.[8] The project faced opposition in the Senate in 1989, surviving two votes that both could have resulted in cancellation.[28][29] Despite the Senate's decision, the Department of Defense instructed the U.S. Navy not to spend more money on the Osprey.[30] When the V-22's projected development budget greatly increased in 1988, Defense Secretary Dick Cheney tried to remove funding from 1989 to 1992 in an effort to cancel it. He was eventually overruled by Congress,[14][30][31] which provided unrequested funding for the program.[32] Multiple studies of alternative aircraft found the V-22 provided more capability and combat effectiveness with similar operating costs as the alternatives.[33] The Clinton Administration was supportive of the V-22 and helped the program attain funding.[14]

Flight testing and design changes

Four U.S. Marine paratroopers jump from the rear loading ramp of a MV-22 Osprey.
U.S. Marines jump from an Osprey.
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[34] and on 14 September 1989 in fixed-wing mode.[35] The third and fourth prototypes successfully completed the Osprey's first sea trials on the USS Wasp in December 1990.[36] The fourth and fifth prototypes crashed in 1991–92.[37] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the V-22B model.[38] V-22 flights resumed in June 1993 after safety improvements were incorporated in the prototypes.[39] Bell Boeing was awarded a contract for the engineering manufacturing development (EMD) phase in June 1994.[38] The prototypes also received changes to better match the B-model configuration. Flight testing at the stage focused on expanding the flight envelope, measuring flight loads, and supporting the EMD redesign. This and further flight testing with the early V-22s continued into 1997.[40]
External images
V-22 with M777 howitzer
Osprey carries M777 howitzer for first time
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. Testing fell behind schedule.[41] The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second sea trials, this time from the USS Saipan in January 1999.[24] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer,[42] and it lifts a light-weight version of the gun.[43][44]
In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 gatling gun.[45] The gun was to provide defensive firepower in high threat environments.[45] The nose gun project was canceled, leading to criticism by retired USMC Commandant James L. Jones, who was not satisfied with the V-22 armament.[46] A remote-controlled, belly-mounted, Minigun turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[47]
A V-22 with its wing rotated 90 degrees so it runs the length of the fuselage
First production Osprey to join the V-22 Navy flight test program since resumption of flight evaluations in May 2002. Aircraft is shown in compact storage configuration.
In 2000, there were two further fatal crashes, killing a total of 19 marines, and the aircraft was again grounded while the cause of these crashes was investigated and various parts were redesigned.[31] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[48]

Controversy

The V-22's development process has been long and controversial, partly due to its large cost increases.[49] The V-22's development budget was first planned for $2.5 billion in 1986, then increased to a projected $30 billion in 1988.[31] As of 2008, $27 billion had been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[24]
Its [The V-22's] production costs are considerably greater than for helicopters with equivalent capability—specifically, about twice as great as for the CH-53E, which has a greater payload and an ability to carry heavy equipment the V-22 cannot... an Osprey unit would cost around $60 million to produce, and $35 million for the helicopter equivalent.
—Michael E. O'Hanlon, 2002.[50]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lieutenant Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[24][51] Three officers were later implicated in the falsification scandal.[49]
The aircraft is incapable of autorotation to make a safe landing in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin "Moon" McKinney, a V-22 pilot, says there is an alternative, "We can turn it into a plane and glide it down, just like a C-130".[46] A complete loss of power would require the failure of both engines, as one engine can power both proprotors via interconnected drive shafts.[52] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters based on flight testing.[5] But a GAO report stated the V-22 to be "less forgiving than conventional helicopters" during this phenomenon.[53] In addition, several test flights to explore the V-22's VRS characteristics in greater detail were canceled.[54] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[31][55]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[46] The Marine Corps responded by arguing that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[56]
The V-22 has a maximum rotor downwash speed above 80 knots, more than the 64 knots lower limit of a hurricane.[57][58] However, it is possible to fast rope from the V-22.[59]
Changes have been made to the Osprey hardware, software, and procedures in response to hydraulic fires in the nacelles, vortex ring state control issues, and opposed landings.[60]

Recent developments

A CV-22 flying over mountainous terrain in New Mexico
CV-22 flying over New Mexico
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[61] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the U.S. Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[24] The V-22 had an incremental flyaway cost of $67 million per aircraft in 2008,[62] but the U.S. Navy hopes to shave about $10 million off that cost after a five-year production contract in 2013.[63]
On 15 April 2010, the Naval Air Systems Command awarded Bell Boeing a $42.1 million contract to design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[64] By 2014 Raytheon will provide an avionics upgrade that includes Situational awareness and Blue Force Tracking.[65]
Mission improvements have been developed for the "Block C" version. A contract for the Block C upgrade and other improvements was awarded to Bell Boeing in late 2009.[66] Deliveries of Block C upgrades are ongoing in 2010.[24][67][68] In February 2012, the Marine Corps received the first Block C Ospreys with new radar, cockpit displays, and electronic warfare features.[69]
U.S. Naval Air Systems Command is working on software upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[70] Implementation of these upgrades began in September 2011[71] and proved to be largely effective.[72]
Between 2008 and 2011, the estimated lifetime cost for maintaining the V-22 fleet grew by 61 percent, mostly from increased maintenance and support costs.[73]
In April 2012, the DoD ordered 70 AE 1107C engines for the Osprey, with options for up to 268 engines.[74]
In August 2012, the USAF found that "CV-22 wake modeling is inadequate for a trailing aircraft to make accurate estimations of safe separation from the preceding aircraft."[75]
On 6 October 2012, a MV-22 Osprey tilt-rotor aircraft from squadron VMM-165 land and refueled on board the USS Nimitz (CVN-68). This operation was part of an evaluation of the feasibility of the MV-22 as a potential replacement for the C-2 Greyhound carrier onboard delivery (COD) cargo transport aircraft.[76]

Design

A closeup of a MV-22B's rotor and engine tilted slightly upward.
Closeup of rotor and engine of a MV-22B
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[77] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical and rotors horizontal. Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel efficient, higher speed turboprop aircraft. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. Composite materials make up 43% of the V-22's airframe. The proprotors blades also use composites.[67]
For compact storage and transport, partly on Marine launch ships, the V-22's rotors fold in 90 seconds and its wing rotates to align, front-to-back, with the fuselage.[78] Due to the requirement of folding the rotors their 38 feet diameter is 5 feet less than optimal for vertical takeoff, resulting in high disk loading.[79] Most Osprey missions use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs. This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications for improved command and control.[24]
The V-22's two Rolls-Royce AE 1107C engines are connected by drive shafts to a common center gearbox so that one engine can power both proprotors if an engine failure occurs.[52] However, if a proprotor gearbox fails that proprotor cannot be feathered, and both engines must be stopped before an emergency landing.[80] The aircraft's autorotation characteristics are poor partly because the rotors have low inertia.[80] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[81] The rotorwash usually prevents usage of the starboard door in hover, and the rear ramp is used for rappelling and hoisting.[80]
A MV-22 Osprey cockpit on display at Wings Over Gillespie 2012
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs, compatible with night-vision goggles)[80] and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully coupled (autopilot) functions which will take the aircraft from forward flight into a 50 ft (15 m) hover with no pilot interaction other than programming the system.[82] The glass cockpit of the canceled CH-46X was derived from the V-22.[83] The fuselage is not pressurized, and personnel must wear on-board oxygen masks above 10,000 feet.[80]
The V-22 has triple-redundant fly-by-wire flight control systems.[84] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[85] The nacelles can rotate past vertical to 97.5° for rearward flight.[86][87] The aircraft also has computerized damage control that automatically isolates damaged elements.[88]
M240 machine gun mounted on V-22 loading ramp with a view of Iraq landscape with the aircraft in flight.
M240 machine gun mounted on V-22 loading ramp.
The Osprey can be armed with one 7.62x51mm NATO (.308 in caliber) M240 machine gun or .50 in caliber (12.7 mm) M2 machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A .50 in GAU-19 three-barrel gatling gun mounted below the V-22's nose was studied for future upgrade.[89] BAE Systems developed a belly-mounted, remotely operated gun turret system for the V-22,[90] named the Interim Defense Weapon System.[47] This system is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.[91] The belly gun system was installed on half of the first V-22s deployed to Afghanistan in 2009,[47] but found limited use due to its 800 lb (360 kg) weight and restrictive rules of engagement.[92]

Operational history

U.S. Marine Corps

Ground crew refuel an MV-22 before a mission in central Iraq at night. The rotors are turning and the tips are green, forming green circles.
Crew members refuel an MV-22 before a night mission in central Iraq, February 2008
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263) stood down to begin the process of transitioning to the MV-22 Osprey.[93] On 8 December 2005, Lieutenant General James Amos, commander of II Marine Expeditionary Force, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[94]
The Osprey has been replacing the CH-46 Sea Knight on a squadron-by-squadron basis since 2007, a process which is to be completed by 2019 when remaining Sea Knight helicopters will be retired.[95][96] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[97]
A side view of an MV-22 resting on sandy ground in Iraq during the day with its ramp lowered.
An MV-22 of VMM-162 in Iraq, April 2008
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Commandant of the Marine Corps James T. Conway indicated that over 150 Marines would accompany the Osprey set for September deployment to Al Asad Airbase.[98][99] On 17 September 2007, 10 MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[100]
The Osprey has provided support in Iraq, logging 2,000 flight hours over three months with a mission capable rate of 68.1% as of late-January 2008.[101] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[102] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[103]
A V-22 performing a vertical landing on the USS New York with two of the ship's crew nearby.
V-22 landing on the USS New York 19 October 2009
The only major problem has been obtaining spare parts to maintain the aircraft.[104] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[105] General George J. Trautman, III praised the V-22's increased speed and range over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[106]
Heat from the Osprey's engines can potentially damage the flight deck on some of the U.S. Navy's smaller amphibious ships. Naval Air Systems Command devised a temporary fix of portable heat shields placed under the engines to prevent deck damage. They determined that a long-term solution to the problem would require the decks be redesigned with heat resistant coatings, passive thermal barriers, and changes in ship structure in order to operate V-22s and F-35Bs.[107] DARPA has requested solutions from the industry for robust cooling to be installed on top of the flight deck.[108]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they completed all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[109][110] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[109] Naval Air Systems Command hopes to reach a 85% reliability rate by 2018.[111]
Marines prepare to board an MV-22 at Marine Corps Air Ground Combat Center Twentynine Palms in 2010.
The MV-22 was deployed to Afghanistan in November 2009 with VMM-261,[104][112][113] and saw its first offensive combat mission, Operation Cobra's Anger, on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[47] In January 2010 the MV-22 Osprey was sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there, the aircraft's first humanitarian mission.[114]
As of 2009, Ospreys have been fired upon by Man-portable air-defense systems and small arms, but none have been lost.[115]
The Marines have found that the V-22's speed and range make it a good operational match for fast jets. The service has therefore split Marine Expeditionary Unit operations into two groups with fast jets and V-22s in one group and helicopters in the other.[116]
On 18 February 2011, Marine Commandant General James Amos indicated Marine MV-22s deployed to Afghanistan surpassed 100,000 flight hours and were noted as having become "the safest airplane, or close to the safest airplane” in the Marine Corps inventory.[117] The average V-22 mishap rate based on flight hours over the past 10 years, has been approximately half the accident rate for the USMC aircraft fleet. The V-22's accident rate is the lowest of any Marine rotorcraft.[118] Wired Magazine has reported that the recent safety record has been achieved only by excluding V-22 ground incidents; one such incident claimed the life of one crew member.[119] The Marines responded that MV-22 reporting is done by the same standards as all other aircraft in the Department of the Navy.[120]
In March 2011, two MV-22s from the USS Kearsarge participated in a mission to rescue a downed USAF F-15E crew member during Operation Odyssey Dawn. This was one of the first times that a USMC Osprey was used in a Tactical Recovery of Aircraft and Personnel (TRAP).[121][122]
On 2 May 2011, following Operation Neptune's Spear, the body of Osama bin Laden, the founder of the al-Qaeda terror group, was flown out by a MV-22 tilt-rotor aircraft to the aircraft carrier USS Carl Vinson (CVN-70) and subsequently buried at sea after religious rites were conducted aboard the Vinson while operating in the Northern Arabian Sea.[123]
USMC claims that the cost of a flight hour had fallen from $12,000 to $8,300 in January 2012, averaging $10,000. The required mission capable rate is 82%, but the average was 53% from June 2007 to May 2010.[2]
The V-22s to be assigned to the Marine One mission will be the same configuration as the combat MV-22s, and will have additional upgrades for communications and passenger comfort.[124]
Japanese government leaders and Okinawa residents opposed the planned V-22 deployment in Japan due to the April and June 2012 accidents, but the deployment began in July 2012.[125][126] The Japanese Defense Ministry has studied the possibility of purchasing the Osprey.[127]

U.S. Air Force

Two USAF CV-22s in a staggered pattern with their rotors vertical preparing to land at Holloman Air Force Base, New Mexico.
Two USAF CV-22s, landing at Holloman AFB, New Mexico in 2006.
V-22 Osprey USAF video
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[128] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[129]
The Air Force first used the Osprey on a non-training mission to perform search and rescue from Kirtland Air Force Base on 4 October 2007.[130]
The U.S. Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[131]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[132] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[133]

Potential operators

In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[134] and multiple times has been a candidate for its Maritime Airborne Surveillance and Control (MASC) project to replace Sea Kings.[135] Israel had shown interest in the purchase of MV-22s, but no order was placed.[136][137] Flightglobal.com reported in late 2009 that Israel has decided to wait for the CH-53K instead.[138] However, in 2011 Israel was again expressing interest in purchasing V-22s to bolster its special operations and search & rescue capabilities.[139][140]
The V-22 Osprey was a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) which is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[141] The other candidates for the NAWSARH contract of 10–12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[142] The V-22 was eliminated from the competition in 2012.[143]
Bell Boeing has made an unsolicited offer of the V-22 for U.S. Army medical evacuation needs.[144] The Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[145]
The U.S. Navy remains a potential user of the V-22, but its role and mission with the service remain unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 for Carrier Onboard Delivery. The V-22 have already shown their advantage in speed and range of being able to land on and support non-carriers with rapid delivery of supplies and people between ships beyond helicopter range.[146][147] Loren B. Thompson of the Lexington Institute has suggested V-22s for use by the Air Force in combat search and rescue and for the USMC's Marine One presidential transport, which both need replacement aircraft.[148] Boeing announced on 5 May 2010, that it would submit the V-22 to the DoD's VXX Marine One helicopter replacement program.[149] V-22s are already planned to support the Marine One mission starting in 2013, because of the urgent need for CH-53E helicopters in Afghanistan.[150]
The United Arab Emirates and Canada have also expressed interest in the aircraft.[151] The V-22 has been offered to Canada to replace two kinds of aircraft used for search and rescue.[152] The Indian Navy is considering acquiring the V-22 and is to receive another briefing on the aircraft by its manufacturers in early 2012.[153]

Variants

A V-22 on a test flight with its rotors rotated almost to vertical.
A V-22 Osprey flies a test mission.
A front view of a U.S. Air Force CV-22 with its rotors facing forward flying over the Emerald Coast of Florida.
A CV-22 of 8th Special Operations Squadron flies over Florida's Emerald Coast.
V-22A 
Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after the 1993 redesign.[154]
EV-22 
Proposed airborne early warning and control variant. The Royal Navy studied this AEW variant as a replacement for its current fleet of carrier-based Sea King ASaC.7 helicopters.[155]
HV-22 
The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. It chose the MH-60S for this role in 2001.[156] Naval Air Systems Command's 2011/2012 V-22 Osprey Guidebook still lists the HV-22 for the U.S. Navy with the USAF and USMC variants.[157]
SV-22 
The proposed anti-submarine warfare variant. The U.S. Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[158]
MV-22B 
Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E and CH-53D.[159]
MV-22C 
MV-22B with upgraded software and improved temperature controls.[160]
CV-22B 
The U.S. Air Force variant for the U.S. Special Operations Command (USSOCOM). It conducts long-range, special operations missions, and is equipped with extra wing fuel tanks and an AN/APQ-186 terrain-following radar, along with other special operations equipment such as the AN/ALQ-211.[161][162][163][164] The fuel capacity is increased by 588 gallons (2,230 L) with two inboard wing tanks; three auxiliary tanks (200 or 430 gal) can also be added in the cabin.[165] The CV-22 replaced the MH-53 Pave Low.[24]

Operators

A MV-22 with its rotors up to vertical with a HMMWV vehicle hanging by two sling wires.
A MV-22 Osprey carries an HMMWV vehicle.
A view of the underside of a V-22 Osprey at the 2006 Royal International Air Tattoo air show
A bottom view of a V-22 Osprey at the 2006 Royal International Air Tattoo air show
The U.S. Marine Corps and Air Force have a combined 110 V-22s in service as of January 2012. Most are used by the Marine Corps.[166]
 United States

Notable accidents

Main article: Accidents and incidents involving the V-22 Osprey
During testing from 1991 to 2000 there were four crashes resulting in 30 fatalities.[31] Since becoming operational in 2007 the V-22 has had three crashes resulting in 6 fatalities, and several minor incidents. The aircraft's accident history has generated some controversy over its perceived safety.[167]

Aircraft on display

The V-22 Osprey on display at the American Helicopter Museum & Education Center

Specifications (MV-22B)

MV-22 Osprey Line Drawing.svg
Data from Norton,[169] Boeing,[170] Bell guide,[67] Naval Air Systems Command,[171] and USAF CV-22 fact sheet[161]
General characteristics
  • Crew: Four (pilot, copilot and two flight engineers/crew chiefs)
  • Capacity:
    • 24 troops (seated), 32 troops (floor loaded), or
    • 20,000 lb (9,070 kg) of internal cargo, or up to 15,000 lb (6,800 kg) of external cargo (dual hook)
    • 1× Growler light internally transportable ground vehicle[172][173]
  • Length: 57 ft 4 in (17.5 m)
  • Rotor diameter: 38 ft 0 in (11.6 m)
  • Wingspan: 45 ft 10 in (14 m)
  • Width with rotors: 84 ft 7 in (25.8 m)
  • Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
  • Disc area: 2,268 ft² (212 m²)
  • Wing area: 301.4 ft² (28 m²)
  • Empty weight: 33,140 lb (15,032 kg)
  • Loaded weight: 47,500 lb (21,500 kg)
  • Max. takeoff weight: 60,500 lb (27,400 kg)
  • Powerplant: 2 × Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
Armament

Notable appearances in media

Main articles: Aircraft in fiction#V-22 Osprey and List of fictional aircraft#V-22 Osprey
(For V-22 appearances in fiction, and for fictional V-22-based aircraft, respectively.)
Posted by at

No comments:

Post a Comment

Subscribe to: Post Comments (Atom)