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{{GA|01:08, 21 June 2010 (UTC)|topic=|page=}}
{|{{Infobox Aircraft Begin
{|{{Infobox Aircraft Begin
|name=V-22 Osprey
|name=V-22 Osprey

Revision as of 01:08, 21 June 2010

"V-22" redirects here. For other uses, see V22.
V-22 Osprey
A U.S. Marine Corps MV-22 prepares to land aboard USS Nassau in 2008.
A U.S. Marine Corps MV-22 prepares to land aboard USS Nassau in 2008.
Role V/STOL transport
National origin Vereinigte Staaten
Manufacturer Bell Helicopter
Boeing Rotorcraft Systems
First flight 19 March 1989
Einführung 13 June 2007[1]
Primary users United States Marine Corps
United States Air Force
Developed from Bell XV-15

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

The V-22 originated from the United States Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. The team of Bell Helicopter, and Boeing Helicopters was awarded a development contract in 1983 for the tiltrotor aircraft. The Bell Boeing team jointly produce the aircraft.[2] The V-22 first flew in 1989, and began years of flight testing and design alterations; the complexity and difficulties of being the first tiltrotor intended for military service in the world led to many years of development.

The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007; it is supplementing and will eventually replace the CH-46 Sea Knight. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.

Development

Early development

The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[3] 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."[4] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. The U.S. Navy/Marine Corps was given the lead in 1983.[5][6][7] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[8][9] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[10][11]

Early concept illustrations of V-22 from late 1980s timeframe. The top view is an isometric view. Front, side, and top views are shown below with a view of the wing folded.
Early concept illustrations of V-22

The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[12][13] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[2][14] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[15] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[16] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy. At this point all four U.S. military services had acquisition plans for V-22 versions.[17]

The first V-22 was rolled out with significant media attention in May 1988.[18][19] However, the project suffered several blows. That same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[5] The project also faced opposition in the Senate in 1989, surviving two votes that both could have resulted in cancellation.[20][21] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[22] When the V-22's projected development budget greatly increased in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding from 1989 to 1992. He was eventually overruled by Congress,[23][6][22] which provided unrequested funding for the program.[24] Multiple studies of alternative aircraft found the V-22 provided more capability and combat effectiveness with similar operating costs as the alternatives.[25] The Clinton Administration was supportive of the V-22 and helped the program get funding.[6]

Flight testing and design changes

The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[26] and on 14 September 1989 as a fixed-wing plane.[27] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[28] However, the fourth and fifth prototypes crashed in 1991-92.[29] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the V-22B model.[30] V-22 flights resumed in June 1993 after safety improvements were incorporated in the prototypes.[31] Bell Boeing was awarded a contract for the engineering manufacturing development (EMD) phase in June 1994.[30] The prototypes also received changes to better match the B-model configuration. Flight testing at the stage focused on expanding the flight envelope, measuring flight loads, and supporting the EMD redesign. This and further flight testing with the early V-22s continued into 1997.[32]

Four U.S. Marine paratroopers jump from the rear loading ramp of a MV-22 Osprey.
U.S. Marines jump from an Osprey.

Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[16] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[33]

In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 gatling gun.[34] The gun was to provide defensive firepower in high threat environments.[34] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who was not satisfied with the current V-22 armament.[35] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[36]

In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the aircraft was again grounded while the cause of these crashes was investigated and various parts were redesigned.[23] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[37]

Controversy

The V-22's development process has been long and controversial, partly due to its large cost increases.[38] The V-22's development budget was first planned for $2.5 billion in 1986, then increased to a projected $30 billion in 1988.[23] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[16]

The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[16][39] Three officers were later implicated in the falsification scandal.[38]

The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says there is an alternative, "We can turn it into a plane and glide it down, just like a C-130".[35] A complete loss of power would require the failure of both engines, as one engine can power both proprotors via interconnected drive shafts.[40][41] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[3] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[23][42]

With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[35] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[43]

Recent development

A CV-22 flying over mountainous terrain in New Mexico
CV-22 flying over New Mexico

On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[44] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[16] The V-22 had an incremental flyaway cost of $67 million per aircraft in 2008,[45] but the Navy hopes to shave about $10 million off that cost after a five-year production contract in 2013.[46]

The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[47] Mission improvements have been developed for the "Block C" version. Deliveries of Block C V-22s are to began in 2010.[16][48][49]

Design

A closeup of a MV-22B's rotor and engine tilted slightly upward.
Closeup of rotor and engine of a MV-22B

The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[50] 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 airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[51]

The V-22's two Rolls-Royce AE 1107C engines are connected by drive shafts to a common center gearbox so that one engine can power both proprotors if an engine failure occurs.[41] Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[52] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[16] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[53]

A V-22 with its wing rotated 90 degree so it runs the length of the fuselage.
First production Osprey to join the V-22 Navy flight test program since resumption of flight evaluations in May 2002. Aircraft is shown in compact storage configuration.

The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[54] The glass cockpit of the canceled CH-46X was derived from the V-22.[55]

The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[56] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[57] The nacelles can rotate past vertical to 97.5° for rearward flight.[58][59]

M240 machine gun mounted on V-22 loading ramp with a view of Iraq landscape with the aircraft in flight.
M240 machine gun mounted on V-22 loading ramp.

The Osprey can be armed with one 7.62x51mm NATO (.308 in caliber) M240 machine gun or .50 in caliber (12.7 mm) M2 machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A .50 in GAU-19 three-barrel gatling gun mounted below the V-22's nose has also been studied for future upgrade.[60] BAE Systems developed a remotely operated turreted weapons system for the V-22,[61] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[36] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.[62]

U.S. Naval Air Systems Command is working on 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.[63]

Operational history

US Marine Corps

Ground crew refuel an MV-22 before a mission in central Iraq at night. The rotors are turning and the tips are green, forming green circles.
Crew members refuel an MV-22 before a night mission in central Iraq, February 2008.

Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[64] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[65]

The Osprey has been replacing existing CH-46 Sea Knight squadrons.[66] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[67]

A side view of an MV-22 resting on sandy ground in Iraq during the day with its ramp lowered.
A MV-22 of VMM-162 in Iraq, April 2008

On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[68][69] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[70]

The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[71] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[72] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[73]

The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[74] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[75] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[74][76] General George J. Trautman, III praised the increased speed and range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[77]

A V-22 performing a vertical landing on the USS New York with two of the ship's crew nearby.
V-22 landing on the USS New York 19 October 2009

Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships. But they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[78]

A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[79] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[79] Naval Air Systems Command hopes to reach a 85% reliability rate by 2018.[80]

The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[36] In January 2010 the MV-22 Osprey was sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This was the first use the Marine MV-22 in a humanitarian mission.[81]

US Air Force

Two USAF CV-22s in a staggered pattern with their rotors vertical preparing to land at Holloman Air Force Base, New Mexico.
Two USAF CV-22s, landing at Holloman AFB, New Mexico in 2006.
V-22 Osprey USAF video

The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[82] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[83]

The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[3] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[84]

In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[85] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[86]

Potential operators

In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[87] and multiple times has been a candidate for its Maritime Airborne Surveillance and Control (MASC) project.[88] Israel had shown interest in the purchase of MV-22s, but no order was placed.[89][90] Flightglobal.com reported in late 2009 that Israel has decided to wait for the CH-53K instead.[91]

The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[92] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[93]

Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[94] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[95]

The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 for Carrier Onboard Delivery. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce, or to ships on patrol beyond helicopter range.[96] Loren B. Thompson of the Lexington Institute has suggested V-22s for use by the Air Force in combat search and rescue and for the USMC's Marine One presidential transport, which both need replacement aircraft.[97] Boeing announced on 5 May 2010, that it would submit the V-22 to the DoD's V-XX Marine One helicopter replacement program.[98]

Variants

A side view of a MV-22 with people in line to go up its rear ramp while on public display at NAS Pensacola in November 2006.
MV-22 on display at NAS Pensacola, November 2006
V-22A
Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after the 1993 redesign.[99]
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. However, it chose the MH-60S for this role in 2001.[100]
SV-22
The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[101]
MV-22B
Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[65] and CH-53D.[102]
CV-22B
Air Force variant for the U.S. Special Operations Command (USSOCOM). It conducts long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[103][104]

Operators

A front view of a U.S. Air Force CV-22 with its rotors facing forward flying over the Emerald Coast of Florida.
A CV-22 of 8th Special Operations Squadron flies over Florida's Emerald Coast.

The U.S. Marine Corps and Air Force have a combined 112 V-22s in service as of May 2010. Most are used by the Marine Corps.[105]

 Vereinigte Staaten
A V-22 on a test flight with its rotors rotated almost to vertical.
A V-22 Osprey flies a test mission.

Notable accidents

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

From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[23] Since becoming operational in 2007, the V-22 has had one loss due to accident, and seven other notable, but minor, aviation incidents.

  • On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[108]
  • On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[109]
  • On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[42]
  • On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[110][111]

Specifications (MV-22B)

A view of the underside of a V-22 Osprey at the 2006 Royal International Air Tattoo air show
A bottom view of a V-22 Osprey at the 2006 Royal International Air Tattoo air show
A MV-22 with its rotors up to vertical with a HMMWV vehicle hanging by two sling wires.
A MV-22 Osprey carries an HMMWV vehicle.
A map of Iraq and surrounding nations with a small circle showing the area the CH-46E can cover and a larger circle for the V-22.
V-22's combat radius in Iraq, contrasted with the CH-46E's smaller combat radius.

Data from Boeing Integrated Defense Systems,[115] Naval Air Systems Command,[116] US Air Force CV-22 fact sheet,[103] Norton,[117] and Bell[48]

General characteristics

  • Crew: Four (pilot, copilot and two flight engineers)
  • Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)

Performance Armament

  • 1× 7.62 mm (.308 in) M240 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][62][118]

Notable appearances in media

Main article: Aircraft in fiction § V-22 Osprey

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Notes
  1. ^ a b "Osprey Deemed Ready for Deployment". U.S. Marine Corps, 14 June 2007.
  2. ^ a b "V-22 Osprey Backgrounder" (PDF). Boeing Defense, Space & Security. February 2010. Retrieved 26 March 2010.
  3. ^ a b c Kreisher, Otto. "Finally, the Osprey". Air Force magazine, February 2009.
  4. ^ Mackenzie, Richard (writer) (7 April 2008). Flight of the V-22 Osprey (Television production). Mackenzie Productions for Military Channel. Retrieved 29 March 2009.
  5. ^ a b Norton 2004, p. 35.
  6. ^ a b c Moyers, Al (Director of History and Research) (1 August 2007). "The Long Road: AFOTEC's Two-Plus Decades of V-22 Involvement". Headquarters Air Force Operational Test and Evaluation Center, United States Air Force.
  7. ^ "Chapter 9: Research, Development, and Acquisition". Department of the Army Historical Summary: FY 1982. Center of Military History (CMH), United States Army. 1988. ISSN 0092-7880.
  8. ^ Norton 2004, pp. 22–30.
  9. ^ "AIAA-83-2726, Bell-Boeing JVX Tilt Rotor Program", American Institute of Aeronautics and Astronautics (AIAA), 16–18 November 1983.
  10. ^ Norton 2004, pp. 31–33.
  11. ^ Kishiyama, David (31 August 1984). "Hybrid Craft Being Developed for Military and Civilian Use". Los Angeles Times.
  12. ^ Adams, Lorraine (10 March 1985). "Sales Talk Whirs about Bell Helicopter". Dallas Morning News.
  13. ^ "Boeing Vertol launches Three-Year, $50 Million Expansion Program". Philadelphia Inquirer. 4 March 1985.
  14. ^ "The Bell-Boeing V-22". Military Aircraft. Bell Helicopter. 2007.
  15. ^ Norton 2004, p. 30.
  16. ^ a b c d e f g RL31384 "V-22 Osprey Tilt-Rotor Aircraft". Congressional Research Service, 22 December 2009.
  17. ^ Goodrich, Joseph L. (3 May 1986). "Bell-Boeing team lands contract to develop new tilt-rotor aircraft 600 jobs expected from $1.714-billion project for Navy". Providence Journal.
  18. ^ Belden, Tom (23 May 1988). "Vertical-takeoff plane may be the 21st century's intercity bus". Toronto Star.
  19. ^ "Tilt-rotor craft flies like copter, plane". Milwaukee Sentinel. 24 May 1988.
  20. ^ "2 Senators key to fate of Boeing's V-22 Osprey". Philadelphia Inquirer. 6 July 1989.
  21. ^ Mitchell, Jim (22 July 1989). "Gramm defends Osprey's budget cost: Senator makes pitch for V-22 as president stumps for B-2 bomber". Dallas Morning News.
  22. ^ a b "Pentagon halts spending on V-22 Osprey". Chicago Tribune. 3 December 1989.
  23. ^ a b c d e Berler, Ron (2005). "Saving the Pentagon's Killer Chopper-Plane". Wired. 13 (7). CondéNet, Inc. Retrieved 8 February 2008. {{cite journal}}: Unknown parameter |month= ignored (help)
  24. ^ Norton 2004, p. 49.
  25. ^ Norton 2004, p. 52.
  26. ^ "Revolutionary plane passes first test". Toledo Blade. 20 March 1989.
  27. ^ Mitchell, Jim (15 September 1989). "V-22 makes first flight in full airplane mode". Dallas Morning News.
  28. ^ Jones, Kathryn (14 December 1990). "V-22 tilt-rotor passes tests at sea". Dallas Morning News.
  29. ^ "Navy halts test flights of V-22 as crash investigated". Fort Worth Star-Telegram. 13 June 1991.
  30. ^ a b Norton 2004, pp. 52–54.
  31. ^ Norton 2004, p. 55.
  32. ^ Norton 2004, pp. 55–57.
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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. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
  • Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
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