BELL
BOEING V-22 OSPREY TILTROTOR USMC VMM HMX USN CMV VRM USAF SOS SOW JGSDF
KEY PUBLISHING SOFTBOUND BOOK in ENGLISH
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Additional Information from
Internet Encyclopedia
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. The V-22
is operated by the United States and Japan, and is not only a new aircraft design,
but a new type of aircraft that entered service in the 2000s, a tiltrotor
compared to fixed wing and helicopter designs. The V-22 first flew in 1988 and
after a long development was fielded in 2007. The design essentially combines
the vertical takeoff ability of a helicopter, but the range of a fixed-wing
airplane.
The failure of Operation Eagle
Claw in 1980 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
began 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 began using the CMV-22B for
carrier onboard delivery duties in 2021.
Development
In the late 20th century VTOL
aircraft gained popularity, and many prototype designs were developed, but only
one entered service;the Harrier fighter/attack jet used used a turbo fan
engine. A practical tilt-rotor remained more elusive, until finally in the
1980s the United States moved forward with V-22 design. Overcoming many
challenges over 400 aircraft were fielded by the 2020s.
Origins
The failure of Operation Eagle
Claw, the Iran hostage rescue mission, in 1980 demonstrated to the U.S.
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] Additionally, a concentrated force is vulnerable to a single
nuclear weapon. Airborne solutions with high speed and range allow for their
rapid dispersal to reduce this vulnerability.[7] The U.S. Department of Defense
began the JVX aircraft program in 1981, under U.S. Army leadership.
The established tactical purpose
of the USMC is to perform an amphibious landing, which the JVX program promised
to facilitate. The USMC's primary helicopter model, the CH-46 Sea Knight, was
aging, and no replacement had been accepted. Because the USMC's amphibious
capability would be significantly reduced without the CH-46, USMC leadership
believed a proposal to merge the Marine Corps with the Army was a credible
threat.This potential merger was akin to a proposal by President Truman
following World War II] The Office of the Secretary of Defense and Navy
administration opposed the tiltrotor project, but pressure from Congress had a
significant effect on the program's development.
The Navy and USMC were given the
lead in 1983. The JVX combined requirements from the USMC, USAF, Army and
Navy.] A request for preliminary design proposals was issued in December 1982.
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. Since this was the only
proposal the JVX program received, a preliminary design contract was awarded on
26 April 1983.
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.
Production work is split between Bell and Boeing. Bell Helicopter manufactures
and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft
ramp, as well as integrating the Rolls-Royce engines and performing final
assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit,
avionics, and flight controls. 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. 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
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.[8] 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, which provided
unrequested program funding.[32] Multiple studies of alternatives found the
V-22 provided more capability and effectiveness with similar operating costs.
The Clinton Administration was supportive of the V-22, helping it attain
funding.[14]
Although the Army departed the
program, it eventually developed and chose a tiltrotor to replace the UH-60
Blackhawk in the 21st century, and as of the mid-2020s the Army is planning to
field the V-280 Valor tiltrotor.
Flight testing and design
changes
The first of six prototypes
first flew on 19 March 1989 in the helicopter mode[35] and on 14 September 1989
in fixed-wing mode.[36] The third and fourth prototypes successfully completed
the first sea trials on USS Wasp in December 1990.[37] The fourth and fifth
prototypes crashed in 1991–92.[38] 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.[39] Flights resumed in June 1993 after safety
changes were made to the prototypes.[40] Bell Boeing received a contract for
the engineering manufacturing development (EMD) phase in June 1994.[39] 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.[41]
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.[42] 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.
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.
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.[46] 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;[47][48] reliability has improved accordingly
An MV-22 landed and refueled on
board Nimitz in an evaluation in October 2012.[50] In 2013, cargo handling
trials occurred on Harry S. Truman.[51] In October 2015, NAVAIR tested rolling
landings and takeoffs on a carrier, preparing for carrier onboard delivery.
Discussions
Development was protracted and
controversial, partly because of large cost increases,[53] some of which were
caused by a requirement to fold wings and rotors to fit aboard ships.[54] 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.
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
In 2001, Lieutenant Colonel Odin
Leberman, 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][57] Three officers
were implicated for their roles in the falsification scandal.
In October 2007, a Time magazine
article condemned the V-22 as unsafe, overpriced, and inadequate;[58] the USMC
responded that the article's data was partly obsolete, inaccurate, and held
high expectations for any new field of aircraft.[59] In 2011, the controversial
defense industry-supported Lexington Institute[60][61][62] 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.[63]
In 2011, Wired magazine reported that the safety record had excluded ground
incidents;[64] the USMC responded that MV-22 reporting used the same standards
as other Navy aircraft.
By 2012, the USMC reported
fleetwide readiness rate had risen to 68%;[66] however, the DOD's Inspector
General later found 167 of 200 reports had "improperly recorded"
information.[67] Captain Richard Ulsh blamed errors on incompetence, saying that
they were "not malicious" or deliberate.[68] The required mission
capable rate was 82%, but the average was 53% from June 2007 to May 2010.[69]
In 2010, Naval Air Systems Command aimed for an 85% reliability rate by
2018.[70] 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.[71] 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,[72] whereas
the Sikorsky CH-53E Super Stallion cost about $20,000 (~$28,320 in 2023) per
flight hour in 2007.[73] V-22 ownership cost was $83,000 per hour in 2013.[74]
In 2022, the Pentagon evaluated its cost per flight hour at $23,941.
While technically capable of
autorotation if both engines fail in helicopter mode, a safe landing is
difficult.[76] 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."[58] A complete loss of power requires
both engines to fail, as one engine can power both proprotors via
interconnected drive shafts.[77] 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.[78]
Several test flights to explore VRS characteristics were canceled.[79] 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.
Production
On 28 September 2005, the
Pentagon formally approved full-rate production,[81] 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,[82] The Navy had
hoped to shave about $10 million off that cost via a five-year production
contract in 2013.[83] Each CV-22 cost $73 million (~$92.6 million in 2023) in
the FY 2014 budget.
On 15 April 2010, the Naval Air
Systems Command awarded Bell Boeing a $42.1 million (~$57.4 million in 2023)
contract to design an integrated processor in response to avionics obsolescence
and add new network capabilities.[85] By 2014, Raytheon began providing an
avionics upgrade that includes situational awareness and blue force
tracking.[86] In 2009, a contract for Block C upgrades was awarded to Bell
Boeing.[87] In February 2012, the USMC received the first V-22C, featuring a
new radar, additional mission management and electronic warfare equipment.[88]
In 2015, options for upgrading all aircraft to the V-22C standard were
examined.
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.[90] A
provision gives NAVAIR the option to order 23 more Ospreys.[91] As of June 2013,
the combined value of all contracts placed totaled $6.5 billion.[92] In 2013,
Bell laid off production staff following the US's order being cut to about half
of the planned number.[93][94] Production rate went from 40 in 2012 to 22
planned for 2015.[95] Manufacturing robots have replaced older automated
machines for increased accuracy and efficiency; large parts are held in place
by suction cups and measured electronically.
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.
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.
Design
The Osprey is the world's first
production tiltrotor aircraft,[101] with one three-bladed proprotor, turboshaft
engine, and transmission nacelle mounted on each wingtip.[102] It is classified
as a powered lift aircraft by the Federal Aviation Administration.[103] 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 aircraft, like a turboprop aircraft.[104] STOL
rolling-takeoff and landing capability is achieved by having the nacelles
tilted forward up to 45°.[105][106] Other orientations are possible.[107]
Pilots describe the V-22 in airplane mode as comparable to the C-130 in feel
and speed.[108] It has a ferry range of over 2,100 nmi. Its operational range
is 1,100 nmi.
Composite materials make up 43%
of the airframe, and the proprotor blades also use composites.[105] For
storage, the V-22's rotors fold in 90 seconds and its wing rotates to align,
front-to-back, with the fuselage.[110] 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.[107] 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.
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.[111] In 2009, DARPA
requested solutions for installing robust flight deck cooling.[112] A
heat-resistant anti-skid metal spray named Thermion has been tested on USS
Wasp.
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.[77] Either
engine can power both proprotors through the wing driveshaft.[76] However, the
V-22 is generally not capable of hovering on one engine.[114] 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.[76] The AE 1107C engine has a two-shaft
axial design with a 14-stage compressor, an effusion-cooled annular combustor,
a two-stage gas generator turbine, and two-stage power turbine.
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 ft (1,800
to 2,400 m). 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.
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.[117] In September
2014, the U.S. Navy, who already purchase engines separately to airframes, was
reportedly considering an alternative engine supplier to reduce costs.[118] The
General Electric GE38 is one option, giving commonality with the Sikorsky
CH-53K King Stallion.
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.[120][121] The rotorwash usually
prevents the starboard door's usage in hover; the rear ramp is used for rappelling
and hoisting instead.[76][122] 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.[123] 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.
Avionics
The V-22 is equipped with a
glass cockpit, which incorporates four multi-function displays (MFDs,
compatible with night-vision goggles)[76] and one shared central display unit,
to display various images including: digimaps, imagery from the Turreted forward-looking
infrared system[124] 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.[125] The fuselage is not
pressurized, and personnel must wear on-board oxygen masks above 10,000 feet.
The V-22 has triple-redundant
fly-by-wire flight control systems; these have computerized damage control to
automatically isolate damaged areas.[126][127] 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.[128] The nacelles can
rotate past vertical to 97.5° for rearward flight.[129][130] The V-22 can use
the "80 Jump" orientation with the nacelles at 80° for takeoff to
quickly achieve high altitude and speed.[107] The controls automate to the
extent that it can hover in low wind without hands on the controls.
New USMC V-22 pilots learn to
fly helicopter and multiengine fixed-wing aircraft before the tiltrotor.[131]
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. 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.
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.[132] BAE Systems developed a
belly-mounted, remotely operated gun turret system,[133] the Interim Defense
Weapon System (IDWS);[134] it is remotely operated by a gunner, targets are
acquired via a separate pod using color television and forward looking infrared
imagery.[135] The IDWS was installed on half of the V-22s deployed to
Afghanistan in 2009;[134] it found limited use because of its 800 lb (360 kg)
weight and restrictive rules of engagement.
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.
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.[138] 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.[139] A pylon could carry 300 lb
(140 kg) of munitions.[140] However, by 2019, the USMC opted for IDWS upgrades
over adopting new weapons.[141]
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.[142] 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.
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.[144] 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,[145] but contract delays pushed IOC to late
2019.[146] As part of a 26 May 2016 contract award to Boeing,[147] Cobham was
contracted to adapt their FR-300 hose drum unit as used by the KC-130 in
October 2016.[148] While the Navy has not declared its interest in the
capability, it could be leveraged later on.
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.[150] A fatal accident in December 2023, lead the fleet being grounded
until March 2024 by the US and Japan.
U.S. Marine Corps
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)[152] and reached initial operational
capability.[1] It started replacing the CH-46 Sea Knight in 2007; the CH-46 was
retired in October 2014.[153][154] On 13 April 2007, the USMC announced the
first V-22 combat deployment at Al Asad Airbase, Iraq.
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;[157] as did Barack Obama during his 2008 presidential campaign tour in
Iraq.[158] 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".[108]
Obtaining spares proved problematic.[159] By July 2008, the V-22 had flown
3,000 sorties totaling 5,200 hours in Iraq.[160] 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."[161] Despite attacks by man-portable air-defense systems and
small arms, none were lost to enemy fire by late 2009.
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.[163][164] 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".
MV-22s deployed to Afghanistan
in November 2009 with VMM-261;[165][166] 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.[134] 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.[167] 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.
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.[169] In March 2011, two
MV-22s from Kearsarge helped rescue a downed USAF F-15E crew member during
Operation Odyssey Dawn.[170][171] 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.
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.In May
2010, Boeing announced plans to submit the V-22 for the VXX presidential
transport replacement.
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.
In 2013, the USMC formed an
intercontinental response force, the Special Purpose Marine Air-Ground Task
Force – Crisis Response – Africa,[177] using V-22s outfitted with specialized
communications gear.[178] In 2013, following Typhoon Haiyan, 12 MV-22s of the
3rd Marine Expeditionary Brigade were deployed to the Philippines for disaster
relief operations;[179] its abilities were described as "uniquely
relevant", flying faster and with greater payloads while moving supplies
throughout the island archipelago.
U.S. Air Force
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.[181] On 16
November 2006, the USAF officially accepted the CV-22 in a ceremony conducted
at Hurlburt Field, Florida.[182] 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.
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.[184][185] 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.[186] After the incident,
AFSOC developed optional armor floor panels.
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."[187] 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.
On 29 November 2023, a CV-22B
assigned to the US Air Force's 353rd Special Operations Wing crashed into the
East China Sea off Yakushima Island, Japan, killing all eight airmen aboard.
The Osprey, based at Yokota Air Base, was flying from Marine Corps Air Station
Iwakuni to Kadena Air Base on Okinawa Island in clear weather and light winds.
An Air Force investigation into the cause of the crash is ongoing.[189][190] A
preliminary investigation has revealed a "potential materiel failure"
could have caused the accident.[191] On 6 December 2023, the U.S. Navy (NAVAIR)
and the Air Force (AFSOC) grounded their V-22 fleets. Japan (Maritime Self
Defense Force) also has grounded their fleet.[191] In early March the US and
Japan resumed flights of the V-22 with revised maintenance and pilot training
focuses but no changes to the aircraft.[192][193] The V-22 was returned to
flight with no changes;the part that failed was identified and how it failed
determined, although the accident was still under scrutiny.
U.S. Navy
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.[195][196] 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.[197] Bell and P&W designed a frame for the V-22 to
transport the Pratt & Whitney F135 engine of the F-35.
On 5 January 2015, the Navy and
USMC signed a memorandum of understanding to buy the V-22 for the COD
mission.[199] Initially designated HV-22, four aircraft were bought each year
from 2018 to 2020.[200] 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;[201][202] the range increase comes from extra fuel
bladders[203] in 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.[204] In February 2016,
the Navy officially designated it the CMV-22B.[205] 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 started in 2020.
The Navy ordered the first 39
CMV-22Bs in June 2018; initial operating capability was achieved in 2021, with
fielding to the fleet by the mid-2020s.[208][209] The first CMV-22B made its
initial flight in December 2019.[210] The first deployment began in summer 2021
aboard the USS Carl Vinson.
Japan Self-Defense Forces
Japan bought the V-22 and they
entered defense service in 2020, becoming the first international customer for
the tiltrotor.
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.[213] In November 2014, the Japanese Ministry of Defense decided
to procure 17 V-22s.[214] The first V-22 for Japan undertook its first flight
in August 2017[215] and the aircraft began delivery to the Japanese military in
2020.
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.[217] 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.[218] It is
planned to eventually station some V-22s on board the Izumo-class helicopter
destroyers. In September 2023, the first V-22 landings were conducted on the
helicopter carrier Ise. The aircraft are planned to be based at Saga Airport in
Kyushu starting in 2025 where the V-22s will be deployed together with Sikorsky
Black Hawk and Apache Longbow helicopters in order to better defend Japan's
southern Nansei Islands.
Following the fatal crash of a
US Air Force CV-22 off Yakushima on 29 November 2023, Japan suspended flights
of its 14 MV-22s.[220] In early 2024 it was reported that the Japanese would
resume flights of the V-22, and in March 2024 flights resumed.
Potential operators
The V-22 can carry a
power-module of certain fighter jets such as the F-35, and also is noted it
could be useful to nations with island chains or carriers.[222] One question
was why the U.S. Army did no procure the V-22 Osprey, and it was actually in
the project at the start, but ended up heavily investing in traditional rotor
craft such as the UH-60 Black Hawk and CH-46 Chinook.[223] The V-22 production
line is planned to be open to around 2026 to complete the orders for the Air
Force, Navy, and Marine Corp.
Early on in the 2010s, some of
the possible export buyers included Canada, Japan, United Arab Emirates, and
the United Kingdom. Other potential interest came from India and Indonesia. In
Europe, there was some interest on the continent from France, Spain, and Italy
also.[228] Canada is thought to have considered the V-22 for the Fixed Wing
Search and Rescue (FWSAR), but it was not entered as the overall goals
prioritized conventional aircraft; that program was one by the C-295.
The Air Force is also
considering some additional V-22 for search and rescue, to supplement the
HH-60W with a longer range aircraft, especially in the Indo-Pacific region
where longer range is typically needed.
Variants
Pre-production full-scale
development aircraft used for flight testing. These are unofficially considered
A-variants after the 1993 redesign.
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,[243][244]
and AN/AAQ-24 Nemesis Directional Infrared Counter Measures.[245] 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.[246] The
CV-22 replaced the MH-53 Pave Low.
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.
CMV-22B
U.S. Navy variant for the
carrier onboard delivery role, replacing the C-2. Similar to the MV-22B but
includes an extended-range fuel system, a high-frequency radio, and a public
address system.
EV-22
Proposed airborne early warning
and control variant. The Royal Navy studied this variant as a replacement for
its fleet of carrier-based Sea King ASaC.7 helicopters.
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.
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.
Operators
JGSDF V-22 and M-V22B at Kengun
Japan
Japan Ground Self-Defense Force
(14 delivered, 3 on order as of Dec 2023)[253][218][254]
An MV-22 Osprey with its rotors
up to vertical with a HMMWV vehicle hanging by two sling wires.
An MV-22 delivers a Humvee to
USNS Sacagawea
United States
United States Air Force
7th Special Operations Squadron
8th Special Operations Squadron
20th Special Operations Squadron
21st Special Operations Squadron
71st Special Operations Squadron
249th Special Operations
Squadron - Florida Air National Guard associate unit to 1st Special Operations
Wing
418th Flight Test Squadron
United States Marine Corps
HMX-1
VMX-1 (formerly VMX-22)
VMM-161
VMM-162
VMM-163
VMM-165
VMM-166
VMMT-204
VMM-261
VMM-263
VMM-264
VMM-265
VMM-266
VMM-268
VMM-362
VMM-363
VMM-365
VMM-561
VMM-764 - Marine Air Reserve
VMM-774 - Marine Air Reserve
United States Navy – 44 CMV-22Bs
ordered, with deliveries started in 2020.
HX-21
VRM-30
VRM-50
