Misplaced Pages

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78-569: The X-22 was not a prototype of the V-22 Osprey , although it was a part of the development of tilt-rotor aircraft and Bell's work in this field of study. In 1962, the United States Navy announced their request for two prototype aircraft with V/STOL capability, powered by four ducted fan nacelles. Bell Helicopters already had extensive experience with VTOL aircraft and was able to utilize an already developed test mockup. In 1964

156-558: A powered lift aircraft by the Federal Aviation Administration . 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. STOL rolling-takeoff and landing capability

234-766: 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

312-532: 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. 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

390-432: A carrier, preparing for carrier onboard delivery . Development was protracted and controversial, partly because of large cost increases, some of which were caused by a requirement to fold wings and rotors to fit aboard ships. The development budget was first set at US$ 2.5 billion in 1986, increasing to a projected US$ 30 billion in 1988. By 2008, US$ 27 billion had been spent and another US$ 27.2 billion

468-427: A common central gearbox so that one engine can power both proprotors if an engine failure occurs. Either engine can power both proprotors through the wing driveshaft. However, the V-22 is generally not capable of hovering on one engine. 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

546-548: 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. 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,

624-471: A contract for Block C upgrades was awarded to Bell Boeing. In February 2012, the USMC received the first V-22C, featuring a new radar, additional mission management and electronic warfare equipment. 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

702-589: A converted nacelle. 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, but contract delays pushed IOC to late 2019. As part of a 26 May 2016 contract award to Boeing, Cobham was contracted to adapt their FR-300 hose drum unit as used by the KC-130 in October 2016. While the Navy has not declared its interest in

780-466: A deadly V-22 accident , flight testing found it to be less susceptible to VRS than conventional helicopters. A GAO report stated that the V-22 is "less forgiving than conventional helicopters" during VRS. Several test flights to explore VRS characteristics were canceled. 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. On 28 September 2005,

858-622: A five-year production contract in 2013. 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. By 2014, Raytheon began providing an avionics upgrade that includes situational awareness and blue force tracking . In 2009,

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936-543: A lower mishap rate. The average cost per flight hour is US$ 9,156 , whereas the Sikorsky CH-53E Super Stallion cost about $ 20,000 (~$ 28,320 in 2023) per flight hour in 2007. V-22 ownership cost was $ 83,000 per hour in 2013. 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

1014-664: 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 1989 and after a long development was fielded in 2007. The design combines the vertical takeoff ability of a helicopter with the speed and 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

1092-564: 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. The V-22 first flew in 1989 and began flight testing and design alterations;

1170-466: 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

1248-445: A standardized light rail vehicle promoted by the federal Urban Mass Transportation Administration , that led to the company's ending rail production due to myriad problems. This cost Boeing and the vehicle's two buyers, Massachusetts Bay Transportation Authority and San Francisco Municipal Railway millions and led to premature retirement of the vehicles. While the company's subway cars performed better, they did not continue in

1326-508: A traversable nose-mounted weapon connected to a helmet-mounted sight; recoil complicated integrating a forward-facing gun. A pylon could carry 300 lb (140 kg) of munitions. However, by 2019, the USMC opted for IDWS upgrades over adopting new weapons. 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

1404-517: Is achieved by having the nacelles tilted forward up to 45°. Other orientations are possible. Pilots describe the V-22 in airplane mode as comparable to the C-130 in feel and speed. 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. For storage, the V-22's rotors fold in 90 seconds and its wing rotates to align, front-to-back, with

1482-465: Is an American multi-use, tiltrotor military transport and cargo 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

1560-555: Is difficult. 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 ." A complete loss of power requires both engines to fail, as one engine can power both proprotors via interconnected drive shafts. Though vortex ring state (VRS) contributed to

1638-460: Is equipped with a glass cockpit , which incorporates four multi-function displays (MFDs, compatible with night-vision goggles ) and one shared central display unit, to display various images including: digimaps, imagery from the Turreted forward-looking infrared system primary flight instruments, navigation ( TACAN , VOR , ILS , GPS , INS ), and system status. The flight director panel of

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1716-620: Is possible with the legacy helicopters". MV-22s deployed to Afghanistan in November 2009 with VMM-261 ; 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. General James Amos stated that Afghanistan's MV-22s had surpassed 100,000 flight hours, calling it "the safest airplane, or close to

1794-514: Is remotely operated by a gunner, targets are acquired via a separate pod using color television and forward looking infrared imagery. The IDWS was installed on half of the V-22s deployed to Afghanistan in 2009; 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

1872-558: 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

1950-584: 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

2028-619: Is the former name of an American aircraft manufacturer, now known as Vertical Lift division of Boeing Defense, Space & Security . The headquarters and main rotorcraft factory is in Ridley Park, Pennsylvania , a suburb of Philadelphia . Production of Apache attack helicopters in Mesa, Arizona , formerly part of Rotorcraft Systems, is now under the Global Strike Division of Boeing Military Aircraft. Boeing Helicopters

2106-719: 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

2184-477: 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. 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

2262-546: The 21st century, and as of the mid-2020s the Army is planning to field the V-280 Valor tiltrotor. The first of six prototypes first flew on 19 March 1989 in the helicopter mode and on 14 September 1989 in fixed-wing mode. The third and fourth prototypes successfully completed the first sea trials on USS  Wasp in December 1990. The fourth and fifth prototypes crashed in 1991–92. From October 1992 to April 1993,

2340-630: The 64-knot (74 mph; 119 km/h) lower limit of a hurricane . The rotorwash usually prevents the starboard door's usage in hover; the rear ramp is used for rappelling and hoisting instead. 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. 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. The extreme rotor downwash of

2418-578: The Dutch company, RDM Holding Inc . By December 2006 Columbia Helicopters of Aurora, Oregon had purchased the Type certificate of the Boeing Vertol 107-II and Boeing Model 234 Commercial Chinook from Boeing. The Columbia Helicopters is seeking FAA issuance of a Production Certificate to produce parts with eventual issuance of a PC to produce aircraft. For much of the 1970s, Boeing Vertol entered

Bell X-22 - Misplaced Pages Continue

2496-790: The EMD redesign. Flight testing with the early V-22s continued into 1997. 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. 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. During external load testing in April 1999,

2574-474: 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. 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

2652-455: The MV-22 was sent to Haiti as part of Operation Unified Response relief efforts after an earthquake , the type's first humanitarian mission . In March 2011, two MV-22s from Kearsarge helped rescue a downed USAF F-15E crew member during Operation Odyssey Dawn . On 2 May 2011, following Operation Neptune's Spear , the body of Osama bin Laden , founder of the al-Qaeda terrorist group,

2730-667: 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. The failure of Operation Eagle Claw , the Iran hostage rescue mission, in 1980 demonstrated to the U.S. military a need 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." Additionally,

2808-449: The Pentagon formally approved full-rate production, 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. The V-22 had an incremental flyaway cost of $ 67 million per aircraft in 2008, The Navy had hoped to shave about $ 10 million off that cost via

2886-562: The U.S. Army left the program, citing a need to focus its budget on more immediate aviation programs. In 1989, the V-22 survived two separate Senate votes that could have resulted in cancellation. Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the V-22. As development cost projections greatly increased in 1988, Defense Secretary Dick Cheney tried to defund it from 1989 to 1992, but

2964-639: 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. Two programs, the V-22 Cockpit Technology Replacement (VeCToR) and Renewed V-22 Aircraft Modernization Program (ReVAMP), are being studied to upgrade

3042-715: The USMC, for completion in September 2019. A provision gives NAVAIR the option to order 23 more Ospreys. As of June 2013, the combined value of all contracts placed totaled $ 6.5 billion. In 2013, Bell laid off production staff following the US's order being cut to about half of the planned number. Production rate went from 40 in 2012 to 22 planned for 2015. 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

3120-494: 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. Three officers were implicated for their roles in

3198-493: The V-22 has caused incidents when rappelling or fast roping from the aircraft, including a soldier being blown 3 meters away from his intended dismount point by the force of the downwash. The downwash is strong enough to destroy unstrengthened helipads and can create flying debris in the landing zone that can injure bystanders or potentially damage the aircraft; an incident involving a Marine Corps Osprey in 2010 resulted in 10 bystanders suffering downwash-related injuries. The V-22

Bell X-22 - Misplaced Pages Continue

3276-522: The V-22 was redesigned to reduce empty weight, simplify manufacture, and reduce build costs; it was designated V-22B. Flights resumed in June 1993 after safety changes were made to the prototypes. Bell Boeing received a contract for the engineering manufacturing development (EMD) phase in June 1994. 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

3354-500: The V-22". Obtaining spares proved problematic. By July 2008, the V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq. 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." 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,

3432-616: 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. In 2009, DARPA requested solutions for installing robust flight deck cooling. A heat-resistant anti-skid metal spray named Thermion has been tested on USS Wasp . The V-22's two Rolls-Royce AE 1107C engines are connected by drive shafts to

3510-401: 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

3588-414: The aircraft and extend its life. VeCToR would upgrade the cockpit with more modern electronics in the 2030s and 40s, and ReVAMP would be a fuselage life extension program to extend the V-22's service beyond the 2060s. The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor , turboshaft engine, and transmission nacelle mounted on each wingtip. It is classified as

3666-516: The aircraft is moving slowly. 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. BAE Systems developed a belly-mounted, remotely operated gun turret system, the Interim Defense Weapon System (IDWS); it

3744-454: The capability, it could be leveraged later on. In October 2019, the fleet of 375 V-22s operated by the U.S. Armed Forces surpassed the 500,000 flight hour mark. A fatal accident in December 2023, led the fleet being grounded until March 2024 by the US and Japan. 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

3822-476: 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. 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. With

3900-537: 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

3978-787: 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. 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

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4056-535: The existing wing nacelles with minimal structural or external modifications. In September 2014, the U.S. Navy, who already purchase engines separately to airframes, was reportedly considering an alternative engine supplier to reduce costs. 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

4134-406: The falsification scandal. In October 2007, a Time magazine article condemned the V-22 as unsafe, overpriced, and inadequate; the USMC responded that the article's data was partly obsolete, inaccurate, and held high expectations for any new field of aircraft. In 2011, the controversial defense industry-supported Lexington Institute reported that the average mishap rate per flight hour over

4212-654: 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 ) and reached initial operational capability . It started replacing the CH-46 Sea Knight in 2007; the CH-46 was retired in October 2014. 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 ,

4290-522: The fuselage. Because of the requirement for folding rotors, their 38-foot (12 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 . 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

4368-442: The greater effect of the airplane-mode control surfaces. The nacelles can rotate past vertical to 97.5° for rearward flight. The V-22 can use the "80 Jump" orientation with the nacelles at 80° for takeoff to quickly achieve high altitude and speed. 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

4446-407: 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

4524-673: The maximum speed from 250 to 270 knots (460 to 500 km/h; 290 to 310 mph), increase helicopter mode altitude limit from 10,000 to 12,000 feet (3,000 to 3,700 m) or 14,000 feet (4,300 m), and increase lift performance. 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; reliability has improved accordingly. An MV-22 landed and refueled on board Nimitz in an evaluation in October 2012. In 2013, cargo handling trials occurred on Harry S. Truman . In October 2015, NAVAIR tested rolling landings and takeoffs on

4602-399: 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,

4680-724: The past 10 years was the lowest of any USMC rotorcraft, approximately half of the average fleet accident rate. In 2011, Wired magazine reported that the safety record had excluded ground incidents; 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%; however, the DOD's Inspector General later found 167 of 200 reports had "improperly recorded" information. Captain Richard Ulsh blamed errors on incompetence, saying that they were "not malicious" or deliberate. The required mission capable rate

4758-487: The propeller blades in combination with control surfaces ( elevators and ailerons ), which were located in the thrust stream of the propellers. The maiden flight of the prototype occurred on 17 March 1966. In contrast to other tilt-rotor craft (such as the Bell XV-3 ), transitions between hovering and horizontal flight succeeded nearly immediately. However, interest increased more towards VTOL and V/STOL properties, not

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4836-581: The prototype, internally referred to by Bell as Model D2127, was ordered by the Navy and received the X-22 designation. It was unveiled at an event in Niagara Falls in May 1965. Three-bladed propellers were mounted on four wings and synchronized through a wave-interconnection system, were connected to four gas turbines which, in turn, were mounted in pairs on the rear wings. Maneuvering was achieved by tilting

4914-795: The railroad rolling stock market in an attempt to keep government-funded contracts in the wake of the Vietnam War. During this period, Boeing Vertol manufactured the Morgantown Personal Rapid Transit system for West Virginia University , the 2400 series Chicago 'L' cars for the Chicago Transit Authority , and the US Standard Light Rail Vehicle (marketed as the Boeing LRV ). It was the last vehicle, an attempt at

4992-575: The remaining craft, 151521, is currently stored by the Niagara Aerospace Museum , New York . According to the employees at the Museum, the craft was held onto after being debated for scrapping by the Navy. General characteristics Performance Aircraft of comparable role, configuration, and era Related lists Bell Boeing V-22 Osprey This is an accepted version of this page The Bell Boeing V-22 Osprey

5070-591: The rotors' low inertia . 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

5148-426: The safest airplane" in the USMC inventory. 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,

5226-449: The specific design of the prototype. Due to failure of a propeller control, described by test pilot Stanley Kakol as the only non-redundant component in the power chain, the prototype crashed on 8 August 1966 and technicians stripped it for components in order to make the second prototype flight capable. The fuselage was still used as a simulator for some time afterwards. The second X-22 first flew on 26 August 1967. Early that year, it

5304-497: 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

5382-605: The tiltrotor. 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

5460-451: The top U.S. military commander in Iraq, used one to visit troops on Christmas Day 2007; as did Barack Obama during his 2008 presidential campaign tour in Iraq . 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

5538-503: Was 82%, but the average was 53% from June 2007 to May 2010. In 2010, Naval Air Systems Command aimed for an 85% reliability rate by 2018. 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. As of 2015 , although the V-22 requires more maintenance and has lower availability (62%) than traditional helicopters, it also has

5616-558: Was created as Boeing Vertol when the Vertol Aircraft Corporation (formerly Piasecki Helicopter ) company of Morton, Pennsylvania was acquired by Boeing in 1960; the Vertol name was an abbreviation for Vertical Take Off and Landing . Other names by which the division sometimes referred to itself in correspondence over the years were "Boeing Aircraft Company, Vertol Division" and "Boeing Philadelphia". The company

5694-459: Was equipped with a variable flight control and stabilizer system from Cornell Aeronautical Laboratory , which improved flight performance. Although the X-22 was considered to be the best aircraft of its type at the time, the program was canceled. The required maximum speed of 525 km/h was never reached. The second prototype was moved to Cornell Aeronautical Laboratory for further testing; the last flight occurred in 1988. Although not on display,

5772-767: 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. Boeing Rotorcraft Systems Boeing Rotorcraft Systems (formerly Boeing Helicopters and before that Boeing Vertol )

5850-470: Was overruled by Congress , which provided unrequested program funding. 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. Although the Army departed the program, it eventually developed and chose a tiltrotor to replace the UH-60 Blackhawk in

5928-455: Was required for planned production numbers. 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

6006-530: Was responsible for the design and production of the CH-46 Sea Knight and the CH-47 Chinook . The name became Boeing Helicopters in 1987, and the current name was adopted in 2002. When Boeing merged with McDonnell Douglas in 1997, the former Hughes Helicopters operations in Mesa, Arizona were placed under Boeing Helicopters. A year and a half later Boeing sold the civilian line of helicopters to MD Helicopter Holdings Inc. , an indirect subsidiary of

6084-419: Was reversed from normal procedure to prevent USMC Ospreys from having a conflicting CV designation with aircraft carriers . Full-scale development began in 1986. 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. That year,

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