1. Bell Boeing V-22 Osprey
From Wikipedia, the free encyclopedia
"V-22" redirects here. For other uses, see V22 (disambiguation).
V-22 Osprey
A U.S. Marine Corps MV-22 lands aboard USNSRobert E.
Peary as part of exercise Bold Alligator 2012
Role V/STOL transport
National origin United States
Manufacturer Bell Helicopter
Boeing Rotorcraft Systems
First flight 19 March 1989
Introduction 13 June 2007[1]
Status In service
Primary users United States Marine Corps
United States Air Force

2. Produced 1988–present
Number built 200+ as of 2014[2]
Program cost US$35.6 billion after planned
procurement of 408 aircraft[3]
Unit cost MV-22: US$72.1 million (flyaway
cost for FY2015)[4]
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 conventionalhelicopter 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.[5]
The V-22 first flew in 1989, and began
flight testing and design alterations; the complexity and difficulties of being the first tiltrotor intended
for military service in the world led to many years of development.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007; it
supplemented and then replaced their Boeing Vertol CH-46 Sea Knights. The Osprey's other
operator, the U.S. Air Force, fielded their version of the tiltrotor in 2009. Since entering service with
the U.S. Marine Corps and Air Force, the Osprey has been deployed in both combat and rescue
operations over Iraq, Afghanistan, Sudan and Libya.
Contents
[hide]
 1 Development
o 1.1 Origins
o 1.2 Flight testing and design changes
o 1.3 Controversy
o 1.4 Production
 2 Design
o 2.1 Overview
o 2.2 Propulsion
o 2.3 Avionics
o 2.4 Armament
o 2.5 Refueling capability
 3 Operational history
o 3.1 U.S. Marine Corps

3. o 3.2 U.S. Air Force
o 3.3 Potential operators
 3.3.1 U.S. Navy
 3.3.2 Israel
 3.3.3 Japan
 3.3.4 South Korea
 3.3.5 United Arab Emirates
 4 Variants
 5 Operators
 6 Notable accidents
 7 Aircraft on display
 8 Specifications (MV-22B)
 9 Notable appearances in media
 10 See also
 11 References
o 11.1 Notes
o 11.2 Bibliography
 12 External links
Development
Origins
Early concept illustrations of V-22
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a
need[6][7]
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."[8]
The U.S. Department of Defensebegan the Joint-service
Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership.[9]
The defining mission of the Marine Corps has been to perform an amphibious landing, and they
were particularly interested in the JVX program. They realized that a concentrated strike force was
vulnerable to a single nuclear weapon, airborne solutions with good speed and range allowed for
significant dispersal;[10]
and their CH-46s were wearing out;[11]
without replacement, the threat of a
merger between the Marine Corps and the Army lingered,[12][13]
similar to President Truman's proposal

4. following World War II.[14]
The OSD and Navy administration were against the tiltrotor project, but
congressional pressure eventually proved persuasive.[15]
The U.S. Navy and Marine Corps were given the lead in 1983.[9][16][17]
The JVX combined
requirements from the U.S. Marine Corps, Air Force, Army and Navy.[18][19]
A request for proposals
(RFP) was issued in December 1982 for preliminary design work. Interest was expressed
by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. Contractors
were encouraged to form teams. Bell partnered with Boeing Vertol to submit a proposal for an
enlarged version of the Bell XV-15 prototype on 17 February 1983. Being the only proposal received,
a preliminary design contract was awarded on 26 April 1983.[20][21]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by that March, the first six
prototypes were being produced, and Boeing Vertol was expanded to deal with the project
workload.[22][23]
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.[5][24]
The USMC variant of the
Osprey received the MV-22 designation and the U.S. Air Force variant received CV-22; this was
reversed from normal procedure to prevent Marine Corps Ospreys from having a conflicting
designation with aircraft carriers (CV).[25]
Full-scale development of the V-22 tilt-rotor aircraft began in
1986.[26]
On 3 May 1986, the Bell Boeing partnership was awarded a $1.714 billion contract for V-22
aircraft by the U.S. Navy. At this point, all four U.S. military services had acquisition plans for V-22
versions.[27]
The first V-22 was rolled out with significant media attention in May 1988.[28][29]
The project suffered
several blows. That year, the U.S. Army left the program, citing a need to focus its budget on more
immediate aviation programs.[9]
In 1989, the project survived two separate votes in the Senate that
could have resulted in cancellation.[30][31]
Despite the Senate's decision, the Department of Defense
instructed the U.S. Navy not to spend more money on the V-22.[32]
When the V-22's projected
development budget greatly increased in 1988, Defense Secretary Dick Cheney tried to remove
funding from 1989 to 1992 in an effort to cancel it. He was eventually overruled
by Congress,[16][33]
which provided unrequested funding for the program.[34]
Multiple studies of
alternatives found the V-22 provided more capability and combat effectiveness with similar operating
costs.[35]
The Clinton Administration was supportive of the V-22 and helped it attain funding.[16]
Flight testing and design changes
U.S. Marines jump from an Osprey.
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[36]
and on 14
September 1989 in fixed-wing mode.[37]
The third and fourth prototypes successfully completed the
Osprey's first sea trials on USS Wasp in December 1990.[38]
The fourth and fifth prototypes crashed
in 1991–92.[39]
From October 1992 – 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.[40]
V-22 flights resumed in June 1993 after safety improvements were incorporated

5. in the prototypes.[41]
Bell Boeing was awarded a contract for the engineering manufacturing
development (EMD) phase in June 1994.[40]
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.[42]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production
V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent
River, Maryland. The first EMD flight took place on 5 February 1997. Testing fell behind
schedule.[43]
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 USS Saipan in January 1999.[26]
During external load testing in April 1999, Boeing used a V-22
to lift and transport the light-weight M777 howitzer.[44][45]
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.[33]
As of 2012, changes have been made to the V-22's hardware, software, and
procedures in response to hydraulic fires in the nacelles, vortex ring state control issues, and
opposed landings.[46]
External images
V-22 with M777 howitzer
Osprey carries M777 howitzer for first time
The V-22 completed its final operational evaluation in June 2005. The evaluation had included long
range deployments, high altitude, desert and shipboard operations, and was deemed successful.
The problems identified in various accidents had reportedly been addressed.[47]
U.S. Naval Air Systems Command 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.[48]
Implementation of these upgrades began in September 2011[49]
and
proved largely effective.[50]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost
increases.[51]
The development budget was first planned for $2.5 billion in 1986, which increased to a
projected $30 billion in 1988.[33]
By 2008, $27 billion had been spent on the program and another
$27.2 billion was required to complete planned production numbers.[26]
Between 2008 and 2011, the
estimated lifetime cost for maintaining the V-22 grew by 61 percent, mostly allocated to maintenance
and support.[52]
Its [The V-22's] production costs are considerably greater than for helicopters with equivalent
capability—specifically, about twice as great as for the CH-53E, which has a greater payload and an
ability to carry heavy equipment the V-22 cannot... an Osprey unit would cost around $60 million to
produce, and $35 million for the helicopter equivalent.
—Michael E. O'Hanlon, 2002.[53]

6. A V-22 in a compact storage configuration during the navy's evaluation, May 2002
In 2001, Lieutenant Colonel Odin Lieberman, commander of the V-22 squadron at Marine Corps Air
Station New River, was relieved of duty after allegations that he instructed his unit to falsify
maintenance records to make the aircraft appear more reliable.[26][54]
A total of three USMC officers
were later implicated as having played a role in the falsification scandal.[51]
In 2011, it was reported that the average V-22 mishap rate per flight hour over the past 10 years was
approximately half of the average accident rate for the USMC fleet; the V-22's accident rate was the
lowest of any Marine rotorcraft.[55]
In 2011 Wired Magazine reported that the safety record was
achieved by excluding ground incidents;[56]
the USMC responded that MV-22 reporting were to the
same standards as other aircraft in the Department of the Navy.[57]
In October 2007, Time
Magazine ran an article condemning the V-22 as unsafe, overpriced, and completely
inadequate;[58]
the Marine Corps responded by arguing that parts of the article's data were dated,
obsolete, inaccurate, and reflected expectations too high for any new field of aircraft.[59]
By 2012, the USMC reported fleetwide readiness rate had risen to 68 percent;[60]
however, the DOD's
Inspector General later found 167 of 200 reports had "improperly recorded" information.[61]
Captain
Richard Ulsh blamed these errors on incompetence and said that they were "not malicious" or
deliberate.[62]
The required mission capable rate was 82%, but the average was 53% from June 2007
to May 2010.[63]
In 2010, Naval Air Systems Command aimed for an 85% reliability rate by
2018.[64]
From 2009 to 2014, readiness rates rose 25 percent to the "high 80s," while cost per flight
hour had dropped 20 percent to $9,520 through a rigorous maintenance improvement program that
focused on diagnosing problems before they occur.[65]
While technically capable of autorotation if both engines fail in helicopter mode, performance is poor
and a safe landing is difficult.[66]
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 the failure of both engines, as
one engine can power both proprotors via interconnected drive shafts.[67]
Though vortex ring
state (VRS) contributed to a deadly V-22 accident, flight testing found the aircraft to be less
susceptible to the condition than conventional helicopters.[6]
A GAO report stated that the V-22 is
"less forgiving than conventional helicopters" during this phenomenon.[68]
Several test flights to
explore the V-22's VRS characteristics in detail were canceled.[69]
The USMC trains pilots in the
recognition of and recovery from VRS, and has instituted operational envelope limits and
instrumentation to help pilots avoid VRS conditions.[33][70]
Production

7. A CV-22 off the coast of Greenland receiving fuel from a MC-130H
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22,[71]
from 11
a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the U.S. Marine
Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft,
including development costs.[26]
The V-22 had an incremental flyaway cost of $67 million per aircraft
in 2008,[72]
The U.S. Navy had hoped to shave about $10 million off that cost after a five-year
production contract in 2013.[73]
The cost for each CV-22 was $73 million in the FY 2014 budget.[74]
On 15 April 2010, the Naval Air Systems Command awarded Bell Boeing a $42.1 million contract to
design an integrated processor in response to avionics obsolescence and add new network
capabilities.[75]
By 2014, Raytheon will provide an avionics upgrade that includesSituational
awareness and Blue Force Tracking.[76]
In late 2009, a contract for Block C upgrades upon the V-22
was awarded to Bell Boeing.[77]
In February 2012, the Marine Corps received the first Block C
Ospreys; these aircraft feature a new radar, along with additional mission management and
electronic warfare equipment.[78]
On 12 June 2013, the U.S. DoD awarded a $4.9 billion contract to Bell and Boeing for 99 V-22s in
production Lots 17 and 18, including 92 MV-22s for the Marine Corps. Work is expected to be
completed in September 2019.[79]
A provision gives NAVAIR the option to order 23 more
Ospreys.[80]
The combined cost of the June 2013 contract and other associated contracts for the
order totaled $6.5 billion.[81]
In 2013, the U.S. was reportedly hoping to sell up to 100 V-22s internationally with up to 15
interested nations identified; prospective customers included Israel, the United Arab Emirates, and
Japan.[82][83]
In 2013, Bell began to lay off workers on the V-22 production line following the
implementation of defense cuts, which had reduced the US order to about half the originally planned
number of aircraft.[2][84]
Production rate went from 40 in 2012 to 22 planned for 2015.[85]
Design
Overview
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 nacellemounted on each wingtip. It is classified as a powered lift aircraft by

8. the Federal Aviation Administration.[86]
For takeoff and landing, it typically operates as a helicopter
with the nacelles vertical and rotors horizontal. Once airborne, the nacelles rotate forward 90° in as
little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher speed
turboprop aircraft. STOL rolling-takeoff and landing capability is achieved by having the nacelles
tilted forward up to 45°.[87][88]
Other orientations are possible, such as the "80 Jump" takeoff which
uses nacelles at 80° to quickly achieve high altitude and speed.[89]
Composite materials make up 43% of the airframe, and the proprotor blades also use
composites.[87]
For storage, the V-22's rotors fold in 90 seconds and its wing rotates to align, front-to-
back, with the fuselage.[90]
Due to the requirement for folding rotors, their 38-foot diameter is 5 feet
less than optimal for vertical takeoff, resulting in high disk loading.[89]
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.[26]
Heat from the V-22's engines can potentially damage the flight decks of ships. Naval Air Systems
Command 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.[91]
In 2009, DARPA requested solutions for installing robust flight deck cooling.[92]
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.[67]
However, if a
proprotor gearbox fails that proprotor cannot be feathered, and both engines must be stopped before
an emergency landing.[66]
The aircraft'sautorotation characteristics are poor partly because the rotors
have low inertia.[66]
V-22 with rotors tilted, condensation trailing from propeller tips
The V-22 has a maximum rotor downwash speed above 80 knots, more than the 64 knots lower limit
of a hurricane.[93][94]
The rotorwash usually prevents usage of the starboard door in hover, instead the
rear ramp is used for rappelling and hoisting.[66][95]
Boeing has stated the V-22 design loses 10
percent 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.[96]
In September 2013, Rolls-Royce announced it had increased the AE-1107C engine's power by 17
percent via the adoption of a new Block 3 turbine, an increase in fuel valve flow capacity, and
accompanying software updates. The upgrade should increase the reliability in high-altitude, high-
heat conditions and boost maximum payload limitations from 6,000 ft to 8,000 ft. A Block 4 upgrade
is reportedly being examined, which may increase power by up to 26 percent, producing close to
10,000 hp, and improve fuel consumption.[97]
In August 2014, the U.S. military issued a request for information (RFI) for a potential drop-in
replacement for the AE-1107C engines. Submissions must have a power rating of no less than

9. 6,100 shp (4,548.78 kW) at 15,000 rpm, operate at up to 25,000 ft (7,600 m) at up to 130 degrees
Fahrenheit (54.4 degrees Celsius), and fit into the existing nacelles on the wings with minimal
structural or external modifications.[98]
In September 2014, the US Navy was considering contracting
for an alternative engine supplier in order to reduce costs. In the V-22 program, the Navy purchases
engines separately from the aircraft themselves.[99]
Avionics
A MV-22 Osprey cockpit on display at 2012 Wings Over Gillespie
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs,
compatible with night-vision goggles)[66]
and one shared Central Display Unit (CDU), to display
various images including: digimaps, imagery from the Turreted Forward Looking
Infrared System[100]
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 that take the aircraft from forward flight into a 50 ft (15 m) hover with no pilot
interaction other than programming the system.[101]
The glass cockpit of the canceled CH-46X was
derived from the V-22.[102]
The fuselage is not pressurized, and personnel must wear on-
board oxygen masks above 10,000 feet.[66]
The V-22 has triple-redundant fly-by-wire flight control systems.[103]
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.[104]
The nacelles can rotate past vertical to 97.5°
for rearward flight.[105][106]
The aircraft also has computerized damage control that automatically
isolates damaged elements.[107]
The controls so automate and simplify aspects of the V-22's flight
that without wind it can hover with no hands on the controls; according to some who have flown the
aircraft, former fixed-wing pilots may be preferable because they, unlike those with helicopter
experience, are not trained to constantly adjust the controls while hovering.[89][66]
Armament
M240 machine gun mounted on V-22 loading ramp

10. 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 gunon the loading ramp, that can be fired rearward when the ramp is
lowered. A .50 in GAU-19 three-barrel Gatling gun mounted below the V-22's nose was studied for
future upgrade.[108]
BAE Systems developed a belly-mounted, remotely operated gun turret system
for the V-22,[109]
named the Interim Defense Weapon System (IDWS).[110]
The IDWS is remotely
operated by a gunner inside the aircraft, who acquires targets via a separate pod using color
television and forward looking infrared imagery.[111]
The IDWS was installed on half of the first V-22s
deployed to Afghanistan in 2009,[110]
but found limited use due to its 800 lb (360 kg) weight and
restrictive rules of engagement.[112]
As of June 2012, 32 IDWSs were available to the Marine Corps. The system had not been fired in
combat as V-22s were routinely escorted by helicopter gunships and close air support aircraft,
allowing them to focus on their transport role; squadrons also often flew without the belly gun, as the
added weight reduced its cargo-carrying capacity. The Osprey's speed means it can outrun
supporting conventional helicopters, requiring a self-defense capability on long-range missions and
operate independently. The infrared gun camera has proven valuable for reconnaissance and
surveillance. Other weapons are being studied to provide an all-quadrant defensive weapon system
including nose guns, door guns, and nonlethal countermeasures to work with the current ramp-
mounted machine gun and the IDWS.[113]
In 2014, the USMC revealed plans for new V-22 weapons "to increase all-axis, stand-off, and
precision capabilities," which may be potentially operated by additional crew members. Armament
increases are for enhanced offensive capabilities to special purpose Marine rapid crisis response
task forces, rather than as an attack platform. The V-22 could be adapted for various precision
weapons, including the AGM-114 Hellfire, AGM-176 Griffin, Joint Air-to-Ground Missile, and GBU-
53/B SDB II. Fuselage-based hardpointsfor the weapons would be used to clear the proprotors.[114]
In
November 2014, Bell and Boeing conducted self-funded weapons tests using a V-22 equipped with
a small pylon on the front port-side fuselage and the AN/AAQ-27A EO camera replaced with an L-3
Wescam MX-15 sensor/laser designator. 26 unguided Hydra 70 rockets, two guided APKWSrockets,
and two Griffin B missiles were fired over five flights. The USMC and USAF seek a traversable nose-
mounted weapon connected to a helmet-mounted sight; recoil would complicate integrating a
desired forward-facing gun.[115]
A weapons pylon on either side of the fuselage can carry 300 lb
(140 kg) of munitions.[116]
Refueling capability
Boeing is developing a roll-on/roll-off aerial refueling kit, which would give the V-22 the ability to
refuel other aircraft. Having an aerial refueling capability that can be based offWasp-class
amphibious assault ships would increase the striking power of Marine F-35Bs, as they would not rely
on refueling assets that could only be based on full-sized Nimitz-class aircraft carriers or from land
bases. The roll-on/roll-off kit can also be applicable to intelligence, surveillance, and
reconnaissance functions.[117]
Boeing has funded a non-functional demonstration on a VMX-22
aircraft. On 29 August 2013, proximity tests were conducted between a MV-22 and an F/A-18
Hornet.[118]
The high-speed version of the hose/drogue refueling system is designed to be deployed at 185 kn
(213 mph; 343 km/h) and function at up to 250 kn (290 mph; 460 km/h). Onboard tanks and a roll-
on/roll-off bladder can contain up to 12,000 lb (5,400 kg) of fuel. The operator must open the ramp to
extend the refueling hose, then raise the ramp back up once it is extended, with the top ramp door
left open. The Osprey could refuel rotary-wing aircraft, but it would require a separate drogue used
specifically by helicopters and a partially converted nacelle. Bell and Boeing are hoping for funding
for additional testing to include contact between the refueler and receiver and eventually the
passage of fuel between the two aircraft.[119]
Since many Marine Corps ground vehicles can run on
aviation fuel, a refueling V-22 could also service them. An Osprey tanker system could be
operational by 2017.[120]

11. Operational history
U.S. Marine Corps
Crew members refuel an MV-22 before a night mission in Iraq, 2008
Since March 2000, VMMT-204 has conducted Marine Corps crew training for the V-22. On 3 June
2005, Marine Corps helicoptersquadron Marine Medium Helicopter 263 (HMM-263) stood down to
transition to the MV-22.[121]
On 8 December 2005, Lieutenant General James Amos, commander of II
Marine Expeditionary Force, accepted 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, redesignated as VMM-263. On
23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine
Corps Air Station New River, North Carolina.[122]
The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June
2007.[1]
The Osprey has been replacing theCH-46 Sea Knight since 2007; the Sea Knight was retired
in October 2014.[123][124][125]
On 10 July 2007, an MV-22 landed aboard the Royal Navy aircraft
carrier HMS Illustrious, the first time a V-22 had landed on a non-U.S. vessel.[126]
On 13 April 2007, the Marine Corps announced the first V-22 combat deployment at Al Asad
Airbase, Iraq.[127][128]
On 17 September 2007, 10 MV-22Bs of VMM-263 left for Iraq aboard
USS Wasp. The decision to use a ship instead of self-deploying 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 Wasp's availability.[129]
On arrival, they were used in Iraq's western Anbar province for cargo and troop movements, as well
as riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq,
used one to visit troops around Iraq on Christmas Day 2007;[130]
as did then-presidential
candidate Barack Obama during his 2008 tour of Iraq.[131]
Obtaining spare parts proved
problematic.[132]
By July 2008, the V-22 had flown 3,000 sorties totaling 5,200 hours in
Iraq.[133]
General George J. Trautman, III praised the V-22's increased speed and range over legacy
helicopters, stating that "it turned his battle space from the size of Texas into the size of Rhode
Island."[134]
Through 2009, V-22s had been fired upon several times by man-portable air-defense
systems, and small arms with none lost to enemy fire.[135]
A MV-22 of VMM-162 in Iraq, 2008

12. A Government Accountability Office study reported that by January 2009, 12 MV-22s were operating
in Iraq and they completed all assigned missions; mission capable rates averaged 57% to 68%, and
an overall full mission capable rate of 6%. The report also stated that the aircraft had shown
weakness in situational awareness, maintenance, shipboard operations and transport
capability.[136][137]
The study concluded that "...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."[136]
The MV-22 deployed to Afghanistan in November 2009 with VMM-261,[138][139]
and saw its first
offensive combat mission, Operation Cobra's Anger, on 4 December 2009. Ospreys assisted in
inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley ofHelmand Province in
southern Afghanistan to disrupt Taliban communication and supply lines.[110]
On 18 February 2011,
Marine Commandant General James Amos indicated MV-22s deployed to Afghanistan had
surpassed 100,000 flight hours and were noted as "the safest airplane, or close to the safest
airplane” in the Marine Corps inventory.[140]
In January 2010, the MV-22 was sent to Haiti as part of Operation Unified Response relief efforts
after the earthquake there, the type's first humanitarian mission.[141]
In March 2011, two MV-22s
from Kearsarge participated in a mission to rescue a downed USAF F-15E crew member
during Operation Odyssey Dawn.[142][143]
On 2 May 2011, followingOperation Neptune's Spear, the
body of Osama bin Laden, founder of the al-Qaeda terrorist group, was flown by a MV-22 to the
aircraft carrier Carl Vinson in the NorthernArabian Sea, prior to his burial at sea.[144]
In 2013, several MV-22s received communications and seating modifications to support the Marine
One presidential transport squadron due to the urgent need for CH-53Es in Afghanistan.[145][146]
On 11
August 2013, two MV-22s from Marine Helicopter Squadron One (HMX-1) made their debut
ferrying Secret Service agents, White House staff, and press members from CGAS Cape
Cod to Martha's Vineyard during the President's vacation.[147]
In May 2010, Boeing announced plans
to submit the V-22 for the VXXpresidential transport replacement.[148]
Marines boarding an MV-22 atMarine Corps Air Ground Combat Center Twentynine Palms in 2010
Several Japanese politicians and Okinawa residents opposed a V-22 deployment to Japan in July
2012, mainly due to several high-profile accidents.[149][150]
On 14 June 2013, an MV-22 landed on
the JDS Hyūga off the coast of California, the first time a V-22 had landed on aJapan Maritime Self-
Defense Force vessel.[151]
In January 2014, a MV-22 landed aboard the French Mistral-class
amphibious assault shipDixmude.[152]
From 2–5 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 tanker aircraft, the
Ospreys flew to Clark Air Base in the Philippines on 2 August, then toDarwin, Australia on 3
August, Townsville, Australia on 4 August, and finally rendezvoused with Bonhomme Richard on 5
August.[153]
In 2013, the USMC formed an intercontinental response force, the Special Purpose Marine Air-
Ground Task Force for Crisis Response,[154]
equipped with V-22s outfitted with specialized
communications equipment.[155]
In 2013, following Typhoon Haiyan, 12 MV-22s of the 3rd Marine
Expeditionary Brigade were deployed to the Philippines for disaster relief operations.[156]
The V-22's

13. capabilities were described as "uniquely relevant", being able to fly faster and with greater payload
while moving essential supplies to remote sites throughout the island archipelago.[157]
The V-22 deployment to Afghanistan was set to conclude in late 2013 with the drawdown of combat
operations; however VMM-261 was directed to extend operations for a new role, casualty
evacuation, for which it is better suited than helicopters as its speed better enables casualties to
reach a hospital within the 'golden hour'; they are fitted with medical equipment such as heart-
monitors and basic triage supplies.[158]
U.S. Air Force
Two USAF CV-22s, landing atHolloman AFB, New Mexico in 2006.
The Air Force's first operational CV-22 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
became part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special
operations use.[159]
On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony
conducted atHurlburt Field, Florida.[160]
The Air Force first used the V-22 on a non-training mission to
perform search and rescue from Kirtland Air Force Base on 4 October 2007.[161]
The U.S. Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in
November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field,
Florida with in-flight refueling.[6]
AFSOC declared that the 8th Special Operations Squadron reached
Initial Operational Capability on 16 March 2009, with six CV-22s in service.[162]
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.[163]
In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-
month deployment in Iraq.[164]
V-22 Osprey USAF video
In August 2012, the USAF found that "CV-22 wake modeling is inadequate for a trailing aircraft to
make accurate estimations of safe separation from the preceding aircraft."[165]
On 21 December 2013, three CV-22s came under small arms fire while on a mission to evacuate
American civilians in Bor, South Sudanduring the 2013 South Sudanese political crisis. The three
aircraft were damaged and four crew wounded; the mission was aborted and the aircraft flew 500 mi
(800 km) to Entebbe, Uganda. South Sudanese officials stated that the attackers were

14. rebels.[166][167]
The CV-22s, of the 8th Special Operations Squadron, had flown to Bor over three
countries across 790 nmi (910 mi; 1,460 km). The formation was hit 119 times, causing flight control
failures and hydraulic and fuel leaks on all three aircraft. Due to fuel leaks, multiple air-to-air
refuelings were performed en route.[168]
Following the South Sudan incident, AFSOC developed
optional armor floor panels for the V-22. The armor kit, weighing 800 lb (360 kg) in total, can be
attached in sections to protect only certain areas of the aircraft for reduced weight.[169]
On 3 July 2014, V-22 aircraft carried Delta Force commandos to a campsite in
eastern Syria where Islamic State militants had held American and other hostages. The commandos
quickly eliminated the militants at the site, but found that the hostages had been moved elsewhere
and returned home empty handed.[170]
Potential operators
U.S. Navy
A U.S. Marine MV-22 landing on the flight deck of aircraft carrier Nimitz
The United States Navy could potentially employ the V-22 in search and rescue, transport and anti-
submarine warfare roles.[171][172]
The V-22 program included navy 48 HV-22s, but none have been
ordered.[26]
One proposal is to replace the C-2 Greyhound with the V-22 for Carrier Onboard
Delivery duties. One specific advantage of the V-22 in this role is the ability to deliver supplies and
people between non-carriers ships beyond helicopter range.[173][174]
A MV-22 landed and refueled
onboard Nimitz as part of an evaluation for COD in October 2012.[175]
Further cargo handling trials
took place in 2013 on Harry S. Truman.[176]
V-22 proponents have said that it is capable of similar speed, payload capacity and lift performance
as the C-2, the V-22 can also carry greater payloads over short ranges; up to 20,000 lb, and can
also carry suspended external loads. The C-2 can only land on carriers, requiring further distribution
to smaller vessels via helicopters; the Osprey is already certified for operating upon amphibious
ships, aircraft carriers, and logistics ships; certification on hospital and small combatant ships has
not yet been achieved. The V-22 could also take the roles of some helicopters, with a 600 lb hoist
fitted to the ramp and a cabin configuration for 12 non-ambulatory patients and five seats for medical
attendants.[177]
Boeing has designed a special frame for the V-22 so it can carry the F135 engine for
the F-35 to ships.[178]
On 5 January 2015, the Navy and Marines signed a memorandum of
understanding (MOU) to buy the V-22 for the COD mission, and was confirmed in the Navy's FY
2016 budget.[179]
Designated HV-22, four aircraft would be initially bought each year from 2018-
2020.[180][181]
Bell and Boeing are pitching the Osprey to the Navy as more than a transport, but a platform for
various missions, including hosting communications or electronic-attack systems. Successful trials

15. as an aerial refueling aircraft are hoped to persuade the Navy by filling a capability gap in tactical
aerial refueling; this role is currently handled by Marine KC-130s, Air Force KC-10 Extenders, and
select KC-135 Stratotankers with a hose-and-drogue delivery system.[83]
Israel
Israel has shown interest in the V-22.[182][183]
In 2009, Israel reportedly favored the Sikorsky CH-
53K over the V-22.[184]
In 2011, Israel was interested in using the V-22 to support special operations
and search & rescue missions.[185]
In 2013, Israel was reportedly interested in a possible lease of six
to eight aircraft for special operations missions; the type is not to act as a replacement for existing
rotorcraft.[186]
On 22 April 2013, an agreement was finalized to sell the V-22 to the Israel Air Force.[187]
The Israeli
aircraft are to be moved to the front of the production queue, jumping ahead of some USMC
deliveries.[188]
They were expected to arrive as early as 2015.[189]
These aircraft are to be optimized for
special operations and rescue missions.[190]
Israel is interested in doubling the purchase from six MV-
22B Ospreys to 12 aircraft.[178]
The initial order of six aircraft could cost up to $1.13 billion including
additional equipment and support.[191]
In October 2014, media reports indicated that Israel is deferring
or canceling its procurement of the V-22 due to budget restraints and changing
policies.[192][193][194][195]
However, although the Letter of Agreement offering a $400 million
discount[196]
and early delivery formally expired, the deal is still on and the Defense Minister decided
to wait until elections form a new cabinet in March 2015 to push for cabinet approval for it.[197]
Japan
In 2012, former Defense Minister Satoshi Morimoto ordered an investigation of the costs of V-22
operations. The V-22 exceeds current Japan Self-Defense Forces helicopters in terms of range,
speed, and payload. The ministry anticipates deployments to the Nansei Islands and the Senkaku
Islands, as well as in multinational cooperation with the U.S.[198]
Japan is considering plans to have V-
22s in service in a maritime role by as early as 2015.[199]
On 21 November 2014, the Japanese
Ministry of Defense officially decided to procure 17 V-22s,[200]
with deliveries planned from FY 2014 to
FY 2019.[201]
In January 2015, Japan's parliament approved a defense budget with funding for five V-
22s.[202]
South Korea
In February 2015, the South Korean Army showed interest in the V-22 for delivering special forces to
islands in the Yellow Sea near North Korean territory; talks are to be held during 2015 on a possible
Osprey buy.[203]
United Arab Emirates
In May 2012, it was reported that the United Arab Emirates was in the final negotiation stages to
purchase several V-22s. The UAE intends to use the Osprey to support special forces. Both UAE
and the Pentagon seek a $58 million unit cost.[204][205]
Variants
A V-22 Osprey flies a test mission.

16. A CV-22 of 8th Special Operations Squadron flies over Florida's Emerald Coast.
V-22A
Pre-production full-scale development aircraft used for flight testing. These are unofficially
considered A-variants after the 1993 redesign.[206]
CV-22B
U.S. Air Force variant for the U.S. Special Operations Command (USSOCOM). It conducts
long-range special operations missions, and is equipped with extra wing fuel tanks, an
AN/APQ-186 terrain-following radar, and other equipment such as the AN/ALQ-211,[207][208]
and
AN/AAQ-24 Nemesis Directional Infrared Counter Measures.[209]
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.[210]
The CV-22 replaced the MH-53 Pave Low.[26]
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; replacing the Marine Corps' CH-
46E and CH-53D fleets.[211][212]
EV-22
Proposed airborne early warning and control variant. The Royal Navy studied this AEW
variant as a replacement for its current fleet of carrier-based Sea King ASaC.7 helicopters.[213]
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.[171]
Naval Air Systems Command's 2011/2012 V-22 Osprey
Guidebook lists the HV-22 for the U.S. Navy with the USAF and USMC variants.[214]
SV-22
The proposed anti-submarine warfare variant. The U.S. Navy studied the SV-22 in the 1980s
to replace S-3 and SH-2 aircraft.[172]
Operators
An Osprey delivers a Humvee to theUSNS Sacagawea

17. United States
 United States Air Force[215]
 7th Special Operations Squadron[216]
 8th Special Operations Squadron[217]
 20th Special Operations Squadron[218]
 71st Special Operations Squadron[219]
 418th Flight Test Squadron[220]
 United States Marine Corps[215]
 HMX-1[221]
 VMX-22[222]
 VMM-161[223]
 VMM-162[224]
 VMM-165[225]
 VMM-166[226]
 VMMT-204[227]
 VMM-261[228]
 VMM-263[229]
 VMM-264[230]
 VMM-266[231]
 VMM-363[232]
 VMM-365[233]
 VMM-561[234]
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
The V-22 Osprey has had seven hull-loss accidents with a total of 36
fatalities. During testing from 1991 to 2000, there were
four crashes resulting in 30 fatalities.[33]
Since becoming operational in 2007,
the V-22 has had three crashes resulting in six fatalities, and several minor
incidents. The aircraft's accident history has generated some controversy
over its perceived safety issues.[235]
Aircraft on display
The V-22 Osprey on display at the American Helicopter Museum & Education
Center

18.  The third of six V-22A prototypes is on display at the American
Helicopter Museum & Education Center in West Chester,
Pennsylvania.[236]
 CV-22B 99-021 - National Museum of the United States Air
Force at Wright-Patterson AFB in Dayton, Ohio.[237]
Specifications (MV-22B)
Data from Norton,[238] Boeing,[239] Bell guide,[87] Naval Air Systems Command,[240] and
USAF CV-22 fact sheet[207]
General characteristics
 Crew: Four (pilot, copilot and two flight engineers/crew chiefs)
 Capacity:
 24 troops (seated), 32 troops (floor loaded), or
 20,000 lb (9,070 kg) of internal cargo, or up to 15,000 lb (6,800 kg)
of external cargo (dual hook)
 1× Growler light internally transportable ground vehicle[241][242]
 Length: 57 ft 4 in (17.5 m)
 Rotor diameter: 38 ft 0 in (11.6 m)
 Wingspan: 45 ft 10 in (14 m)
 Width with rotors: 84 ft 7 in (25.8 m)
 Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5
m; at top of tailfins)
 Disc area: 2,268 ft² (212 m²)
 Wing area: 301.4 ft² (28 m²)

19.  Empty weight: 33,140 lb (15,032 kg)
 Loaded weight: 47,500 lb (21,500 kg)
 Max. takeoff weight: 60,500 lb (27,400 kg)
 Powerplant: 2 × Rolls-Royce Allison T406/AE 1107C-
Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
 Maximum speed: 275 knots (509 km/h, 316 mph[243]
) at sea level /
305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[244]
 Cruise speed: 241 kn (277 mph, 446 km/h) at sea level
 Stall speed: 110 kn[66]
(126 mph, 204 km/h) in airplane mode
 Range: 879 nmi (1,011 mi, 1,627 km)
 Combat radius: 390 nmi (426 mi, 722 km)
 Ferry range: 1,940 nmi (2,230 mi, 3,590 km) with auxiliary internal fuel
tanks
 Service ceiling: 25,000 ft (7,620 m)
 Rate of climb: 2,320–4,000[66]
ft/min (11.8 m/s)
 Glide ratio: 4.5:1[66]
 Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
 Power/mass: 0.259 hp/lb (427 W/kg)
Armament
 1× 7.62 mm (0.308 in) M240 machine gun or 0.50 in (12.7 mm) M2
Browning machine gun on ramp, removable
 1× 7.62 mm (.308 in) GAU-17 minigun, belly-mounted, retractable,
video remote control in the Remote Guardian System [optional][111][245]
Notable appearances in media
Main articles: Aircraft in fiction § V-22 Osprey and List of fictional aircraft §
V-22 Osprey
(For V-22 appearances in fiction, and for fictional V-22-based aircraft,
respectively.)
See also
United States Marine Corps portal
United States Air Force portal
Aviation portal
Related development
 Bell XV-15
 AgustaWestland AW609
 Bell Boeing Quad TiltRotor
 Bell V-280 Valor
Aircraft of comparable role, configuration and era

20.  Canadair CL-84
 LTV XC-142
Related lists
 List of military aircraft of the United States
 List of VTOL aircraft
References
Notes
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11. Jump up^ Whittle 2010, p. 91.
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41. Jump up^ Norton 2004, p. 55.
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