V-22 Osprey: Difference between revisions
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'''The V-22 Osprey''' is a [[tiltrotor]] aircraft that marries the function of a helicopter with an airplane. A tiltrotor craft takes off like a [[helicopter]] and then switches to flying like an [[airplane]] while in flight. The tiltrotor craft is able to do this thanks to “fly-by-wire” technology. | '''The V-22 Osprey''' is a [[tiltrotor]] aircraft that marries the function of a helicopter with an airplane. A tiltrotor craft takes off like a [[helicopter]] and then switches to flying like an [[airplane]] while in flight. The tiltrotor craft is able to do this thanks to “fly-by-wire” technology. | ||
According to the[[ United States Navy]] Fact File, | According to the[[ United States Navy]] Fact File,<ref>{{citation | ||
| title = V-22A Osprey tilt rotor aircraft | |||
| publisher = [[United Staes Navy]] | |||
| url = http://www.navy.mil/navydata/fact_display.asp?cid=1200&tid=800&ct=1}}</ref> the Osprey is a tiltrotor aircraft with a 38-foot rotor system and engine/transmission nacelle mounted on each wing tip. It can operate as a helicopter when taking off and landing vertically. Once airborne, the nacelles rotate forward 90 degrees for horizontal flight, converting the V-22 to a high-speed, fuel-efficient turboprop airplane. The wing rotates for compact storage aboard ship. The first flight occurred in March 1989. The V-22 is the world's first production tiltrotor aircraft. Planned purchases include 360 for the [[United States Marine Corps]], 48 for the [[United States Navy]] and 50 for the [[United States Air Force]]. | |||
The Osprey can carry 24 combat troops, up to 20,000 pounds internal cargo or 15,000 pounds external cargo, according to [[Boeing|Boeing Defense, Space and Security]]. Boeing is responsible for building the fuselage, empennage, and all subsystems, digital avionics, and fly-by-wire control systems. [[Bell Helicopter Textron, Inc.]] is responsible for the wing, transmissions, rotor systes, engine installation and finally assembly at their assembly plant located in Amarillo, Texas, USA. | The Osprey can carry 24 combat troops, up to 20,000 pounds internal cargo or 15,000 pounds external cargo, according to [[Boeing|Boeing Defense, Space and Security]]. Boeing is responsible for building the fuselage, empennage, and all subsystems, digital avionics, and fly-by-wire control systems. [[Bell Helicopter Textron, Inc.]] is responsible for the wing, transmissions, rotor systes, engine installation and finally assembly at their assembly plant located in Amarillo, Texas, USA. | ||
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The 2010 production schedule calls for making 29 deliveries of the Osprey. | The 2010 production schedule calls for making 29 deliveries of the Osprey. | ||
==Controversies== | |||
Considerable attention has come from Congress and its auditing arm, the [[General Accountability Office]].A relatively recent GAO report asks for much more analysis before making further investments.<ref name-GAO-09-692T>{{citation | |||
| title = V-22 Osprey Aircraft: Assessments Needed to Address Operational and Cost Concerns to Define Future Investments; testimony before the Committee on Oversight and Government Reform, House of Representatives | |||
| id = GAO-09-692T | |||
| date = 23 June 2009 | |||
| author = Michael J. Sullivan, Director Acquisition and Sourcing Management | |||
| publisher = [[General Accountability Office]] | |||
| url = http://www.gao.gov/new.items/d09692t.pdf}}</ref> | |||
==Development history== | ==Development history== | ||
While the aircraft is now operational and preliminary reports are positive, the development history was long and troubled, and involved balancing costs and risks, and managing the integrity of the procurement process. The [[U.S. Army]], generally considered the lead agency for [[air assault]] and [[tactical mobility]], began the program in 1981, but transferred it to the Navy in 1982, questioning if the technology was affordable. Full-scale funding began in 1986, and the first flight was in 1989. One month later, the [[Secretary of Defense]] stopped asking for funding, again concerned with affordability, and in December, the Navy was directed to terminate the program as not affordable when compared to helicopter alternatives | |||
"Congress disagreed with this decision, however, and continued to fund the project. In October of 1992 the Navy ordered development to continue and awarded a contract to a Bell Helicopter Textron and Boeing Helicopters joint venture to begin producing production-representative aircraft."<ref>GAO-09-692T, pp. 2-3</ref> | |||
While the aircraft is now operational and preliminary reports are positive, the development history was long and troubled, and involved balancing costs and risks, and managing the integrity of the procurement process. | |||
==Deployment and variants== | ==Deployment and variants== | ||
It was first deployed operationally in Iraq. Not surprisingly, since it is not a true helicopter and has different characteristics, field experience led to rethinking some of its roles. "or example, the introduction of the MV-22 into Iraq in combination with existing helicopters has led to some reconsideration of the appropriate role of each. Battlefield commanders and aircraft operators in Iraq identified a need to better understand the role the Osprey should play in fulfilling warfighter needs. They indicated, for example, that the MV-22 may not be best suited for the full range of missions requiring medium lift, because the aircraft’s speed cannot be exploited over shorter distances or in transporting external cargo. These concerns were also highlighted in a recent preliminary analysis of the MV-22 by the Center for Naval Analysis, which found that the MV-22 may not be the optimal platform for those missions."<ref>GAO-09-692T, pp. 3-4</ref> | |||
Note that the "M" prefix, in U.S. aircraft naming, normally denotes a [[special operations]] variant, where "C" designates a [[transport aircraft]]. The Marines and Air Force appear to have, for unclear reasons, reversed this convention. "H", as used by the Navy, is a proper prefix for search missions. | |||
====U.S. Marine Corps==== | ====U.S. Marine Corps==== | ||
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Both the transition and conversion modes of flying can take place continuously, stopped as needed, or reversed. Airplane flight though needs to take place when the Osprey is flying between 40 to 80 knots and has a wide range of permissible air speeds (approximately 100 knots). | Both the transition and conversion modes of flying can take place continuously, stopped as needed, or reversed. Airplane flight though needs to take place when the Osprey is flying between 40 to 80 knots and has a wide range of permissible air speeds (approximately 100 knots). | ||
== Characteristics == | == Characteristics == | ||
A baseline configuration has the following charactistics: <ref name="urlV22 Osprey Web">{{cite web | |||
|url=http://www.navair.navy.mil/v22/?fuseaction=aircraft.main | |||
|title= V22 Osprey Web | |||
| publisher = Naval Air Systems Command | |||
|accessdate=2010-08-14 | |||
}}</ref> | |||
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{{col-break|width=50%}} | |||
{| | |||
|- valign=top | |||
| | |||
*Engines | *Engines | ||
**Two Rolls-Royce Liberty AE1107C | **Two Rolls-Royce Liberty AE1107C | ||
**AEO VTOL Normal Power, shp (kW) : 6,150 (4,586) | **AEO [[VTOL]] Normal Power, shp (kW) : 6,150 (4,586) | ||
**AEO VTOL Interim Power, shp (kW) : 6,830 (5,093) | **AEO VTOL Interim Power, shp (kW) : 6,830 (5,093) | ||
**OEI VTOL, shp (kW) : 6,830 (5,093) | **OEI VTOL, shp (kW) : 6,830 (5,093) | ||
| Line 77: | Line 102: | ||
**Cockpit - crew seats : 2 MV / 3 CV | **Cockpit - crew seats : 2 MV / 3 CV | ||
**Cabin - crew seat/troop seats/litters : 1/24/12 | **Cabin - crew seat/troop seats/litters : 1/24/12 | ||
{{col-break|width=50%}} | |||
*Dimensions (External) | *Dimensions (External) | ||
**Length, fuselage, ft (m) : 57.3 (17.48) | **Length, fuselage, ft (m) : 57.3 (17.48) | ||
| Line 102: | Line 128: | ||
*Fuel Capacity with wing tanks | *Fuel Capacity with wing tanks | ||
**MV-22 (including wing tanks, no aft sponson tank), gallons (liters) : 1,724 (6,526) | **MV-22 (including wing tanks, no aft sponson tank), gallons (liters) : 1,724 (6,526) | ||
|} | |||
| | |||
== References == | == References == | ||
{{reflist}} | {{reflist|2}} | ||
Revision as of 12:13, 14 August 2010
The V-22 Osprey is a tiltrotor aircraft that marries the function of a helicopter with an airplane. A tiltrotor craft takes off like a helicopter and then switches to flying like an airplane while in flight. The tiltrotor craft is able to do this thanks to “fly-by-wire” technology.
According to theUnited States Navy Fact File,[1] the Osprey is a tiltrotor aircraft with a 38-foot rotor system and engine/transmission nacelle mounted on each wing tip. It can operate as a helicopter when taking off and landing vertically. Once airborne, the nacelles rotate forward 90 degrees for horizontal flight, converting the V-22 to a high-speed, fuel-efficient turboprop airplane. The wing rotates for compact storage aboard ship. The first flight occurred in March 1989. The V-22 is the world's first production tiltrotor aircraft. Planned purchases include 360 for the United States Marine Corps, 48 for the United States Navy and 50 for the United States Air Force.
The Osprey can carry 24 combat troops, up to 20,000 pounds internal cargo or 15,000 pounds external cargo, according to Boeing Defense, Space and Security. Boeing is responsible for building the fuselage, empennage, and all subsystems, digital avionics, and fly-by-wire control systems. Bell Helicopter Textron, Inc. is responsible for the wing, transmissions, rotor systes, engine installation and finally assembly at their assembly plant located in Amarillo, Texas, USA.
The Osprey was approved for full-rate production by United States Department of Defense in September 2005. A mult-year contract was approved in March 2008 for 167 aircraft. Later approval was given for building 174 aircraft, according to Boeing.
The 2010 production schedule calls for making 29 deliveries of the Osprey.
Controversies
Considerable attention has come from Congress and its auditing arm, the General Accountability Office.A relatively recent GAO report asks for much more analysis before making further investments.Cite error: Invalid <ref> tag; invalid names, e.g. too many
Development history
While the aircraft is now operational and preliminary reports are positive, the development history was long and troubled, and involved balancing costs and risks, and managing the integrity of the procurement process. The U.S. Army, generally considered the lead agency for air assault and tactical mobility, began the program in 1981, but transferred it to the Navy in 1982, questioning if the technology was affordable. Full-scale funding began in 1986, and the first flight was in 1989. One month later, the Secretary of Defense stopped asking for funding, again concerned with affordability, and in December, the Navy was directed to terminate the program as not affordable when compared to helicopter alternatives
"Congress disagreed with this decision, however, and continued to fund the project. In October of 1992 the Navy ordered development to continue and awarded a contract to a Bell Helicopter Textron and Boeing Helicopters joint venture to begin producing production-representative aircraft."[2]
While the aircraft is now operational and preliminary reports are positive, the development history was long and troubled, and involved balancing costs and risks, and managing the integrity of the procurement process.
Deployment and variants
It was first deployed operationally in Iraq. Not surprisingly, since it is not a true helicopter and has different characteristics, field experience led to rethinking some of its roles. "or example, the introduction of the MV-22 into Iraq in combination with existing helicopters has led to some reconsideration of the appropriate role of each. Battlefield commanders and aircraft operators in Iraq identified a need to better understand the role the Osprey should play in fulfilling warfighter needs. They indicated, for example, that the MV-22 may not be best suited for the full range of missions requiring medium lift, because the aircraft’s speed cannot be exploited over shorter distances or in transporting external cargo. These concerns were also highlighted in a recent preliminary analysis of the MV-22 by the Center for Naval Analysis, which found that the MV-22 may not be the optimal platform for those missions."[3]
Note that the "M" prefix, in U.S. aircraft naming, normally denotes a special operations variant, where "C" designates a transport aircraft. The Marines and Air Force appear to have, for unclear reasons, reversed this convention. "H", as used by the Navy, is a proper prefix for search missions.
U.S. Marine Corps
MV-22 is the Marine Corps version of the Osprey which promises serve as an expeditionary aircraft with assault capabilities. The Marine version of the Osprey is designed as an assault aircraft and for use in special operations.
The USMC currently has five Osprey combat squadrons. VMM-263, were sent to Iraq in October 2007. This was the maiden combat debut for the Osprey. The Marines also sent three squadrons toIraqi Freedom and returned to the US in 2009. Several MV-22's made the first inaugural voyage with the 22 Marine Expeditionary Unit in 2009.
The Osprey was sent toAfghanistan in November 2009.
HV-22A is the United States Navy version of the V22. The USN version is designed to provide combat search and rescue, the delivery of special warfare teams and their removal from the theater, and fleet support.
U.S. Air Force
CV-22A is the Air Force version of the V-22. The Air Force version will provide long-range special operation missions. The US Air Force Special Operations Command received the Osprey in 2006. The Osprey was sent to Mali, Africa to support Exercise Flintock in November 2008. Currently, the Osprey is support the US Air Force's special operations mission worldwide.
Flying An Osprey
The pilot uses a single set of controls to fly the Ospry and can during flight switch from helicopter to fixed wing mode with ease by using automatic controls to switch from helicopter to fixed wing mode.
The nacelle angle is controlled by the pilot using the nacelle control. The pilot can also adjust for angle, acceleration for forward or aft and control aircraft pitch. The nacelle control complements the longitudinal cyclic stick and includes automatic conversion corridor protection control.
During flight the nacelles will begin to rotate allowing the craft to swtich from helicopter mode to airplane mode. The process is called transition. During transition the piot can manually control the operation or opt for automatic transition using the flight control system. It takes approximately 16 seconds to complete the transition process. Note: A nacelle is a separate streamlined enclosure mounted on an aircraft to house an engine, cargo, or crew, or it is the part between the tower and rotor of a wind turbine. In the case of the Osprey, the nacelle is used to house or enclose the aircraft's engine.
Conversion is the opposite process. The Osprey will switch from aircraft mode to helicopter mode during the conversion process. Again, the nacelles are a key part of the conversion process.
Both the transition and conversion modes of flying can take place continuously, stopped as needed, or reversed. Airplane flight though needs to take place when the Osprey is flying between 40 to 80 knots and has a wide range of permissible air speeds (approximately 100 knots).
Characteristics
A baseline configuration has the following charactistics: [4]
References
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