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Bell Boeing V-22 Osprey

April 26, 2023

"V-22" redirects here. For other uses, see V22 (disambiguation).

The Bell Boeing V-22 Osprey is an American multi-mission, tiltrotor military aircraft with both vertical takeoff and landing (VTOL) and short takeoff and landing (STOL) capabilities. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.

V-22 Osprey
An MV-22 used during a MAGTF demonstration during the 2014 Miramar Air Show
Role V/STOL military transport aircraft
National origin United States
Manufacturer Bell Helicopter
Boeing Defense, Space & Security
First flight 19 March 1989
Introduction 13 June 2007[1]
Status In service
Primary users United States Marine Corps
United States Air Force
United States Navy
Japan Ground Self-Defense Force
Produced 1988–present
Number built 400 as of 2020[2]
Developed from Bell XV-15

In 1980, the failure of Operation Eagle Claw (during the Iran hostage crisis) underscored that there were military roles for which neither conventional helicopters nor fixed-wing transport aircraft were well-suited. The United States Department of Defense (DoD) initiated a program to develop an innovative transport aircraft with long-range, high-speed, and vertical-takeoff capabilities, and the Joint-service Vertical take-off/landing Experimental (JVX) program officially commenced in 1981. A partnership between Bell Helicopter and Boeing Helicopters was awarded a development contract in 1983 for the V-22 tiltrotor aircraft. The Bell Boeing team jointly produces the aircraft.[3] The V-22 first flew in 1989 and began flight testing and design alterations; the complexity and difficulties of being the first tiltrotor for military service led to many years of development.

The United States Marine Corps (USMC) began crew training for the MV-22B Osprey in 2000 and fielded it in 2007; it supplemented and then replaced their Boeing Vertol CH-46 Sea Knights. The U.S. Air Force (USAF) fielded its version of the tiltrotor, the CV-22B, in 2009. Since entering service with the Marine Corps and Air Force, the Osprey has been deployed in transportation and medevac operations over Iraq, Afghanistan, Libya, and Kuwait. The U.S. Navy planned to use the CMV-22B for carrier onboard delivery duties beginning in 2021.[needs update]

Development

 
Early concept illustrations of V-22

Origins

The failure of Operation Eagle Claw, the Iran hostage rescue mission, in 1980 demonstrated to the United States military a need[4][5] 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."[6] The U.S. Department of Defense began the JVX aircraft program in 1981, under U.S. Army leadership.[7]

The defining mission of the USMC has been to perform an amphibious landing; the service quickly became interested in the JVX program. Recognizing that a concentrated force was vulnerable to a single nuclear weapon, airborne solutions with good speed and range allowed for rapid dispersal,[8] and their CH-46 Sea Knights were wearing out.[9] Without replacement, the USMC and the Army merging was a lingering threat,[10][11] akin to President Truman's proposal following World War II.[12] The Office of the Secretary of Defense and Navy administration opposed the tiltrotor project, but congressional pressure proved persuasive.[13]

The Navy and USMC were given the lead in 1983.[7][14][15] The JVX combined requirements from the USMC, USAF, Army and Navy.[16][17] A request for proposals was issued in December 1982 for preliminary design work. Interest was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. Contractors were encouraged to form teams. Bell partnered with Boeing Vertol to submit a proposal for an enlarged version of the Bell XV-15 prototype on 17 February 1983. Being the only proposal received, a preliminary design contract was awarded on 26 April 1983.[18][19]

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 handle the workload.[20][21] Work was 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.[3][22] The USMC variant received the MV-22 designation, and the USAF variant received CV-22; this was reversed from normal procedure to prevent USMC Ospreys from having a conflicting CV designation with aircraft carriers.[23] Full-scale development began in 1986.[24] On 3 May 1986, Bell Boeing was awarded a US$1.714 billion contract for the V-22 by the U.S. Navy. At this point, all four U.S. military services had acquisition plans for the V-22.[25]

The first V-22 was publicly rolled out in May 1988.[26][27] That year, the U.S. Army left the program, citing a need to focus its budget on more immediate aviation programs.[7] In 1989, the V-22 survived two separate Senate votes that could have resulted in cancellation.[28][29] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the V-22.[30] As development cost projections greatly increased in 1988, Defense Secretary Dick Cheney tried to defund it from 1989 to 1992, but was overruled by Congress,[14][31] which provided unrequested program funding.[32] Multiple studies of alternatives found the V-22 provided more capability and effectiveness with similar operating costs.[33] The Clinton Administration was supportive of the V-22, helping it attain funding.[14]

Flight testing and design changes

The first of six 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 first sea trials on USS Wasp in December 1990.[36] The fourth and fifth prototypes crashed in 1991–92.[37] From October 1992 to April 1993, the V-22 was redesigned to reduce empty weight, simplify manufacture, and reduce build costs; it was designated V-22B.[38] Flights resumed in June 1993 after safety changes were made to the prototypes.[39] Bell Boeing received a contract for the engineering manufacturing development (EMD) phase in June 1994.[38] The prototypes were also modified to resemble the V-22B standard. At this stage, testing focused on flight envelope expansion, measuring flight loads, and supporting the EMD redesign. Flight testing with the early V-22s continued into 1997.[40]

 
U.S. Marines jump from an Osprey.

Flight testing of four full-scale development V-22s began at the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. Testing soon fell behind schedule.[41] The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. The second sea trials were completed onboard USS Saipan in January 1999.[24] During external load testing in April 1999, a V-22 transported the lightweight M777 howitzer.[42][43]

In 2000, there were two fatal crashes, killing a total of 23 marines, and the V-22 was again grounded while the crashes' causes were investigated and various parts were redesigned.[31] In June 2005, the V-22 completed its final operational evaluation, including long-range deployments, high altitude, desert and shipboard operations; problems previously identified had reportedly been resolved.[44]

U.S. Naval Air Systems Command (NAVAIR) worked 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.[45] By 2012, changes had been made to the hardware, software, and procedures in response to hydraulic fires in the nacelles, vortex ring state control issues, and opposed landings;[46][47] reliability has improved accordingly.[48]

An MV-22 landed and refueled onboard Nimitz in an evaluation in October 2012.[49] In 2013, cargo handling trials occurred on Harry S. Truman.[50] In October 2015, NAVAIR tested rolling landings and takeoffs on a carrier, preparing for carrier onboard delivery.[51]

Controversy

Development was protracted and controversial, partly because of large cost increases,[52] some of which were caused by a requirement to fold wings and rotors to fit aboard ships.[53] The development budget was first set at US$2.5 billion in 1986, increasing to a projected US$30 billion in 1988.[31] By 2008, US$27 billion had been spent and another US$27.2 billion was required for planned production numbers.[24] Between 2008 and 2011, the V-22's estimated lifetime cost grew by 61%, mostly for maintenance and support.[54]

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.[55]

— Michael E. O'Hanlon, 2002
 
A V-22 in a compact storage configuration during the Navy's evaluation, 2002

In 2001, Lieutenant Colonel Odin Lieberman, commander of the V-22 squadron at Marine Corps Air Station New River, was relieved of duty after allegations that he instructed his unit to falsify maintenance records to make it appear more reliable.[24][56] Three officers were implicated for their roles in the falsification scandal.[52]

In October 2007, a Time magazine article condemned the V-22 as unsafe, overpriced, and inadequate;[57] the USMC responded that the article's data was partly obsolete, inaccurate, and held high expectations for any new field of aircraft.[58] In 2011, the controversial defense industry supported Lexington Institute[59][60][61] reported that the average mishap rate per flight hour over the past 10 years was the lowest of any USMC rotorcraft, approximately half of the average fleet accident rate.[62] In 2011, Wired magazine reported that the safety record had excluded ground incidents;[63] the USMC responded that MV-22 reporting used the same standards as other Navy aircraft.[64]

By 2012, the USMC reported fleetwide readiness rate had risen to 68%;[65] however, the DOD's Inspector General later found 167 of 200 reports had "improperly recorded" information.[66] Captain Richard Ulsh blamed errors on incompetence, saying that they were "not malicious" or deliberate.[67] The required mission capable rate was 82%, but the average was 53% from June 2007 to May 2010.[68] In 2010, Naval Air Systems Command aimed for an 85% reliability rate by 2018.[69] From 2009 to 2014, readiness rates rose 25% to the "high 80s", while cost per flight hour had dropped 20% to $9,520 through a rigorous maintenance improvement program that focused on diagnosing problems before failures occur.[70] As of 2015, although the V-22 requires more maintenance and has lower availability (62%) than traditional helicopters, it also has a lower mishap rate. The average cost per flight hour is US$9,156,[71] whereas the Sikorsky CH-53E Super Stallion cost about $20,000 per flight hour in 2007.[72] V-22 ownership cost was $83,000 per hour in 2013.[73]

While technically capable of autorotation if both engines fail in helicopter mode, a safe landing is difficult.[74] In 2005, a director of the Pentagon's testing office stated that in a loss of power while hovering below 1,600 feet (490 m), emergency landings "are not likely to be survivable." V-22 pilot Captain Justin "Moon" McKinney stated that: "We can turn it into a plane and glide it down, just like a C-130."[57] A complete loss of power requires both engines to fail, as one engine can power both proprotors via interconnected drive shafts.[75] Though vortex ring state (VRS) contributed to a deadly V-22 accident, flight testing found it to be less susceptible to VRS than conventional helicopters.[4] A GAO report stated that the V-22 is "less forgiving than conventional helicopters" during VRS.[76] Several test flights to explore VRS characteristics were canceled.[77] The USMC trains pilots in the recognition of and recovery from VRS, and has instituted operational envelope limits and instrumentation to help avoid VRS conditions.[31][78]

Production

 
A KC-130J Hercules refuels an Osprey off the coast of North Carolina

On 28 September 2005, the Pentagon formally approved full-rate production,[79] increasing from 11 V-22s per year to between 24 and 48 per year by 2012. Of the 458 total planned, 360 are for the USMC, 50 for the USAF, and 48 for the Navy 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,[80] The Navy had hoped to shave about $10 million off that cost via a five-year production contract in 2013.[81] Each CV-22 cost $73 million in the FY 2014 budget.[82]

On 15 April 2010, the Naval Air Systems Command awarded Bell Boeing a $42.1 million contract to design an integrated processor in response to avionics obsolescence and add new network capabilities.[83] By 2014, Raytheon began providing an avionics upgrade that includes situational awareness and blue force tracking.[84] In 2009, a contract for Block C upgrades was awarded to Bell Boeing.[85] In February 2012, the USMC received the first V-22C, featuring a new radar, additional mission management and electronic warfare equipment.[86] In 2015, options for upgrading all aircraft to the V-22C standard were examined.[87]

On 12 June 2013, the U.S. DoD awarded a $4.9 billion contract for 99 V-22s in production Lots 17 and 18, including 92 MV-22s for the USMC, for completion in September 2019.[88] A provision gives NAVAIR the option to order 23 more Ospreys.[89] As of June 2013, the combined value of all contracts placed totaled $6.5 billion.[90] In 2013, Bell laid off production staff following the US's order being cut to about half of the planned number.[91][92] Production rate went from 40 in 2012 to 22 planned for 2015.[93] Manufacturing robots have replaced older automated machines for increased accuracy and efficiency; large parts are held in place by suction cups and measured electronically.[94][95]

In March 2014, Air Force Special Operations Command issued a Combat Mission Need Statement for armor to protect V-22 passengers. NAVAIR worked with a Florida-based composite armor company and the Army Aviation Development Directorate to develop and deliver the advanced ballistic stopping system (ABSS) by October 2014. Costing $270,000, the ABSS consists of 66 plates fitting along interior bulkheads and deck, adding 800 lb (360 kg) to the aircraft's weight, affecting payload and range. The ABSS can be installed or removed when needed in hours and partially assembled in pieces for partial protection of specific areas. As of May 2015, 16 kits had been delivered to the USAF.[96][97]

In 2015, Bell Boeing set up the V-22 Readiness Operations Center at Ridley Park, Pennsylvania, to gather information from each aircraft to improve fleet performance in a similar manner as the F-35's Autonomic Logistics Information System.[98]

Design

Overview

 
Closeup of rotor and engine of a MV-22B

The Osprey is the world's first production tiltrotor aircraft,[99] with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip.[100] It is classified as a powered lift aircraft by the Federal Aviation Administration.[101] 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.[102] STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°.[103][104] Other orientations are possible.[105] Pilots describe the V-22 in airplane mode as comparable to the C-130 in feel and speed.[106] It has a ferry range of over 2,100 nmi. Its operational range is 1,100 nmi.[107]

Composite materials make up 43% of the airframe, and the proprotor blades also use composites.[103] For storage, the V-22's rotors fold in 90 seconds and its wing rotates to align, front-to-back, with the fuselage.[108] Because of the requirement for folding rotors, their 38-foot (11.6 m) diameter is 5 feet (1.5 m) less than would be optimal for an aircraft of this size to conduct vertical takeoff, resulting in high disk loading.[105] Most missions use fixed wing flight 75% or more of the time, reducing wear and tear and 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]

Exhaust heat from the V-22's engines can potentially damage ships' flight decks and coatings. NAVAIR devised a temporary fix of portable heat shields placed under the engines and determined that a long-term solution would require redesigning decks with heat resistant coating, passive thermal barriers, and ship structure changes. Similar changes are required for F-35B operations.[109] In 2009, DARPA requested solutions for installing robust flight deck cooling.[110] A heat-resistant anti-skid metal spray named Thermion has been tested on USS Wasp.[111]

Propulsion

The V-22's two Rolls-Royce AE 1107C engines are connected by drive shafts to a common central gearbox so that one engine can power both proprotors if an engine failure occurs.[75] Either engine can power both proprotors through the wing driveshaft.[74] However, the V-22 is generally not capable of hovering on one engine.[112] If a proprotor gearbox fails, that proprotor cannot be feathered, and both engines must be stopped before an emergency landing. The autorotation characteristics are poor because of the rotors' low inertia.[74]

 
V-22 with rotors tilted, condensation trailing from propeller tips

In September 2013, Rolls-Royce announced that it had increased the AE-1107C engine's power by 17% via the adoption of a new Block 3 turbine, increased fuel valve flow capacity, and software updates; it should also improve reliability in high-altitude, high-heat conditions and boost maximum payload limitations from 6,000 to 8,000 shp (4,500 to 6,000 kW). A Block 4 upgrade is reportedly being examined, which may increase power by up to 26%, producing close to 10,000 shp (7,500 kW), and improve fuel consumption.[113]

In August 2014, the U.S. military issued a request for information for a potential drop-in replacement for the AE-1107C engines. Submissions must have a power rating of no less than 6,100 shp (4,500 kW) at 15,000 rpm, operate at up to 25,000 ft (7,600 m) at up to 130 degrees Fahrenheit (54 degrees Celsius), and fit into the existing wing nacelles with minimal structural or external modifications.[114] In September 2014, the U.S. Navy, who already purchase engines separately to airframes, was reportedly considering an alternative engine supplier to reduce costs.[115] The General Electric GE38 is one option, giving commonality with the Sikorsky CH-53K King Stallion.[116]

The V-22 has a maximum rotor downwash speed of over 80 knots (92 mph; 150 km/h), more than the 64-knot (74 mph; 119 km/h) lower limit of a hurricane.[117][118] The rotorwash usually prevents the starboard door's usage in hover; the rear ramp is used for rappelling and hoisting instead.[74][119] The V-22 loses 10% of its vertical lift over a tiltwing design when operating in helicopter mode because of the wings' airflow resistance, while the tiltrotor design has better short takeoff and landing performance.[120] V-22s must keep at least 25 ft (7.6 m) of vertical separation between each other to avoid each other's rotor wake, which causes turbulence and potentially control loss.[97]

Avionics

 
An MV-22 cockpit on display at 2012 Wings over Gillespie

The V-22 is equipped with a glass cockpit, which incorporates four multi-function displays (MFDs, compatible with night-vision goggles)[74] and one shared central display unit, to display various images including: digimaps, imagery from the Turreted forward-looking infrared system[121] primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the cockpit management system allows for fully coupled (autopilot) functions that take the aircraft from forward flight into a 50 ft (15 m) hover with no pilot interaction other than programming the system.[122] The fuselage is not pressurized, and personnel must wear on-board oxygen masks above 10,000 feet.[74]

The V-22 has triple-redundant fly-by-wire flight control systems; these have computerized damage control to automatically isolate damaged areas.[123][124] With the nacelles pointing straight up in conversion mode at 90° the flight computers command it to fly like a helicopter, 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 similar to an airplane. This is a gradual transition, occurring over the nacelles' rotation range; the lower the nacelles, the greater effect of the airplane-mode control surfaces.[125] The nacelles can rotate past vertical to 97.5° for rearward flight.[126][127] The V-22 can use the "80 Jump" orientation with the nacelles at 80° for takeoff to quickly achieve high altitude and speed.[105] The controls automate to the extent that it can hover in low wind without hands on the controls.[105][74]

New USMC V-22 pilots learn to fly helicopter and multiengine fixed-wing aircraft before the tiltrotor.[128] Some V-22 pilots believe that former fixed-wing pilots may be preferable over helicopter users, as they are not trained to constantly adjust the controls in hover. Others say that experience with helicopters' hovering and precision is most important.[105][74] As of April 2021 the US military does not track whether fixed-wing or helicopter pilots transition more easily to the V-22, according to USMC Colonel Matthew Kelly, V-22 project manager. He said that fixed-wing pilots are more experienced at instrument flying, while helicopter pilots are more experienced at scanning outside when the aircraft is moving slowly.[106]

Armament

The V-22 can be armed with one 7.62×51mm NATO (.308 in caliber) M240 machine gun or .50 in caliber (12.7 mm) M2 machine gun on the rear loading ramp. A 12.7 mm (.50 in) GAU-19 three-barrel Gatling gun mounted below the nose was studied.[129] BAE Systems developed a belly-mounted, remotely operated gun turret system,[130] the Interim Defense Weapon System (IDWS);[131] it is remotely operated by a gunner, targets are acquired via a separate pod using color television and forward looking infrared imagery.[132] The IDWS was installed on half of the V-22s deployed to Afghanistan in 2009;[131] it found limited use because of its 800 lb (360 kg) weight and restrictive rules of engagement.[133]

 
M240 machine gun mounted on V-22 loading ramp

There were 32 IDWSs available to the USMC in June 2012; V-22s often flew without it as the added weight reduced cargo capacity. The V-22's speed allows it to outrun conventional support helicopters, thus a self-defense capability was required on long-range independent operations. The infrared gun camera proved useful for reconnaissance and surveillance. Other weapons were studied to provide all-quadrant fire, including nose guns, door guns, and non-lethal countermeasures to work with the current ramp-mounted machine gun and the IDWS.[134]

In 2014, the USMC studied new weapons with "all-axis, stand-off, and precision capabilities", akin to the AGM-114 Hellfire, AGM-176 Griffin, Joint Air-to-Ground Missile, and GBU-53/B SDB II.[135] In November 2014, Bell Boeing conducted self-funded weapons tests, equipping a V-22 with a pylon on the front fuselage and replacing the AN/AAQ-27A EO camera with an L-3 Wescam MX-15 sensor/laser designator. 26 unguided Hydra 70 rockets, two guided APKWS rockets, and two Griffin B missiles were fired over five flights. The USMC and USAF sought a traversable nose-mounted weapon connected to a helmet-mounted sight; recoil complicated integrating a forward-facing gun.[136] A pylon could carry 300 lb (140 kg) of munitions.[137] However, by 2019, the USMC opted for IDWS upgrades over adopting new weapons.[138]

Refueling capability

Boeing is developing a roll-on/roll-off aerial refueling kit, which would give the V-22 the ability to refuel other aircraft. Having an aerial refueling capability that can be based on Wasp-class amphibious assault ships would increase the F-35B's strike power, removing reliance on refueling assets solely based on large Nimitz-class aircraft carriers or land bases. The roll-on/roll-off kit can also be applicable to intelligence, surveillance and reconnaissance (ISR) functions.[139] Boeing funded a non-functional demonstration on a VMX-22 aircraft; a prototype kit was successfully tested with an F/A-18 on 5 September 2013.[140]

The high-speed version of the hose/drogue refueling system can be deployed at 185 knots (213 mph; 343 km/h) and function at up to 250 knots (290 mph; 460 km/h). A mix of tanks and a roll-on/roll-off bladder house up to 12,000 lb (5,400 kg) of fuel. The ramp must open to extend the hose, then raised once extended. It can refuel rotorcraft, needing a separate drogue used specifically by helicopters and a converted nacelle.[141] Many USMC ground vehicles can run on aviation fuel; a refueling V-22 could service these. In late 2014, it was stated that V-22 tankers could be in use by 2017,[142] but contract delays pushed IOC to late 2019.[143] As part of a 26 May 2016 contract award to Boeing,[144] Cobham was contracted to adapt their FR-300 hose drum unit as used by the KC-130 in October 2016.[145] While the Navy has not declared its interest in the capability, it could be leveraged later on.[146]

Operational history

In October 2019, the fleet of 375 V-22s operated by the U.S. Armed Forces surpassed the 500,000 flight hour mark.[147]

U.S. Marine Corps

 
Crew refuelling an MV-22 before a night mission in Iraq, 2008

Since March 2000, VMMT-204 has conducted training for the type. In December 2005, Lieutenant General James Amos, commander of II Marine Expeditionary Force, accepted delivery of the first batch of MV-22s. The unit reactivated in March 2006 as the first MV-22 squadron, redesignated as VMM-263. In 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266)[148] and reached initial operational capability.[1] It started replacing the CH-46 Sea Knight in 2007; the CH-46 was retired in October 2014.[149][150] On 13 April 2007, the USMC announced the first V-22 combat deployment at Al Asad Airbase, Iraq.[151][152]

V-22s in Iraq's Anbar province were used for transport and scout missions. General David Petraeus, the top U.S. military commander in Iraq, used one to visit troops on Christmas Day 2007;[153] as did Barack Obama during his 2008 presidential campaign tour in Iraq.[154] USMC Col. Kelly recalled how visitors were reluctant to fly on the unfamiliar aircraft, but after seeing its speed and ability to fly above ground fire, "All of a sudden, the entire flight schedule was booked. No senior officer wanted to go anywhere unless they could fly on the V-22".[106] Obtaining spares proved problematic.[155] By July 2008, the V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq.[156] General George J. Trautman III praised its greater speed and range over legacy helicopters, saying "it turned his battle space from the size of Texas into the size of Rhode Island."[157] Despite attacks by man-portable air-defense systems and small arms, none were lost to enemy fire by late 2009.[158]

 
An MV-22 of VMM-162 in Iraq, 2008

A Government Accountability Office study stated that by January 2009, the 12 MV-22s in Iraq had completed all assigned missions; mission capable rates averaged 57% to 68%, and an overall full mission capable rate of 6%. It also noted weaknesses in situational awareness, maintenance, shipboard operations and transport capability.[159][160] The report concluded: "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".[159]

MV-22s deployed to Afghanistan in November 2009 with VMM-261;[161][162] it saw its first offensive combat mission, Operation Cobra's Anger, on 4 December 2009. V-22s assisted in inserting 1,000 USMC and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt Taliban operations.[131] General James Amos stated that Afghanistan's MV-22s had surpassed 100,000 flight hours, calling it "the safest airplane, or close to the safest airplane" in the USMC inventory.[163] The V-22's Afghan deployment was set to end in late 2013 with the drawdown of combat operations; however, VMM-261 was directed to extend operations for casualty evacuation, being quicker than helicopters enabled more casualties to reach a hospital within the 'golden hour'; they were fitted with medical equipment such as heart monitors and triage supplies.[164]

In January 2010, the MV-22 was sent to Haiti as part of Operation Unified Response relief efforts after an earthquake, the type's first humanitarian mission.[165] In March 2011, two MV-22s from Kearsarge helped rescue a downed USAF F-15E crew member during Operation Odyssey Dawn.[166][167] On 2 May 2011, following Operation Neptune's Spear, the body of Osama bin Laden, founder of the al-Qaeda terrorist group, was flown by an MV-22 to the aircraft carrier Carl Vinson in the Arabian Sea, prior to his burial at sea.[168]

 
Marines disembark from an MV-22 near Marine Corps Air Ground Combat Center Twentynine Palms, California, 2019

In 2013, several MV-22s received communications and seating modifications to support the Marine One presidential transport squadron because of the urgent need for CH-53Es in Afghanistan.[169][170] In May 2010, Boeing announced plans to submit the V-22 for the VXX presidential transport replacement.[171]

From 2 to 5 August 2013, two MV-22s completed the longest distance Osprey tanking mission to date. Flying from Marine Corps Air Station Futenma in Okinawa alongside two KC-130J tankers, they flew to Clark Air Base in the Philippines on 2 August; then to Darwin, Australia, on 3 August; to Townsville, Australia, on 4 August; and finally rendezvoused with Bonhomme Richard on 5 August.[172]

In 2013, the USMC formed an intercontinental response force, the Special Purpose Marine Air-Ground Task Force – Crisis Response – Africa,[173] using V-22s outfitted with specialized communications gear.[174] In 2013, following Typhoon Haiyan, 12 MV-22s of the 3rd Marine Expeditionary Brigade were deployed to the Philippines for disaster relief operations;[175] its abilities were described as "uniquely relevant", flying faster and with greater payloads while moving supplies throughout the island archipelago.[176]

U.S. Air Force

 
Two USAF CV-22s landing at Holloman AFB, New Mexico, in 2006

The USAF's first operational CV-22 was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico, in March 2006. Early aircraft were delivered to the 58th SOW and used for training personnel for special operations use.[177] On 16 November 2006, the USAF officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[178] The USAF's first operational deployment 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.[4] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability in March 2009, with six CV-22s in service.[179]

V-22 Osprey USAF video

In December 2013, three CV-22s came under small arms fire while trying to evacuate American civilians in Bor, South Sudan, during the 2013 South Sudanese political crisis; the aircraft flew 500 mi (800 km) to Entebbe, Uganda, after the mission was aborted. South Sudanese officials stated that the attackers were rebels.[180][181] The CV-22s had flown to Bor over three countries across 790 nmi (910 mi; 1,460 km). The formation was hit 119 times, wounding four crew and causing flight control failures and hydraulic and fuel leaks on all three aircraft. Fuel leaks resulted in multiple air-to-air refuelings en route.[182] After the incident, AFSOC developed optional armor floor panels.[96]

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."[183] In 2015, the USAF sought to configure the CV-22 to perform combat search and rescue in addition to its long-range special operations transport mission. It would complement the HH-60G Pave Hawk and planned HH-60W rescue helicopters, being employed in scenarios where high speed is better suited to search and rescue than more nimble but slower helicopters.[184]

U.S. Navy

 
A CMV-22B in February 2020

The V-22 program originally included Navy 48 HV-22s, but none were ordered.[24] In 2009, it was proposed that it replace the C-2 Greyhound for carrier onboard delivery (COD) duties. One advantage of the V-22 is the ability to deliver supplies and people between non-carrier ships beyond helicopter range.[185][186] Proponents said that it is capable of similar speed, payload capacity, and lift performance to the C-2, and can carry greater payloads over short ranges, up to 20,000 lb, including suspended external loads. The C-2 can only deliver cargo to carriers, requiring further distribution to smaller vessels via helicopters, while the V-22 is certified for operating upon amphibious ships, aircraft carriers, and logistics ships. It could also take some helicopter roles by fitting a 600 lb hoist to the ramp and a cabin configuration for 12 non-ambulatory patients and 5 seats for medical attendants.[187] Bell and P&W designed a frame for the V-22 to transport the Pratt & Whitney F135 engine of the Lockheed Martin F-35.[188]

On 5 January 2015, the Navy and USMC signed a memorandum of understanding to buy the V-22 for the COD mission.[189] Initially designated HV-22, four aircraft were bought each year from 2018 to 2020.[190] It incorporates an extended-range fuel system for an 1,150 nmi (1,320 mi; 2,130 km) unrefueled range, a high-frequency radio for over-the-horizon communications, and a public address system to communicate with passengers;[191][192] the range increase comes from extra fuel bladders[193] through larger external sponsons, the only external difference from other variants. Its primary mission is long-range logistics; other conceivable missions include personnel recovery and special warfare.[194] In February 2016, the Navy officially designated it the CMV-22B.[195] The Navy's Program of Record originally called for 48 aircraft, it later determined that only 44 were required. Production began in FY 2018, and deliveries start in 2020.[196][197]

The Navy ordered the first 39 CMV-22Bs in June 2018; initial operating capability is anticipated to be achieved in 2021, with fielding to the fleet by the mid-2020s.[198] The first CMV-22B made its initial flight in December 2019.[199] The first deployment began in summer 2021 aboard the USS Carl Vinson.[200]

Japan Self-Defense Forces

In 2012, former Defense Minister Satoshi Morimoto ordered an investigation of the costs of V-22 operations. The V-22's capabilities exceeded current Japan Self-Defense Forces helicopters in terms of range, speed and payload. The ministry anticipated deployments to the Nansei Islands and the Senkaku Islands, as well as in multinational cooperation with the U.S.[201] In November 2014, the Japanese Ministry of Defense decided to procure 17 V-22s.[202] The first V-22 for Japan undertook its first flight in August 2017[203] and the aircraft began delivery to the Japanese military in 2020.[204]

In September 2018, the Japanese Ministry of Defense decided to delay the deployment of the first five MV-22Bs it had received amid opposition and ongoing negotiations in the Saga Prefecture, where the aircraft are to be based.[205] On 8 May 2020, the first two of the five aircraft were delivered to the JGSDF at Kisarazu Air Field after failing to reach an agreement with Saga prefecture residents.[206] It is planned to eventually station some V-22s on board the Izumo-class helicopter destroyers.

Potential operators

India

In 2015, the Indian Aviation Research Centre showed interest in acquiring four V-22s for personnel evacuation in hostile conditions, logistic supplies, and deployment of the Special Frontier Force in border areas. US V-22s performed relief operations after the April 2015 Nepal earthquake.[207] The Indian Navy also studied the V-22 rather than the E-2D for airborne early warning and control to replace the short-range Kamov Ka-31.[208] India is interested in purchasing six attack version V-22s for rapid troop insertion in border areas.[209][210]

Indonesia

On 6 July 2020, the U.S. State Department announced that they had approved a possible Foreign Military Sale to Indonesia of eight Block C MV-22s and related equipment for an estimated cost of $2 billion. The U.S. Defense Security Cooperation Agency notified Congress of this possible sale.[211]

Israel

On 22 April 2013, an agreement was signed to sell six V-22 to the Israeli Air Force.[212] By the end of 2016, Israel had not ordered the V-22 and was instead interested in buying the C-47 Chinook helicopter or the CH-53K helicopter.[213] As of 2017, Israel had frozen its evaluation of the V-22, "with a senior defence source indicating that the tiltrotor is unable to perform some missions currently conducted using its Sikorsky CH-53 transport helicopters."[214]

Variants

 
A V-22 Osprey flies a test mission.
 
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.[215]
CV-22B
U.S. Air Force variant for the U.S. Special Operations Command. It conducts long-range special operations missions and is equipped with extra wing fuel tanks, an AN/APQ-186 terrain-following radar, and other equipment such as the AN/ALQ-211,[216][217] and AN/AAQ-24 Nemesis Directional Infrared Counter Measures.[218] 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.[219] The CV-22 replaced the MH-53 Pave Low.[24]
MV-22B
U.S. Marine Corps variant. The Marine Corps is the lead service in the V-22's development. The Marine Corps variant is an assault transport for troops, equipment and supplies, capable of operating from ships or expeditionary airfields ashore. It replaced the Marine Corps' CH-46E and CH-53D fleets.[220][221]
CMV-22B
U.S. Navy variant for the carrier onboard delivery role. Similar to the MV-22B but includes an extended-range fuel system, a high-frequency radio, and a public address system.[195]
EV-22
Proposed airborne early warning and control variant. The Royal Navy studied this variant as a replacement for its current fleet of carrier-based Sea King ASaC.7 helicopters.[222]
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.[223][224]
SV-22
Proposed anti-submarine warfare variant. The U.S. Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[225]

Operators

  Japan
 
An MV-22 delivers a Humvee to USNS Sacagawea
 
A U.S. Air Force CV-22 conducts a fly-pass at RIAT 2015
  United States
 
An M327 towed 120mm heavy mortar and an M1163 Growler back into an MV-22 aboard USS Iwo Jima.

Accidents

Main article: Accidents and incidents involving the V-22 Osprey

The V-22 Osprey has had 13 hull-loss accidents with a total of 51 fatalities. 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 eight crashes resulting in 16 fatalities and several minor incidents.[252][253] The aircraft's accident history has generated some controversy over its perceived safety issues.[254]

Aircraft on display

 
A V-22 at the American Helicopter Museum & Education Center

Specifications (MV-22B)

 
 
V-22's combat radius in Iraq, contrasted with the CH-46E's smaller combat radius
 
V-22 seating layout

Data from Norton,[261] Boeing,[262] Bell Guide,[103] Naval Air Systems Command,[263] and USAF CV-22 fact sheet[216]

General characteristics

  • Crew: 3–4 (pilot, copilot and 1 or 2 flight engineers/crew chiefs/loadmasters/gunners)
  • 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× M1161 Growler light internally transportable ground vehicle[264][265]
  • Length: 57 ft 4 in (17.48 m)
  • Length folded: 62 ft 7.6 in (19.091 m)
  • Wingspan: 45 ft 10 in (13.97 m)
  • Width: 84 ft 6.8 in (25.776 m) including rotors
  • Width folded: 18 ft 5 in (5.61 m)
  • Height: 22 ft 1 in (6.73 m) engine nacelles vertical
17 ft 7.8 in (5 m) to top of tailfins
  • Height folded: 18 ft 1 in (5.51 m)
  • Wing area: 301.4 sq ft (28.00 m2)
  • Empty weight: 31,818 lb (14,432 kg)
  • Operating weight, empty: 32,623 lb (14,798 kg)
  • Gross weight: 39,500 lb (17,917 kg)
  • Combat weight: 42,712 lb (19,374 kg)
  • Maximum take-off weight VTO: 47,500 lb (21,546 kg)
  • Maximum take-off weight STO: 55,000 lb (24,948 kg)
  • Maximum take-off weight STO, ferry: 60,500 lb (27,442 kg)
  • Fuel capacity:
    Ferry maximum 4,451 US gal (3,706 imp gal; 16,850 L) of JP-4 / JP-5 / JP-8 to MIL-T-5624
2,436 US gal (2,028 imp gal; 9,220 L) in optional cabin auxiliary tank
1,228 US gal (1,023 imp gal; 4,650 L) in three sponson partial self-sealing tanks
787 US gal (655 imp gal; 2,980 L) in ten wing self-sealing tanks
1.93 US gal (1.61 imp gal; 7.3 L) engine oil
25.375 US gal (21.129 imp gal; 96.05 L) transmission oil
5,890 hp (4,392 kW) maximum continuous at 15,000 rpm at sea level, 59 °F (15 °C)
  • Main rotor diameter: 2 × 38 ft (12 m)
  • Main rotor area: 2,268 sq ft (210.7 m2) 3-bladed

Performance

  • Maximum speed: 275 kn (316 mph, 509 km/h) [266]
305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[267]
  • Stall speed: 110 kn (130 mph, 200 km/h) [74]
  • Range: 879 nmi (1,012 mi, 1,628 km)
  • Combat range: 390 nmi (450 mi, 720 km)
  • Ferry range: 2,230 nmi (2,570 mi, 4,130 km)
  • Service ceiling: 25,000 ft (7,600 m)
  • g limits:
  • g limits, helicopter mode:
+3 −0.5 at 39,500 lb (17,917 kg)
+2.77 −0.46 at 42,712 lb (19,374 kg)
+2.5 −0.42 at 47,500 lb (21,546 kg)
  • g limits, airplane mode:
+4 −1 at 39,500 lb (17,917 kg)
+3.7 −0.92 at 42,712 lb (19,374 kg)
+3.3 −0.84 at 47,500 lb (21,546 kg)
+2.87 −0.72 at 55,000 lb (24,948 kg)
+2.61 −0.65 at 60,500 lb (27,442 kg)
  • Maximum glide ratio: 4.5:1[74]
  • Rate of climb: 2,320–4,000 ft/min (11.8–20.3 m/s) [74]
  • Wing loading: 20.9 lb/sq ft (102 kg/m2) at 47,500 lb (21,546 kg)
  • Power/mass: 0.259 hp/lb (0.426 kW/kg)

Armament

Avionics

Notable appearances in media

Main articles: Aircraft in fiction § V-22 Osprey, and List of fictional aircraft § V-22 Osprey

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

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Bibliography

  • Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Atglen, Pennsylvania: Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
  • Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Earl Shilton, Leicester, UK: Midland Publishing, 2004. ISBN 1-85780-165-2.
  • O'Hanlon, Michael E. Defense Policy Choices for the Bush Administration. Washington, D.C.: Brookings Institution Press, 2002. ISBN 0-8157-6437-5.
  • Schinasi, Katherine V. Defense Acquisitions: Readiness of the Marine Corps' V-22 Aircraft for Full-Rate Production. Darby, Pennsylvania: Diane Publishing, 2008. ISBN 1-4289-4682-9.
  • Whittle, Richard. The Dream Machine: The Untold History of the Notorious V-22 Osprey. New York: Simon & Schuster, 2010. ISBN 1-4165-6295-8.

External links

 
Wikimedia Commons has media related to Bell-Boeing V-22 Osprey.
  • Official Bell V-22 page
  • Official Boeing V-22 page

April 26, 2023
bell, boeing, osprey, redirects, here, other, uses, disambiguation, american, multi, mission, tiltrotor, military, aircraft, with, both, vertical, takeoff, landing, vtol, short, takeoff, landing, stol, capabilities, designed, combine, functionality, convention. V 22 redirects here For other uses see V22 disambiguation The Bell Boeing V 22 Osprey is an American multi mission tiltrotor military aircraft with both vertical takeoff and landing VTOL and short takeoff and landing STOL capabilities It is designed to combine the functionality of a conventional helicopter with the long range high speed cruise performance of a turboprop aircraft V 22 OspreyAn MV 22 used during a MAGTF demonstration during the 2014 Miramar Air ShowRole V STOL military transport aircraftNational origin United StatesManufacturer Bell Helicopter Boeing Defense Space amp SecurityFirst flight 19 March 1989Introduction 13 June 2007 1 Status In servicePrimary users United States Marine CorpsUnited States Air Force United States Navy Japan Ground Self Defense ForceProduced 1988 presentNumber built 400 as of 2020 2 Developed from Bell XV 15In 1980 the failure of Operation Eagle Claw during the Iran hostage crisis underscored that there were military roles for which neither conventional helicopters nor fixed wing transport aircraft were well suited The United States Department of Defense DoD initiated a program to develop an innovative transport aircraft with long range high speed and vertical takeoff capabilities and the Joint service Vertical take off landing Experimental JVX program officially commenced in 1981 A partnership between Bell Helicopter and Boeing Helicopters was awarded a development contract in 1983 for the V 22 tiltrotor aircraft The Bell Boeing team jointly produces the aircraft 3 The V 22 first flew in 1989 and began flight testing and design alterations the complexity and difficulties of being the first tiltrotor for military service led to many years of development The United States Marine Corps USMC began crew training for the MV 22B Osprey in 2000 and fielded it in 2007 it supplemented and then replaced their Boeing Vertol CH 46 Sea Knights The U S Air Force USAF fielded its version of the tiltrotor the CV 22B in 2009 Since entering service with the Marine Corps and Air Force the Osprey has been deployed in transportation and medevac operations over Iraq Afghanistan Libya and Kuwait The U S Navy planned to use the CMV 22B for carrier onboard delivery duties beginning in 2021 needs update Contents 1 Development 1 1 Origins 1 2 Flight testing and design changes 1 3 Controversy 1 4 Production 2 Design 2 1 Overview 2 2 Propulsion 2 3 Avionics 2 4 Armament 2 5 Refueling capability 3 Operational history 3 1 U S Marine Corps 3 2 U S Air Force 3 3 U S Navy 3 4 Japan Self Defense Forces 3 5 Potential operators 3 5 1 India 3 5 2 Indonesia 3 5 3 Israel 4 Variants 5 Operators 6 Accidents 7 Aircraft on display 8 Specifications MV 22B 9 Notable appearances in media 10 See also 11 References 11 1 Bibliography 12 External linksDevelopment Early concept illustrations of V 22 Origins The failure of Operation Eagle Claw the Iran hostage rescue mission in 1980 demonstrated to the United States military a need 4 5 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 6 The U S Department of Defense began the JVX aircraft program in 1981 under U S Army leadership 7 The defining mission of the USMC has been to perform an amphibious landing the service quickly became interested in the JVX program Recognizing that a concentrated force was vulnerable to a single nuclear weapon airborne solutions with good speed and range allowed for rapid dispersal 8 and their CH 46 Sea Knights were wearing out 9 Without replacement the USMC and the Army merging was a lingering threat 10 11 akin to President Truman s proposal following World War II 12 The Office of the Secretary of Defense and Navy administration opposed the tiltrotor project but congressional pressure proved persuasive 13 The Navy and USMC were given the lead in 1983 7 14 15 The JVX combined requirements from the USMC USAF Army and Navy 16 17 A request for proposals was issued in December 1982 for preliminary design work Interest was expressed by Aerospatiale Bell Helicopter Boeing Vertol Grumman Lockheed and Westland Contractors were encouraged to form teams Bell partnered with Boeing Vertol to submit a proposal for an enlarged version of the Bell XV 15 prototype on 17 February 1983 Being the only proposal received a preliminary design contract was awarded on 26 April 1983 18 19 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 handle the workload 20 21 Work was 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 3 22 The USMC variant received the MV 22 designation and the USAF variant received CV 22 this was reversed from normal procedure to prevent USMC Ospreys from having a conflicting CV designation with aircraft carriers 23 Full scale development began in 1986 24 On 3 May 1986 Bell Boeing was awarded a US 1 714 billion contract for the V 22 by the U S Navy At this point all four U S military services had acquisition plans for the V 22 25 The first V 22 was publicly rolled out in May 1988 26 27 That year the U S Army left the program citing a need to focus its budget on more immediate aviation programs 7 In 1989 the V 22 survived two separate Senate votes that could have resulted in cancellation 28 29 Despite the Senate s decision the Department of Defense instructed the Navy not to spend more money on the V 22 30 As development cost projections greatly increased in 1988 Defense Secretary Dick Cheney tried to defund it from 1989 to 1992 but was overruled by Congress 14 31 which provided unrequested program funding 32 Multiple studies of alternatives found the V 22 provided more capability and effectiveness with similar operating costs 33 The Clinton Administration was supportive of the V 22 helping it attain funding 14 Flight testing and design changes The first of six 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 first sea trials on USS Wasp in December 1990 36 The fourth and fifth prototypes crashed in 1991 92 37 From October 1992 to April 1993 the V 22 was redesigned to reduce empty weight simplify manufacture and reduce build costs it was designated V 22B 38 Flights resumed in June 1993 after safety changes were made to the prototypes 39 Bell Boeing received a contract for the engineering manufacturing development EMD phase in June 1994 38 The prototypes were also modified to resemble the V 22B standard At this stage testing focused on flight envelope expansion measuring flight loads and supporting the EMD redesign Flight testing with the early V 22s continued into 1997 40 U S Marines jump from an Osprey Flight testing of four full scale development V 22s began at the Naval Air Warfare Test Center Naval Air Station Patuxent River Maryland The first EMD flight took place on 5 February 1997 Testing soon fell behind schedule 41 The first of four low rate initial production aircraft ordered on 28 April 1997 was delivered on 27 May 1999 The second sea trials were completed onboard USS Saipan in January 1999 24 During external load testing in April 1999 a V 22 transported the lightweight M777 howitzer 42 43 In 2000 there were two fatal crashes killing a total of 23 marines and the V 22 was again grounded while the crashes causes were investigated and various parts were redesigned 31 In June 2005 the V 22 completed its final operational evaluation including long range deployments high altitude desert and shipboard operations problems previously identified had reportedly been resolved 44 U S Naval Air Systems Command NAVAIR worked 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 45 By 2012 changes had been made to the hardware software and procedures in response to hydraulic fires in the nacelles vortex ring state control issues and opposed landings 46 47 reliability has improved accordingly 48 An MV 22 landed and refueled onboard Nimitz in an evaluation in October 2012 49 In 2013 cargo handling trials occurred on Harry S Truman 50 In October 2015 NAVAIR tested rolling landings and takeoffs on a carrier preparing for carrier onboard delivery 51 Controversy Development was protracted and controversial partly because of large cost increases 52 some of which were caused by a requirement to fold wings and rotors to fit aboard ships 53 The development budget was first set at US 2 5 billion in 1986 increasing to a projected US 30 billion in 1988 31 By 2008 US 27 billion had been spent and another US 27 2 billion was required for planned production numbers 24 Between 2008 and 2011 the V 22 s estimated lifetime cost grew by 61 mostly for maintenance and support 54 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 55 Michael E O Hanlon 2002 A V 22 in a compact storage configuration during the Navy s evaluation 2002 In 2001 Lieutenant Colonel Odin Lieberman commander of the V 22 squadron at Marine Corps Air Station New River was relieved of duty after allegations that he instructed his unit to falsify maintenance records to make it appear more reliable 24 56 Three officers were implicated for their roles in the falsification scandal 52 In October 2007 a Time magazine article condemned the V 22 as unsafe overpriced and inadequate 57 the USMC responded that the article s data was partly obsolete inaccurate and held high expectations for any new field of aircraft 58 In 2011 the controversial defense industry supported Lexington Institute 59 60 61 reported that the average mishap rate per flight hour over the past 10 years was the lowest of any USMC rotorcraft approximately half of the average fleet accident rate 62 In 2011 Wired magazine reported that the safety record had excluded ground incidents 63 the USMC responded that MV 22 reporting used the same standards as other Navy aircraft 64 By 2012 the USMC reported fleetwide readiness rate had risen to 68 65 however the DOD s Inspector General later found 167 of 200 reports had improperly recorded information 66 Captain Richard Ulsh blamed errors on incompetence saying that they were not malicious or deliberate 67 The required mission capable rate was 82 but the average was 53 from June 2007 to May 2010 68 In 2010 Naval Air Systems Command aimed for an 85 reliability rate by 2018 69 From 2009 to 2014 readiness rates rose 25 to the high 80s while cost per flight hour had dropped 20 to 9 520 through a rigorous maintenance improvement program that focused on diagnosing problems before failures occur 70 As of 2015 update although the V 22 requires more maintenance and has lower availability 62 than traditional helicopters it also has a lower mishap rate The average cost per flight hour is US 9 156 71 whereas the Sikorsky CH 53E Super Stallion cost about 20 000 per flight hour in 2007 72 V 22 ownership cost was 83 000 per hour in 2013 73 While technically capable of autorotation if both engines fail in helicopter mode a safe landing is difficult 74 In 2005 a director of the Pentagon s testing office stated that in a loss of power while hovering below 1 600 feet 490 m emergency landings are not likely to be survivable V 22 pilot Captain Justin Moon McKinney stated that We can turn it into a plane and glide it down just like a C 130 57 A complete loss of power requires both engines to fail as one engine can power both proprotors via interconnected drive shafts 75 Though vortex ring state VRS contributed to a deadly V 22 accident flight testing found it to be less susceptible to VRS than conventional helicopters 4 A GAO report stated that the V 22 is less forgiving than conventional helicopters during VRS 76 Several test flights to explore VRS characteristics were canceled 77 The USMC trains pilots in the recognition of and recovery from VRS and has instituted operational envelope limits and instrumentation to help avoid VRS conditions 31 78 Production A KC 130J Hercules refuels an Osprey off the coast of North Carolina On 28 September 2005 the Pentagon formally approved full rate production 79 increasing from 11 V 22s per year to between 24 and 48 per year by 2012 Of the 458 total planned 360 are for the USMC 50 for the USAF and 48 for the Navy 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 80 The Navy had hoped to shave about 10 million off that cost via a five year production contract in 2013 81 Each CV 22 cost 73 million in the FY 2014 budget 82 On 15 April 2010 the Naval Air Systems Command awarded Bell Boeing a 42 1 million contract to design an integrated processor in response to avionics obsolescence and add new network capabilities 83 By 2014 Raytheon began providing an avionics upgrade that includes situational awareness and blue force tracking 84 In 2009 a contract for Block C upgrades was awarded to Bell Boeing 85 In February 2012 the USMC received the first V 22C featuring a new radar additional mission management and electronic warfare equipment 86 In 2015 options for upgrading all aircraft to the V 22C standard were examined 87 On 12 June 2013 the U S DoD awarded a 4 9 billion contract for 99 V 22s in production Lots 17 and 18 including 92 MV 22s for the USMC for completion in September 2019 88 A provision gives NAVAIR the option to order 23 more Ospreys 89 As of June 2013 the combined value of all contracts placed totaled 6 5 billion 90 In 2013 Bell laid off production staff following the US s order being cut to about half of the planned number 91 92 Production rate went from 40 in 2012 to 22 planned for 2015 93 Manufacturing robots have replaced older automated machines for increased accuracy and efficiency large parts are held in place by suction cups and measured electronically 94 95 In March 2014 Air Force Special Operations Command issued a Combat Mission Need Statement for armor to protect V 22 passengers NAVAIR worked with a Florida based composite armor company and the Army Aviation Development Directorate to develop and deliver the advanced ballistic stopping system ABSS by October 2014 Costing 270 000 the ABSS consists of 66 plates fitting along interior bulkheads and deck adding 800 lb 360 kg to the aircraft s weight affecting payload and range The ABSS can be installed or removed when needed in hours and partially assembled in pieces for partial protection of specific areas As of May 2015 16 kits had been delivered to the USAF 96 97 In 2015 Bell Boeing set up the V 22 Readiness Operations Center at Ridley Park Pennsylvania to gather information from each aircraft to improve fleet performance in a similar manner as the F 35 s Autonomic Logistics Information System 98 DesignOverview Closeup of rotor and engine of a MV 22B The Osprey is the world s first production tiltrotor aircraft 99 with one three bladed proprotor turboprop engine and transmission nacelle mounted on each wingtip 100 It is classified as a powered lift aircraft by the Federal Aviation Administration 101 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 102 STOL rolling takeoff and landing capability is achieved by having the nacelles tilted forward up to 45 103 104 Other orientations are possible 105 Pilots describe the V 22 in airplane mode as comparable to the C 130 in feel and speed 106 It has a ferry range of over 2 100 nmi Its operational range is 1 100 nmi 107 Composite materials make up 43 of the airframe and the proprotor blades also use composites 103 For storage the V 22 s rotors fold in 90 seconds and its wing rotates to align front to back with the fuselage 108 Because of the requirement for folding rotors their 38 foot 11 6 m diameter is 5 feet 1 5 m less than would be optimal for an aircraft of this size to conduct vertical takeoff resulting in high disk loading 105 Most missions use fixed wing flight 75 or more of the time reducing wear and tear and 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 Exhaust heat from the V 22 s engines can potentially damage ships flight decks and coatings NAVAIR devised a temporary fix of portable heat shields placed under the engines and determined that a long term solution would require redesigning decks with heat resistant coating passive thermal barriers and ship structure changes Similar changes are required for F 35B operations 109 In 2009 DARPA requested solutions for installing robust flight deck cooling 110 A heat resistant anti skid metal spray named Thermion has been tested on USS Wasp 111 Propulsion The V 22 s two Rolls Royce AE 1107C engines are connected by drive shafts to a common central gearbox so that one engine can power both proprotors if an engine failure occurs 75 Either engine can power both proprotors through the wing driveshaft 74 However the V 22 is generally not capable of hovering on one engine 112 If a proprotor gearbox fails that proprotor cannot be feathered and both engines must be stopped before an emergency landing The autorotation characteristics are poor because of the rotors low inertia 74 V 22 with rotors tilted condensation trailing from propeller tips In September 2013 Rolls Royce announced that it had increased the AE 1107C engine s power by 17 via the adoption of a new Block 3 turbine increased fuel valve flow capacity and software updates it should also improve reliability in high altitude high heat conditions and boost maximum payload limitations from 6 000 to 8 000 shp 4 500 to 6 000 kW A Block 4 upgrade is reportedly being examined which may increase power by up to 26 producing close to 10 000 shp 7 500 kW and improve fuel consumption 113 In August 2014 the U S military issued a request for information for a potential drop in replacement for the AE 1107C engines Submissions must have a power rating of no less than 6 100 shp 4 500 kW at 15 000 rpm operate at up to 25 000 ft 7 600 m at up to 130 degrees Fahrenheit 54 degrees Celsius and fit into the existing wing nacelles with minimal structural or external modifications 114 In September 2014 the U S Navy who already purchase engines separately to airframes was reportedly considering an alternative engine supplier to reduce costs 115 The General Electric GE38 is one option giving commonality with the Sikorsky CH 53K King Stallion 116 The V 22 has a maximum rotor downwash speed of over 80 knots 92 mph 150 km h more than the 64 knot 74 mph 119 km h lower limit of a hurricane 117 118 The rotorwash usually prevents the starboard door s usage in hover the rear ramp is used for rappelling and hoisting instead 74 119 The V 22 loses 10 of its vertical lift over a tiltwing design when operating in helicopter mode because of the wings airflow resistance while the tiltrotor design has better short takeoff and landing performance 120 V 22s must keep at least 25 ft 7 6 m of vertical separation between each other to avoid each other s rotor wake which causes turbulence and potentially control loss 97 Avionics An MV 22 cockpit on display at 2012 Wings over Gillespie The V 22 is equipped with a glass cockpit which incorporates four multi function displays MFDs compatible with night vision goggles 74 and one shared central display unit to display various images including digimaps imagery from the Turreted forward looking infrared system 121 primary flight instruments navigation TACAN VOR ILS GPS INS and system status The flight director panel of the cockpit management system allows for fully coupled autopilot functions that take the aircraft from forward flight into a 50 ft 15 m hover with no pilot interaction other than programming the system 122 The fuselage is not pressurized and personnel must wear on board oxygen masks above 10 000 feet 74 The V 22 has triple redundant fly by wire flight control systems these have computerized damage control to automatically isolate damaged areas 123 124 With the nacelles pointing straight up in conversion mode at 90 the flight computers command it to fly like a helicopter 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 similar to an airplane This is a gradual transition occurring over the nacelles rotation range the lower the nacelles the greater effect of the airplane mode control surfaces 125 The nacelles can rotate past vertical to 97 5 for rearward flight 126 127 The V 22 can use the 80 Jump orientation with the nacelles at 80 for takeoff to quickly achieve high altitude and speed 105 The controls automate to the extent that it can hover in low wind without hands on the controls 105 74 New USMC V 22 pilots learn to fly helicopter and multiengine fixed wing aircraft before the tiltrotor 128 Some V 22 pilots believe that former fixed wing pilots may be preferable over helicopter users as they are not trained to constantly adjust the controls in hover Others say that experience with helicopters hovering and precision is most important 105 74 As of April 2021 update the US military does not track whether fixed wing or helicopter pilots transition more easily to the V 22 according to USMC Colonel Matthew Kelly V 22 project manager He said that fixed wing pilots are more experienced at instrument flying while helicopter pilots are more experienced at scanning outside when the aircraft is moving slowly 106 Armament The V 22 can be armed with one 7 62 51mm NATO 308 in caliber M240 machine gun or 50 in caliber 12 7 mm M2 machine gun on the rear loading ramp A 12 7 mm 50 in GAU 19 three barrel Gatling gun mounted below the nose was studied 129 BAE Systems developed a belly mounted remotely operated gun turret system 130 the Interim Defense Weapon System IDWS 131 it is remotely operated by a gunner targets are acquired via a separate pod using color television and forward looking infrared imagery 132 The IDWS was installed on half of the V 22s deployed to Afghanistan in 2009 131 it found limited use because of its 800 lb 360 kg weight and restrictive rules of engagement 133 M240 machine gun mounted on V 22 loading ramp There were 32 IDWSs available to the USMC in June 2012 V 22s often flew without it as the added weight reduced cargo capacity The V 22 s speed allows it to outrun conventional support helicopters thus a self defense capability was required on long range independent operations The infrared gun camera proved useful for reconnaissance and surveillance Other weapons were studied to provide all quadrant fire including nose guns door guns and non lethal countermeasures to work with the current ramp mounted machine gun and the IDWS 134 In 2014 the USMC studied new weapons with all axis stand off and precision capabilities akin to the AGM 114 Hellfire AGM 176 Griffin Joint Air to Ground Missile and GBU 53 B SDB II 135 In November 2014 Bell Boeing conducted self funded weapons tests equipping a V 22 with a pylon on the front fuselage and replacing the AN AAQ 27A EO camera with an L 3 Wescam MX 15 sensor laser designator 26 unguided Hydra 70 rockets two guided APKWS rockets and two Griffin B missiles were fired over five flights The USMC and USAF sought a traversable nose mounted weapon connected to a helmet mounted sight recoil complicated integrating a forward facing gun 136 A pylon could carry 300 lb 140 kg of munitions 137 However by 2019 the USMC opted for IDWS upgrades over adopting new weapons 138 Refueling capability Boeing is developing a roll on roll off aerial refueling kit which would give the V 22 the ability to refuel other aircraft Having an aerial refueling capability that can be based on Wasp class amphibious assault ships would increase the F 35B s strike power removing reliance on refueling assets solely based on large Nimitz class aircraft carriers or land bases The roll on roll off kit can also be applicable to intelligence surveillance and reconnaissance ISR functions 139 Boeing funded a non functional demonstration on a VMX 22 aircraft a prototype kit was successfully tested with an F A 18 on 5 September 2013 140 The high speed version of the hose drogue refueling system can be deployed at 185 knots 213 mph 343 km h and function at up to 250 knots 290 mph 460 km h A mix of tanks and a roll on roll off bladder house up to 12 000 lb 5 400 kg of fuel The ramp must open to extend the hose then raised once extended It can refuel rotorcraft needing a separate drogue used specifically by helicopters and a converted nacelle 141 Many USMC ground vehicles can run on aviation fuel a refueling V 22 could service these In late 2014 it was stated that V 22 tankers could be in use by 2017 142 but contract delays pushed IOC to late 2019 143 As part of a 26 May 2016 contract award to Boeing 144 Cobham was contracted to adapt their FR 300 hose drum unit as used by the KC 130 in October 2016 145 While the Navy has not declared its interest in the capability it could be leveraged later on 146 Operational historyIn October 2019 the fleet of 375 V 22s operated by the U S Armed Forces surpassed the 500 000 flight hour mark 147 U S Marine Corps Crew refuelling an MV 22 before a night mission in Iraq 2008 Since March 2000 VMMT 204 has conducted training for the type In December 2005 Lieutenant General James Amos commander of II Marine Expeditionary Force accepted delivery of the first batch of MV 22s The unit reactivated in March 2006 as the first MV 22 squadron redesignated as VMM 263 In 2007 HMM 266 became Marine Medium Tiltrotor Squadron 266 VMM 266 148 and reached initial operational capability 1 It started replacing the CH 46 Sea Knight in 2007 the CH 46 was retired in October 2014 149 150 On 13 April 2007 the USMC announced the first V 22 combat deployment at Al Asad Airbase Iraq 151 152 V 22s in Iraq s Anbar province were used for transport and scout missions General David Petraeus the top U S military commander in Iraq used one to visit troops on Christmas Day 2007 153 as did Barack Obama during his 2008 presidential campaign tour in Iraq 154 USMC Col Kelly recalled how visitors were reluctant to fly on the unfamiliar aircraft but after seeing its speed and ability to fly above ground fire All of a sudden the entire flight schedule was booked No senior officer wanted to go anywhere unless they could fly on the V 22 106 Obtaining spares proved problematic 155 By July 2008 the V 22 had flown 3 000 sorties totaling 5 200 hours in Iraq 156 General George J Trautman III praised its greater speed and range over legacy helicopters saying it turned his battle space from the size of Texas into the size of Rhode Island 157 Despite attacks by man portable air defense systems and small arms none were lost to enemy fire by late 2009 158 An MV 22 of VMM 162 in Iraq 2008 A Government Accountability Office study stated that by January 2009 the 12 MV 22s in Iraq had completed all assigned missions mission capable rates averaged 57 to 68 and an overall full mission capable rate of 6 It also noted weaknesses in situational awareness maintenance shipboard operations and transport capability 159 160 The report concluded 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 159 MV 22s deployed to Afghanistan in November 2009 with VMM 261 161 162 it saw its first offensive combat mission Operation Cobra s Anger on 4 December 2009 V 22s assisted in inserting 1 000 USMC and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt Taliban operations 131 General James Amos stated that Afghanistan s MV 22s had surpassed 100 000 flight hours calling it the safest airplane or close to the safest airplane in the USMC inventory 163 The V 22 s Afghan deployment was set to end in late 2013 with the drawdown of combat operations however VMM 261 was directed to extend operations for casualty evacuation being quicker than helicopters enabled more casualties to reach a hospital within the golden hour they were fitted with medical equipment such as heart monitors and triage supplies 164 In January 2010 the MV 22 was sent to Haiti as part of Operation Unified Response relief efforts after an earthquake the type s first humanitarian mission 165 In March 2011 two MV 22s from Kearsarge helped rescue a downed USAF F 15E crew member during Operation Odyssey Dawn 166 167 On 2 May 2011 following Operation Neptune s Spear the body of Osama bin Laden founder of the al Qaeda terrorist group was flown by an MV 22 to the aircraft carrier Carl Vinson in the Arabian Sea prior to his burial at sea 168 Marines disembark from an MV 22 near Marine Corps Air Ground Combat Center Twentynine Palms California 2019 In 2013 several MV 22s received communications and seating modifications to support the Marine One presidential transport squadron because of the urgent need for CH 53Es in Afghanistan 169 170 In May 2010 Boeing announced plans to submit the V 22 for the VXX presidential transport replacement 171 From 2 to 5 August 2013 two MV 22s completed the longest distance Osprey tanking mission to date Flying from Marine Corps Air Station Futenma in Okinawa alongside two KC 130J tankers they flew to Clark Air Base in the Philippines on 2 August then to Darwin Australia on 3 August to Townsville Australia on 4 August and finally rendezvoused with Bonhomme Richard on 5 August 172 In 2013 the USMC formed an intercontinental response force the Special Purpose Marine Air Ground Task Force Crisis Response Africa 173 using V 22s outfitted with specialized communications gear 174 In 2013 following Typhoon Haiyan 12 MV 22s of the 3rd Marine Expeditionary Brigade were deployed to the Philippines for disaster relief operations 175 its abilities were described as uniquely relevant flying faster and with greater payloads while moving supplies throughout the island archipelago 176 U S Air Force Two USAF CV 22s landing at Holloman AFB New Mexico in 2006 The USAF s first operational CV 22 was delivered to the 58th Special Operations Wing 58th SOW at Kirtland Air Force Base New Mexico in March 2006 Early aircraft were delivered to the 58th SOW and used for training personnel for special operations use 177 On 16 November 2006 the USAF officially accepted the CV 22 in a ceremony conducted at Hurlburt Field Florida 178 The USAF s first operational deployment 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 4 AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability in March 2009 with six CV 22s in service 179 source source source source source source V 22 Osprey USAF video In December 2013 three CV 22s came under small arms fire while trying to evacuate American civilians in Bor South Sudan during the 2013 South Sudanese political crisis the aircraft flew 500 mi 800 km to Entebbe Uganda after the mission was aborted South Sudanese officials stated that the attackers were rebels 180 181 The CV 22s had flown to Bor over three countries across 790 nmi 910 mi 1 460 km The formation was hit 119 times wounding four crew and causing flight control failures and hydraulic and fuel leaks on all three aircraft Fuel leaks resulted in multiple air to air refuelings en route 182 After the incident AFSOC developed optional armor floor panels 96 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 183 In 2015 the USAF sought to configure the CV 22 to perform combat search and rescue in addition to its long range special operations transport mission It would complement the HH 60G Pave Hawk and planned HH 60W rescue helicopters being employed in scenarios where high speed is better suited to search and rescue than more nimble but slower helicopters 184 U S Navy A CMV 22B in February 2020 The V 22 program originally included Navy 48 HV 22s but none were ordered 24 In 2009 it was proposed that it replace the C 2 Greyhound for carrier onboard delivery COD duties One advantage of the V 22 is the ability to deliver supplies and people between non carrier ships beyond helicopter range 185 186 Proponents said that it is capable of similar speed payload capacity and lift performance to the C 2 and can carry greater payloads over short ranges up to 20 000 lb including suspended external loads The C 2 can only deliver cargo to carriers requiring further distribution to smaller vessels via helicopters while the V 22 is certified for operating upon amphibious ships aircraft carriers and logistics ships It could also take some helicopter roles by fitting a 600 lb hoist to the ramp and a cabin configuration for 12 non ambulatory patients and 5 seats for medical attendants 187 Bell and P amp W designed a frame for the V 22 to transport the Pratt amp Whitney F135 engine of the Lockheed Martin F 35 188 On 5 January 2015 the Navy and USMC signed a memorandum of understanding to buy the V 22 for the COD mission 189 Initially designated HV 22 four aircraft were bought each year from 2018 to 2020 190 It incorporates an extended range fuel system for an 1 150 nmi 1 320 mi 2 130 km unrefueled range a high frequency radio for over the horizon communications and a public address system to communicate with passengers 191 192 the range increase comes from extra fuel bladders 193 through larger external sponsons the only external difference from other variants Its primary mission is long range logistics other conceivable missions include personnel recovery and special warfare 194 In February 2016 the Navy officially designated it the CMV 22B 195 The Navy s Program of Record originally called for 48 aircraft it later determined that only 44 were required Production began in FY 2018 and deliveries start in 2020 196 197 The Navy ordered the first 39 CMV 22Bs in June 2018 initial operating capability is anticipated to be achieved in 2021 with fielding to the fleet by the mid 2020s 198 The first CMV 22B made its initial flight in December 2019 199 The first deployment began in summer 2021 aboard the USS Carl Vinson 200 Japan Self Defense Forces In 2012 former Defense Minister Satoshi Morimoto ordered an investigation of the costs of V 22 operations The V 22 s capabilities exceeded current Japan Self Defense Forces helicopters in terms of range speed and payload The ministry anticipated deployments to the Nansei Islands and the Senkaku Islands as well as in multinational cooperation with the U S 201 In November 2014 the Japanese Ministry of Defense decided to procure 17 V 22s 202 The first V 22 for Japan undertook its first flight in August 2017 203 and the aircraft began delivery to the Japanese military in 2020 204 In September 2018 the Japanese Ministry of Defense decided to delay the deployment of the first five MV 22Bs it had received amid opposition and ongoing negotiations in the Saga Prefecture where the aircraft are to be based 205 On 8 May 2020 the first two of the five aircraft were delivered to the JGSDF at Kisarazu Air Field after failing to reach an agreement with Saga prefecture residents 206 It is planned to eventually station some V 22s on board the Izumo class helicopter destroyers Potential operators India In 2015 the Indian Aviation Research Centre showed interest in acquiring four V 22s for personnel evacuation in hostile conditions logistic supplies and deployment of the Special Frontier Force in border areas US V 22s performed relief operations after the April 2015 Nepal earthquake 207 The Indian Navy also studied the V 22 rather than the E 2D for airborne early warning and control to replace the short range Kamov Ka 31 208 India is interested in purchasing six attack version V 22s for rapid troop insertion in border areas 209 210 Indonesia On 6 July 2020 the U S State Department announced that they had approved a possible Foreign Military Sale to Indonesia of eight Block C MV 22s and related equipment for an estimated cost of 2 billion The U S Defense Security Cooperation Agency notified Congress of this possible sale 211 Israel On 22 April 2013 an agreement was signed to sell six V 22 to the Israeli Air Force 212 By the end of 2016 Israel had not ordered the V 22 and was instead interested in buying the C 47 Chinook helicopter or the CH 53K helicopter 213 As of 2017 Israel had frozen its evaluation of the V 22 with a senior defence source indicating that the tiltrotor is unable to perform some missions currently conducted using its Sikorsky CH 53 transport helicopters 214 Variants A V 22 Osprey flies a test mission 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 215 CV 22B U S Air Force variant for the U S Special Operations Command It conducts long range special operations missions and is equipped with extra wing fuel tanks an AN APQ 186 terrain following radar and other equipment such as the AN ALQ 211 216 217 and AN AAQ 24 Nemesis Directional Infrared Counter Measures 218 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 219 The CV 22 replaced the MH 53 Pave Low 24 MV 22B U S Marine Corps variant The Marine Corps is the lead service in the V 22 s development The Marine Corps variant is an assault transport for troops equipment and supplies capable of operating from ships or expeditionary airfields ashore It replaced the Marine Corps CH 46E and CH 53D fleets 220 221 CMV 22B U S Navy variant for the carrier onboard delivery role Similar to the MV 22B but includes an extended range fuel system a high frequency radio and a public address system 195 EV 22 Proposed airborne early warning and control variant The Royal Navy studied this variant as a replacement for its current fleet of carrier based Sea King ASaC 7 helicopters 222 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 223 224 SV 22 Proposed anti submarine warfare variant The U S Navy studied the SV 22 in the 1980s to replace S 3 and SH 2 aircraft 225 Operators JapanJapan Self Defense Forces 2 delivered 3 on order plans for 12 more 226 206 An MV 22 delivers a Humvee to USNS Sacagawea A U S Air Force CV 22 conducts a fly pass at RIAT 2015 United StatesUnited States Air Force 227 7th Special Operations Squadron 228 8th Special Operations Squadron 229 20th Special Operations Squadron 230 21st Special Operations Squadron 231 71st Special Operations Squadron 232 418th Flight Test Squadron 233 An M327 towed 120mm heavy mortar and an M1163 Growler back into an MV 22 aboard USS Iwo Jima United States Marine Corps 227 HMX 1 234 VMX 22 235 VMM 161 236 VMM 162 237 VMM 163 238 VMM 165 239 VMM 166 240 VMMT 204 241 VMM 261 242 VMM 263 243 VMM 264 244 VMM 266 245 VMM 362 246 VMM 363 247 VMM 365 248 VMM 561 249 United States Navy 44 CMV 22Bs on order with deliveries to start in 2020 196 197 HX 21 250 VRM 30 251 AccidentsMain article Accidents and incidents involving the V 22 Osprey The V 22 Osprey has had 13 hull loss accidents with a total of 51 fatalities 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 eight crashes resulting in 16 fatalities and several minor incidents 252 253 The aircraft s accident history has generated some controversy over its perceived safety issues 254 Aircraft on display A V 22 at the American Helicopter Museum amp Education Center 163911 V 22A on display at the Aviation Memorial at Marine Corps Air Station New River in Jacksonville North Carolina 255 256 163913 V 22A on display at the American Helicopter Museum amp Education Center in West Chester Pennsylvania 257 258 99 0021 formerly 164939 CV 22B on display at the National Museum of the United States Air Force at Wright Patterson AFB in Dayton Ohio 259 164940 MV 22B on display at the Patuxent River Naval Air Museum in Lexington Park Maryland 260 Specifications MV 22B V 22 s combat radius in Iraq contrasted with the CH 46E s smaller combat radius V 22 seating layout Data from Norton 261 Boeing 262 Bell Guide 103 Naval Air Systems Command 263 and USAF CV 22 fact sheet 216 General characteristicsCrew 3 4 pilot copilot and 1 or 2 flight engineers crew chiefs loadmasters gunners 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 M1161 Growler light internally transportable ground vehicle 264 265 Length 57 ft 4 in 17 48 m Length folded 62 ft 7 6 in 19 091 m Wingspan 45 ft 10 in 13 97 m Width 84 ft 6 8 in 25 776 m including rotors Width folded 18 ft 5 in 5 61 m Height 22 ft 1 in 6 73 m engine nacelles vertical17 ft 7 8 in 5 m to top of tailfins dd dd dd Height folded 18 ft 1 in 5 51 m Wing area 301 4 sq ft 28 00 m2 Empty weight 31 818 lb 14 432 kg Operating weight empty 32 623 lb 14 798 kg Gross weight 39 500 lb 17 917 kg Combat weight 42 712 lb 19 374 kg Maximum take off weight VTO 47 500 lb 21 546 kg Maximum take off weight STO 55 000 lb 24 948 kg Maximum take off weight STO ferry 60 500 lb 27 442 kg Fuel capacity Ferry maximum 4 451 US gal 3 706 imp gal 16 850 L of JP 4 JP 5 JP 8 to MIL T 56242 436 US gal 2 028 imp gal 9 220 L in optional cabin auxiliary tank 1 228 US gal 1 023 imp gal 4 650 L in three sponson partial self sealing tanks 787 US gal 655 imp gal 2 980 L in ten wing self sealing tanks 1 93 US gal 1 61 imp gal 7 3 L engine oil 25 375 US gal 21 129 imp gal 96 05 L transmission oil dd dd dd Powerplant 2 Rolls Royce T406 AD 400 turboprop turboshaft engines 6 150 hp 4 590 kW each maximum at 15 000 rpm at sea level 59 F 15 C 5 890 hp 4 392 kW maximum continuous at 15 000 rpm at sea level 59 F 15 C dd dd dd Main rotor diameter 2 38 ft 12 m Main rotor area 2 268 sq ft 210 7 m2 3 bladedPerformance Maximum speed 275 kn 316 mph 509 km h 266 305 kn 565 km h 351 mph at 15 000 ft 4 600 m 267 dd dd dd Stall speed 110 kn 130 mph 200 km h 74 Range 879 nmi 1 012 mi 1 628 km Combat range 390 nmi 450 mi 720 km Ferry range 2 230 nmi 2 570 mi 4 130 km Service ceiling 25 000 ft 7 600 m g limits g limits helicopter mode 3 0 5 at 39 500 lb 17 917 kg 2 77 0 46 at 42 712 lb 19 374 kg 2 5 0 42 at 47 500 lb 21 546 kg dd dd dd g limits airplane mode 4 1 at 39 500 lb 17 917 kg 3 7 0 92 at 42 712 lb 19 374 kg 3 3 0 84 at 47 500 lb 21 546 kg 2 87 0 72 at 55 000 lb 24 948 kg 2 61 0 65 at 60 500 lb 27 442 kg dd dd dd Maximum glide ratio 4 5 1 74 Rate of climb 2 320 4 000 ft min 11 8 20 3 m s 74 Wing loading 20 9 lb sq ft 102 kg m2 at 47 500 lb 21 546 kg Power mass 0 259 hp lb 0 426 kW kg Armament 1 7 62 mm 308 in M240 machine gun or 50 in 12 7 mm M2 Browning machine gun on ramp removable 1 7 62 mm 308 in GAU 17 minigun belly mounted retractable video remote control in the Remote Guardian System optional 132 268 Avionics AN ARC 182 VHF UHF radio KY 58 VHF UHF encryption ANDVT HF encryption AN AAR 47 Missile Approach Warning System AN AYK 14 Mission Computers APQ 168 Multifunction radarNotable appearances in mediaMain articles Aircraft in fiction V 22 Osprey and List of fictional aircraft V 22 OspreySee also Aviation portalRelated development AgustaWestland AW609 Bell Boeing Quad TiltRotor Bell V 280 Valor Bell XV 15Aircraft of comparable role configuration and era Canadair CL 84 LTV XC 142Related lists List of military aircraft of the United States List of VTOL aircraftReferences a b Osprey Deemed Ready for Deployment U S Marine Corps 14 June 2007 Archived from the original on 1 December 2016 Retrieved 19 June 2019 Brother Eric BBell Boeing delivers 400th V 22 Osprey tiltrotor aircraft Aerospace Manufacturing and Design 11 June 2020 Retrieved 22 June 2020 a b V 22 Osprey Backgrounder Archived 6 February 2010 at the Wayback Machine Boeing Defense Space amp Security February 2010 a b c Kreisher Otto Finally the Osprey Archived 11 February 2009 at the Wayback Machine Air Force Magazine February 2009 Whittle 2010 p 62 Mackenzie Richard writer Flight of the V 22 Osprey Television production Archived 28 February 2009 at the Wayback Machine Mackenzie Productions for Military Channel 7 April 2008 Retrieved 29 March 2009 a b c Norton 2004 p 35 Whittle 2010 p 55 Whittle 2010 p 91 Whittle 2010 p 87 As Kelly saw it the future of the Marine Corps was riding on it Whittle 2010 p 155 Whittle 2010 pp 53 55 56 Scroggs Stephen K Army Relations with Congress Thick Armor Dull Sword Slow Horse p 232 Greenwood Press 2000 ISBN 9780313019265 a b c Moyers Al Director of History and Research The Long Road AFOTEC s Two Plus Decades of V 22 Involvement Archived 1 December 2008 at the Wayback Machine Headquarters Air Force Operational Test and Evaluation Center United States Air Force 1 August 2007 Chapter 9 Research Development and Acquisition Archived 10 February 2009 at the Wayback Machine Department of the Army Historical Summary FY 1982 Center of Military History CMH United States Army 1988 ISSN 0092 7880 Norton 2004 pp 22 30 AIAA 83 2726 Bell Boeing JVX Tilt Rotor Program Archived 11 February 2009 at the Wayback Machine American Institute of Aeronautics and Astronautics AIAA 16 18 November 1983 Norton 2004 pp 31 33 Kishiyama David Hybrid Craft Being Developed for Military and Civilian Use Archived 7 November 2012 at the Wayback Machine Los Angeles Times 31 August 1984 Adams Lorraine Sales Talk Whirs about Bell Helicopter Archived 24 October 2012 at the Wayback Machine 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