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V-22 Osprey2010 Guidebook

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Marines take extraordinary pride in the commentattributed to journalist Richard Harding Davis,The Marines have landed, and the situation iswell in hand. Our history has repeatedly vali-dated that statement. Our training and organiza-tion ensure our ellow Americans that they shouldnever doubt the outcome when Marines are sentto do our Nations work. Our condence comes

om the selfess sacrices we witness every day by the courageous young

en and women who volunteer to serve. We must ensure we continue torovide the tools they need to get the job done.

ur Marines deserve the very best equipment we can give them and the-22 is exactly that. The Osprey is not a one-or-one replacement or any our current, aging helicopters. The capability this aircrat represents does notst deliver Marines and equipment aster; it changes the entire calculus oanning and ghting at the tactical and operational level or our joint orcend MAGTF commanders. None o us knows what the 2025 battleeld willok like. What we do know is what the Marine Corps will look like: It will best, light, agile, expeditionary and lethal. The Osprey is now and will be aornerstone o that orce.

nce 2001, the Marine Corps has been ghting shoulder to shoulder along-de our joint and allied partners overseas, supporting an extremely highperational tempo in two theaters while growing our orce, introducing newrcrat and systems, and looking beyond the current ght. As we continue

o shape naval aviation in the years ahead, the Osprey will be a key compo-ent o our uture warghting vision.

Semper Fidelis

James T. ConwayGeneral, U.S. Marine Corps

Commandant o the Marine Corps

Message romthe Commandant

2

TABLE OF CONTENTSExecutive Summary......................................................................................4

Marine Corps Vision and Strategy 2025.....................................................6

V-22: From Concept, To Development, To Reality......................................7

Tactical, Operational, and Strategic Reach.................................................8

Mission Snapshots

Operation Enduring Freedom,Aghanistan................................................12

Operation Unied Response, Haiti.............................................................13

Shipboard Deployment:22nd Marine Expeditionary Unit...........................14

Operation Iraqi Freedom...........................................................................16

Humanitarian Relie, SOUTHCOM.............................................................19

Exercise Flintlock......................................................................................20CV-22 Responds, Rescue Request...........................................................21

Misconceptions and Statements o Fact..................................................22

General Characteristics..............................................................................34

Design Features..........................................................................................35

Multiservice Confgurations

MV-22B U.S. Marine Corps.......................................................................36

CV-22 U.S. Special Operations Command................................................38

Top Tier Suppliers........................................................................................39

Propulsion System......................................................................................40

Structural Features.....................................................................................41

Cockpit Avionics.........................................................................................42

Payload Systems.........................................................................................44

Personnel Insertion/Extraction..................................................................46Perormance Charts....................................................................................48

Restricted Visibility Landings.....................................................................50

Appendix 1: Survivability............................................................................51

Appendix 2: Shipboard Compatibility........................................................54

Appendix 3: History and Development......................................................56

Appendix 4: USMC Medium Lit Transition...............................................64

Appendix 5: Studies and Analyses.............................................................66

Appendix 6: Current and Future Capabilities............................................68

3

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4 Executive Summary

he V-22 Osprey is the worlds rst production tiltrotor aircrat.nlike any aircrat beore it, the V-22 successully blends the vertical

ght capabilities o helicopters with the speed, range, altitude,nd endurance o xed-wing transports. This unique combinationrovides an unprecedented advantage to warghters, allowing current

missions to be executed more eectively, and new missions to beccomplished that were previously unachievable on legacy platorms.omprehensively tested and in ull rate production, the V-22 providestrategic agility, operational reach, and tactical fexibility all in oneurvivable, transormational platorm.

Mission and Description

he V-22 Osprey Program is charged by the Department o DeenseDoD) with developing, testing, evaluating, procuring and elding atrotor Vertical/Short Takeo and Landing (V/STOL) aircrat or Jointervice application with the Navy being the lead. The V-22 programdesigned to provide an aircrat to meet the amphibious/vertical

ssault needs o the United States Marine Corps (USMC), the strike

escue needs o the Navy, and the special operations needs o thenited States Special Operations Command (USSOCOM). The MV-2B variant is replacing the CH-46E. The CV-22 variant provides aew capability and will augment the MC-130 in the USAF/USSOCOMventory or special operations inltration, exltration, and resupply

missions.

he V-22s tiltrotor technology is revolutionizing military air

ransport in a manner not seen since the introduction o

elicopters more than 50 years ago.

CV-22

US Special Operations Command

EXECUTIVE SUMMARY

MV-22B

United States Marine Corps

USMC 360 MVs

Amphibious Assault

Sustained Land Operations

Self-Deployment

USSOCOM 50 CVs Long-Range Special Operations

Contingency Operations

Evacuations and Maritime

Special Operations

USN 48 HVs

Combat Search And Rescue Fleet Logistic Support

Special Warfare

5Program o Record

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6

Though our Corps has recently proven itsel in

sustained operations ashore, uture operational

nvironments will place a premium on agile

xpeditionary orces, able to act with unprecedented

peed and versatility in austere conditions against a

wide range o adversaries

Marine Corps Vision and Strategy 2025

he long-held vision o tiltrotor capabilities and the advantagehat the V-22 could bring to our orces has aced challengeshroughout the development and production o the aircrat.he strategic discipline, commitment, and perseverance o theovernment/industry partnership, have brought this aircrat tohe eld, where it is transorming aviation.

Marine Corps Vision& Strategy 2025

Marine Corps Vision & Strategy 2025

Critical

Operational

Issue

Parameter Threshold Result

Assault Support

Amphibious Pre-

Assault/Raid

200 NM (KPP) 230 NM

AmphibiousExt Lit

10,000 lbs or50 NM (KPP)

9,800 or 50 NM

Land AssaultExternal Lit

50 NM (KPP) 69 NM

Cruise Airspeed 240 KTS (KPP) 255 KTS

Troop Seating24 Combat Troops

(KPP)24 Combat Troops

Sel Deployment Sel-deployment 2100 NM (KPP) 2660 NM

Survivability Ballist ic Tolerance12.7mm @ 90%

velocity (KPP)Satisactory

(BLRIP-LFT&E)

Interoperability

Top LevelInormationExchange

Requirement(IER)

All top-levelrequirements

(KPP)Satisactory

From Concept

To Development

and Testing

To Reality

2005 Operational Evaluation

7From Concept to Reality

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Enhanced capability provides

Expanded battlespace maneuver

Complications to the enemys defense

Increased stand-off lowers seabasing risk

Exponential operational impact

Unprecedented survivability in assault support aircraft

Tactical agility of a rotorcraft with the performance of a

turboprop aircrat

8Tactical, Operational, and Strategic Reach

Mission Profle

Without Mission Auxiliary Tanks System (MATS)

- Approx 4.0 hrs max endurance- Approx 700 nm max range in 3.0 hrs

Ceiling 24,700

325 nm combat radius

- 24 passengers 600 nm combat radius with 1 aerial refuel

- 24 passengers Additional fuel options: up to 3 MATS tanks

- 1 MATS tank, 14 passengers, 3.5 hrs endurance- 2 MATS tanks, 6 passengers, 4.2 hrs endurance- 3 MATS tanks, 0 passengers, 4.9 hrs endurance

9Tactical, Operational, and Strategic Reach

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Since the MV-22B reached initial

operational capability in June 2007,

ollowed by the CV-22 in March 2009, Ospreys

have been combat deployed across the globe

n support o contingency operations.

10 MV-22B

The ollowing section briely describes operational

employment examples o the USMC MV-22B andAFSOC CV-22.

CV-22 11

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12

During Operation Enduring Freedom, the MV-22B

stablished its presence in an historic 10-aircrat,

10-mile, single-leg transit rom amphibious

hipping. All aircrat arrived saely at their new base

wo hours and 15 minutes ater takeo

Missions that could not be executed using conventional rotorcratave become commonplace, greatly enhancing the Commanders

bility to infuence the Area o Responsibility (AOR).

an 2010: The superior speed, range, and low acoustic

gnature o the MV-22B enabled a bold daylight raid againstnsurgents. The aircrat approached undetected until just beoreanding, with absolute tactical surprise that caught the enemyompletely o guard.

ange capability unprecedented or a rotorcrat enabled theMV-22B to acilitate movement o government and tribal leaderscross the breadth o Aghanistan.

MV-22B Operations

AghanistanOperation Enduring FreedomNovember 2009 to Present

13

MV-22B speed and range made it the platorm o

choice or a variety o missions

Long-range logistics runs to Guantanamo Bay, Cuba (over 200nm) to

pick up supplies or distribution Movement of 492 personnel for site assessments at remote sites for

JTF-Haiti Movement of personnel for presence and security at multiple sites

Movement of water and nearly 13,000 rations, rice, and

medical supplies

The overall advantage or using the Osprey is the eciency

with which we can get all o this done... The speed othe Osprey allows us to land multiple teams in areas allthroughout northern Haiti, leave them there with enough timeto get a good assessment and retrieve all these teams beorenightall only using two Ospreys.

Capt. Robert Shuord24th Marine Expeditionary Unit

MV-22B Operations

HaitiOperation Unifed ResponseJan 2010

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14 MV-22B: Shipboard Operations

The MV-22B also proved to be a liesaver, by fying an urgentship to shore CASEVAC into Jordan, covering 147 miles in 37minutes - a eat not possible with legacy aircrat.

I it hadnt been or the Osprey, theres no way we could have

gotten the patient to where she needed to be to receive the carethat ultimately saved her lie.

USS Bataan Corpsman

There is a whole new generation o Marines getting verycomortable with seeing the MV-22B and working with it. Onceyou start using the asset, you really start to understand what you

can do with the improved response time and range.

MEU Commander

The V-22 can reach the ght and be eective in the ght likeno other aircrat that has ever been embarked on these ships.And in doing so, it enhances the ships ability to contribute tothose missions.

USS Bataan Commanding Ofcer

15MV-22B: Shipboard Operations

Shipboard Operations22 Marine Expeditionary UnitMay to November 2009

MV-22B met all Amphibious Based Mission

Requirements

he MV-22B excelled in contingency missions with greaterpeed, range, payload, and endurance than any other rotorcrat.his increased fexibility to amphibious shipping and allowed

urther stando distances rom the shore. In addition, long-rangehip-to-shore logistics support beneted rom the aircrats

ansormational capabilities.

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16 MV-22B: Operation Iraqi Freedom

Operation Iraqi FreedomOctober 2007 to April 2009

n its combat debut, the MV-22Bs speed and range immediately

rovided an operational reach that revolutionized assault

upport capability.

Oten the aircrat o choice or missions where speed, range,

nd survivability were critical, the MV-22B was widely lauded as

n assault support platorm.

uring consecutive Operation Iraqi Freedom deployments over a period 18 months, three Marine Medium Tiltrotor Squadrons (VMMs) logged

More than 6,000 sorties

Nearly 10,000 ight hours More than 45,000 passengers moved

More than 2.2 million pounds of cargo moved

he MV-22B broadened the ground commanders area o infuence oroots on the ground.

he MV-22B few into every threat zone, perorming every availablessault support mission, including

Raids, assaults, Aero Scout, VIP, general support, MEDEVAC,

Tactical Recovery o Aircrat and Personnel (TRAP), Rapid GroundReueling (RGR)

MV-22B speed and range enabled Iraqi government ofcials to

make requent visits to remote areas, spreading the infuenceo Iraqi governance.

o combat losses were incurred during this deployment, thanks to the

rcrats inherent survivability and tactics that keep the aircrat out oange o small arms and RPGs or most o the fight.

Turns Texas into Rhode Island. BGen Alles, CG ACE MNF-W

could dominate [Al Anbar Province], because I had V-22sI couldnto what I did with just helicopters.

MGen Kelly, CG MNF-W

17

CASEVAC

25 Dec 07: Urgent CASEVAC patient required transport romMudaysis to Al Asad (80 nautical miles, one way)

Golden Hour PreservedIn a scenario that conventional assault support assets could notexecute, the MV-22B launched rom Al Asad, few to Mudaysis,perormed pickup, and returned to Al Asad in under one hour.

Economy o Force: A Classic ExampleTo match this response time using conventional assets, helicopterswould have to be staged and ready at the pickup point, along withassociated security, maintenance, anduel requirements.

MV-22B: Operation Iraqi Freedom

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18 CV-22: Operation Iraqi Freedom

Operation Iraqi Freedomuly November 2009

n July 2009, six CV-22 aircrat rom the 8th Special Operationsquadron (SOS) departed Hurlburt Field, FL, or their rst operationaleployment to Iraq. The CV-22s conducted a successul 7,000autical mile sel-deployment in support o Operation Iraqi Freedom.he aircrat completed the transatlantic crossing in 7 days whileompleting three aerial reuelings along the way. While deployedhe CV-22s primary mission was to conduct long-range inltration,xltration and resupply missions or special operations orces.

uring the deployment, the squadron executed and completed 45rect action assault orce INFIL/EXFIL missions and 123 combatervice support missions, delivered over 30,250 pounds o cargo,

nd transported over 2,349 passengers. The CV-22s also supportedhe Iraqi Special Operations Forces (ISOF) in several operations topprehend suspected terrorists. Although the new aircrat was fowny U.S. Air Force personnel, the troops and mission were led by theite ISOF soldiers.

he CV-22 has proven its value to the warghter and commandersn the battleeld. The exceptional range, speed and versatility thisrcrat brings to the ght is unmatched by conventional helicopters.

CV-22: Humanitarian Relie 19

Humanitarian RelieSOUTHCOM June 2009

While deployed to SOUTHCOM in support o ongoing operationalmissions, three CV-22 aircrat rom the 8th SOS contributed airpower to a large scale humanitarian relie eort to the country oHonduras. Taking advantage o the CV-22s unique payload and fightcapabilities, the aircrat and crews made three dierent deliveries ocritical items to a small remote northeastern village. In total, approxi-mately 43,000 pounds o goods were delivered. These goods hadbeen waiting to be delivered or some time, and with the CVs uniquelit-o/landing capabilities the much needed items, such as non-perishable ood, hospital beds, and textbooks were nally deliveredto the remote village.

The CV-22 Ospreys power, range and speed bring uniquecapabilities to a very broad spectrum o humanitarian relie, as provenin this and other documented V-22 relie eorts.

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20 CV-22: Exercise Flintlock 09

Exercise Flintlock 09October November 2008

our CV-22 aircrat rom the 8th Special Operations Squadron (SOS),

urlburt Field FL successully completed their rst sel-deploymentmission. The deployment covered some 5,300 nautical milescross the Atlantic Ocean to Bamako, Mali in support o ExerciseLINTLOCK-09. The exercise is a regularly scheduled trainingxercise in the Trans-Sahara region designed to build relationshipsnd to enhance Arican nations ability to patrol and control theirovereign territory.

he exercise included personnel rom 15 countries and the CV-22erved as a platorm or multinational training. Specically, the aircrat

was used to transport Malian and Senegalese special operationsorces (SOF) and leadership teams throughout the vast exerciseegion. The primary mission or the CV-22 was long range vertical lit,serting SOF teams so they could practice ground maneuvers, then

eturn in order to extract the teams.

he CV-22 proved to be a game changer during this exercise.ecause o its long range capability, the teams were able to traverse

he vast distances o the Arican continent in less time than aonventional helicopter. Taking advantage o the aircrats uniquetrotor capabilities, missions over 500 nautical miles were routinelyompleted, inltrating small teams and bringing them back withoutaving to aerial reuel, and all within a our-hour window. This mission

would have taken the MH-53 two to three times as long to complete.

21CV-22: Rescue Request

CV-22 RespondsRescue Request

On October 6th, 2007, the 58th Special Operations Wing (KirtlandAFB) was contacted by civil authorities and the Air Force RescueCenter to help locate a missing aircrat. The CV-22 rom the 71stSOS joined two HH-60G helicopters and an MC-130P in the search,becoming the rst Osprey tiltrotor aircrat to conduct a real-worldsearch and rescue mission. The downed aircrat was located in theSan Juan Mountain range at elevations over 11,000 eet. Because o

the speed, range, and ability to fy at higher altitudes, the CV-22 wasthe rst aircrat to arrive at the crash site.

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Setting the Record StraightMisconceptions& Statements o Fact

Setting the Record Straight22 23

Myth:The V-22 cant operate in the heat

Fact: VMM-162 completed all mission tasks in Iraq throughoutthe summer o 2008, when ambient temperatures rangedwell above 120 degrees F. It operated in dust storms with-mile visibility when other rotorcrat could not. During theirdeployment, VMM-162s lew 2,371 hours, carried 12,841passengers, and transported more than 407,000 pounds ocargo.

Myth:The V-22 cant operate in cold environments

Fact:The V-22 can operate in temperatures as low as -54 degrees

C (-65 degrees F) and demonstrated protracted cold-weather capability during operational test in Nova Scotia andMinnesota.

Myth:The V-22 has an abnormal mishap rate

Fact:The V-22 experienced a mishap rate o 77.3 prior to leetintroduction. By comparison, the CH-53E rate was 159.0 andthe F-14A rate was 78.7, normalized to a rate per 100,000hours.

Myth:The V-22 has an abnormally low readiness rate at this stage oits liecycle

Fact: All newly introduced aircrat ace readiness challenges early inthe operational phase o their lie cycle. V-22 readiness ratesare on par with other types o aircrat at similar periods, and aclear roadmap exists, developed by the government-industryteam to increase readiness levels.

Setting the Record Straight

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Myth:The V-22 was protected and babied during Operation IraqiFreedom

act: The MV-22B and CV-22 lew into all threat zones in Iraq,including black zonesthe most dangerous areas. Itperormed extremely well across the ull range o assaultsupport missions, including raids and heliborne assault,exceeding the capabilities o legacy helicopters in speed,

agility, and survivability.

Myth:The V-22 hasnt been combat tested

act: Every mission lown in Iraq and Aghanistan is a combatmission. A combination o perormance and tactics uniqueto the MV-22B keep the aircrat outside much o the threatenvelopeincluding small arms, RPGs, and shoulder-iredsurace-to-air missiles (MANPADS)during transit. Duringingress and egress, when the aircrat must penetrate thethreat envelope, the speed, agility, and low aural signatureo the MV-22B combine to reduce exposure to threats andimprove survivability. Ballistic tolerance, proven during Live Fire

Test and Evaluation, protects crew and passengers in case oengagement. Hydraulic and light control redundancy, widelyseparated engines, robust single-engine lyaway capability, andthe extensive combat experience o the MV-22B communitycombine to make this the most survivable rotorcrat in history.

Setting the Record Straight24 25

Myth:The V-22 cant operate on ship

Fact: VMM-263 saely and successully conducted the irst MV-22Bshipboard deployment aboard USS Bataan with the 22ndMarine Expeditionary Unit in 2009. The aircrat can operateseamlessly with Harrier and helicopter patterns.

Myth:V-22 exhaust damages the fight decks o Navy ships

Fact: When the MV-22B nacelles are positioned vertically or takeo,the engine exhaust gases are directed toward the light deck.

As a precautionary measure, light deck portable heat shieldswere utilized aboard LSD and LPD class ships during theirst MV-22B shipboard deployment. Subsequent testingand analysis determined that instead o these heat shields, anacelle modulation technique was a more suitable and eectivemethod to protect the light deck. This nacelle modulation,wherein the nacelles are periodically rotated a small number odegrees, prevents heat build up in the deck plating and thusnegates any chance o damage.

Setting the Record Straight

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26

Myth:The V-22 cant land in the desert

act: Unlike any other aircrat in the inventory, the V-22 has systemsthat allow it to land in total brown-out conditions. The lightcontrol system can automatically hold the aircrat positionover the ground; or pilots can reerence the exact dritinormation and ly the aircrat manually to the deck withoutlooking outside. The ability o the V-22 to operate in brown-outconditions ar exceeds that o legacy aircrat.

Myth:The V-22 is unsae because it cant autorotate

act:The V-22 is a tiltrotor and does not rely on autorotation ora survivable power-out landing. The wide separation o theengines and the ability to drive both rotors with one enginemake a power-out landing extremely unlikely. However, irequired, the V-22 can glide or a predictable run-on landing inairplane mode, much like a turboprop.

Setting the Record Straight 27

Myth:The V-22 cant operate in high-threat environments

Fact: A high-threat environment is one in which integrated airdeensessuch as networks o radar-guided surace-to-airmissiles, along with a robust command and control networkto direct those systemsare present and operating. We donot operate any o our assault-support platorms in that kindo environment without appropriate reduction or mitigationprovided by attack platorms.

The V-22 has operated successully in low- and medium-threatenvironments where small arms, RPGs, and shoulder-launchedheat-seeking missiles are present.

Myth: Excessive V-22 downwash prohibits hoisting, astrope, and overwater hover work

Fact: Recognizing the rotor downwash o the V-22 is similar tothat o the CH-53E, and ater incorporating lessons learnedrom previous Operational Test periods, procedures havebeen developed to eectively mitigate downwash eects onpersonnel working below or in the vicinity o the aircrat aswell as personnel exiting the aircrat via astrope, rappel, orhelocast operations. These procedures are sae, eective,and in use today.

Setting the Record Straight

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28 Setting the Record Straight

Myth:The V-22 is not maneuverable

act: The V-22 has excellent low-speed maneuverability. Withabundant excess power and cyclic-, collective-, and vector-thrust control, it is very maneuverable and agile across itsentire light envelope. The unique ability to transition rapidly (inless than 30 seconds) to airplane mode is perhaps the greatestcontributor to V-22 perormance and survivability.

Myth:The V-22 cant operate above 8,000 eet

act:The V-22 consistently operates above 10,000 t as part o itsnormal transit light proile. The V-22 can operate in airplanemode up to 25,000 t. In helicopter mode, at 10,000 t Density

Altitude, the V-22 can carry 3000 lbs (thats the equivalent o10 passengers) with a 70 nautical mile range post-pickup.

Although all rotorcrat have diminished capability as altitudeincreases, the ability o the V-22 greatly exceeds the capabilityo the medium lit aircrat it replaces.

29Setting the Record Straight

Myth:The V-22 has inadequatedeensive weapons

Fact: The aircrat can be equippedwith either an M-240 7.62 mm or a.50 cal ramp mounted machine gun.

In addition, the USMC has ielded anew belly mounted, all aspect, crew served, deensive weaponsystem armed with a GAU 7.62 mm minigun. This systemsoperational use began with the irst VMM to deploy to OEF.

These systems taken either singularly or in combinationprovide more than adequate deensive suppressive ires.

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Readiness o newly introduced aircrat typically trends

ownward ater Initial Operational Capability (IOC) until the

ogistics inrastructure matures suciently to support theircrat in the eld. This is particularly true or aircrat, such as

he V-22, that represent a signicant leap in technology. The

CH-46, CH-53, F/A-18, AV-8B, and others all experienced this

rend upon introduction.

Fleet introduction o the Osprey was accelerated one yearahead o the programmed Material Support Date, adding

additional stress to the developing inrastructure.

Yet, despite the heightened logistics risk, it was

the right decision to introduce the MV-22Bs

extraordinary capability to the U.S. MarineCorps engaged in combat.

Readiness PlanEarly readiness rates

Readiness Plan30 31

Executing Missions, Improving Readiness

The proven and versatile V-22 Osprey tiltrotor aircrat is today

transorming the way the USMC and AFSOC execute missions around

the globe. The two services now have numerous consecutive and

highly-successul deployments to their credit, covering Operation Iraqi

Freedom, Operation Enduring Freedom, South America, Arica, and

amphibious operations with Marine Expeditionary Units (MEUs). 2010

nds one Marine tiltrotor squadron conducting high-intensity combat

operations in Aghanistan while a second perorms contingency

operations with the MEU, such as the humanitarian assistance/disaster

relie operations in Haiti. The Air Force is poised or another combat

operation in support o National objectives.

Since June 2007 when the USMC achieved the Initial Operational

Capability o the V-22, the transition o tactical helicopter units to

tiltrotor squadrons has continued at the rate o two squadrons per

year. Cognizant o the contribution their preeminent assault support

capability would make to the warghter, the USMC deployed its Marine

medium tiltrotor squadrons without delay to Operation Iraqi Freedom,

Operation Enduring Freedom, and the MEUs. The Air Force Special

Operations Command joined this record with CV-22 deployments

that began in 2008. Enabling a concurrent aggressive deployment

schedule and steady transition is an active streak since August 2007

o production aircrat delivered by Bell-Boeing on time or ahead

o schedule. This superior perormance continues to the present,

where we nd the USMC preparing to transition its eighth operational

squadron and AFSOC its second.

Readiness Plan

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32

his intense period o deployments and transition was perormed

gainst a backdrop o steadily increasing aircrat production,

xpanding Marine and Air Force transitions, and a rapidly burgeoning

ecord o fight hours, over 50% o which have occurred in the last

wo years. This rapid increase in aircrat utilization has led to a

enewed ocus on meeting unoreseen challenges while continuing

o complete complicated mission requirements. As a new aircrat

its rst ew years o Fleet operations, the V-22 program has put

priority on reviewing and improving its aircrat readiness and

perating costs. This natural transition o ocus occurs while tactical

-22 squadrons are continuously deployed, sometimes with two

quadrons orward simultaneously.

While V-22 wartime operational perormance has been exceptional,

eadiness and operating costs are two remaining issues acing the

-22 program. The government- industry team has a coordinated

trategy to solve these issues which is spiral in nature and will

rovide incremental improvements over time. The team is executing

his strategy, having improved many aspects o maintainability,

omponent reliability, and overall aordability. With the commitment

unds in January 2010, we are now accelerating the incorporation

these improvements onto feet aircart. Successul component

modication, improved maintenance and diligent supply support

ractices are intended to reduce component removals and increase

omponent availability. While simultaneously maintaining anmphasis on its hard-won production excellence and these initial

eadiness advances, government and industry partners are engaged

the next iteration which aims to raise parts production capacity to

meet demonstrated demand while designating additional candidates

or potential redesign and retrot.

Readiness Plan 33

The V-22 Osprey is a successul in-service aircrat with an impressive

and expanding list o combat contributions to its name. With the

steady application o time, engineering eort, and sharply-ocused

unding, the V-22 is poised to take its next big step. The government-

industry team anticipates bringing high readiness at a reasonable cost

to what has proven to be the most eective and survivable rotorcrat

in the inventory. We have the capacity and the determination to realize

our clear and executable uture.

Readiness Plan

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Helicopter

Mode

18 ft5 in

15 ft4.2 in

38 ft 1 in

83 ft 11

38 ft 1 in

18 ft 5 in

84 ft 7 in

45 ft 10 in

57 ft 4 in

57 ft 4 in

25 ft

22 ft 1 in 17 ft

11 in

Airplane

Mode

General Characteristics

General Characteristics

Perormance @ 47,000 lbMax cruise speed -(MCP) Sea Level (SL), kts (km/h) . . . . . . . .262 (485)Max RC, A/P mode SL, pm (m/m) . . . . 3,200 (975)Service Ceiling, ISA, t (m) . . . . . . . . . 25,000 (7620)OEI Service Ceiling ISA, t (m), . . . . . 10,300 (3139)HOGE ceiling, ISA, t (m) . . . . . . . . . . .5,400 (1,646)

WeightsTakeo, vertical, max, lb (kg) . . . . . . 52,600 (23859)Takeo, short, max, lb (kg). . . . . . . . 57,000 (25855)Takeo, sel-deploy, lb (kg) . . . . . . . . 60,500 (27443)

Cargo hook, single, lb (kg) . . . . . . . . . 10,000 (4536)Cargo hook, dual capability, lb (kg) . . 15,000 (6804)Fuel CapacityMV-22, gallons (liters) . . . . . . . . . . . . . . 1,721 (6513)CV-22, gallons (liters) . . . . . . . . . . . . . . 2,025 (7667)

Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Model . . . . . . . . . . . .AE1107C (Rolls-Royce Liberty)AEO VTOL normal power, shp (kW) . . 6,150 (4586)

CrewCockpit crew seats . . . . . . . . . . . . . . . 2 MV/3 CVCabin crew seat/troop seats . . . . . . . . . . . . .1/24

34 35

The V-22 has been designed to the most stringent saety, reliability, readi-ness, all-weather operations, survivability, crash worthiness, and perormancerequirements o any rotary wing aircrat ever built.

The V-22s sel-deployability and large payload capacity over long distancesposition it to support numerous missions worldwide.

Airrame

Top Level V-22 Design Requirements

AirrameComposite materials were a key technology that enabled the development othe V-22 and reduced cost and weight, improved reliability, and increased bal-listic tolerance. The past two decades o extensive research and developmenton composite materials in the aerospace industry has directly beneitted the

V-22 structural design.

Design Features

Susstained cruise speed: 250+ knots

Self-deploy worldwide

Unrefueled radius of action: 500+ nmi

Operate from amphibious ships

Carry 15,000 ib external payload Vertical insertion/extraction

High level of ballistic tolerance

Cockpit integrated colordisplays, avionics to navigateworldwide, civil and militaryelds

Fold/stow and corrosionprotection to meet shipboardcompatibility

Fixed-wingtactical

transport

Helicopterassaulttransport

}

}

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he V-22 is developed and produced utilizing

ncremental, time-phased upgrades (Blocks)

Block A - Safe and operational

Block B - Combat capability improvements plus enhanced

maintainabilityBlock C - Mission enhancements and upgrades

nherent Features

Composite/aluminum airframe

Triple redundant fly-by-wire flight controls

Rolls-Royce AE1107C engines

Interconnect drive shaft

5000 psi hydraulic system

240 kVA electrical capacity

Blade fold/wing stow

Anti-ice and de-ice systems

Vibration, structural life, and engine diagnostics

Engine air particle separators

Loading ramp

Aerial refueling probe

5.7 W x 5.5 H x 20.8 L cabin

Onboard oxygen and inert

gas generating system(OBOGS/OBIGGS)

Multiservice CongurationsMV-22B U.S. Marine Corps

Multiservice Congurations36

Mission Equipment

Single and dual point external cargo hooks

Advanced cargo handling system

Fastrope

Rescue hoist

Paradrop static lines

Ramp mounted defensive weapon system Up to three mission auxiliary fuel tanks

Belly mounted, crew served all quadrant defensive weapon system

Avionics

Dual avionics MIL-STD-1553B data buses

Dual 64-bit mission computers

Night Vision Goggle (NVG) compatible, multifunction displays

Three inertial navigation systems

Global positioning system

Digital map system

SATCOM

VOR/ILS/ marker beacon

Radar altimeter

FM homing system

Dual VHF/UHF/AM/FM radios Digital intercommunications system

Turreted Forward Looking Infra-Red (FLIR) system

Identification, Friend or Foe (IFF) transponder

Tactical Air Navigation (TACAN) system

Troop commanders communication station

Flight incident recorder

Missile/radar warning and laser detection

Multiservice Congurations 37

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CV-22 U.S. Special Operations Command

The CV-22 is being developed and produced in parallel

with the MV-22B confguration in incremental upgrades

Blocks)

Block 0 - MV-22B Block A plus basic special operations capabilities

Block 10 - MV-22B Block B plus improved special operation capabilities

Block 20 - MV-22B Block C plus mission enhancements and upgrades

MV-22B Block B and CV-22 Block 10 have the same

propulsion system, and a 90% common airrame. The

primary dierences are in the avionics systems.

CV-22 Unique Equipment

Multimission Advanced Tactical Terminal (MATT) integrated with digital

map, survivor locator equipment, and the electronic warare suite

Multimode Terrain Following/Terrain Avoidance (TF/TA) radar

Advanced, integrated defensive electronic warfare suite

- Suite o Integrated RF Countermeasures (SIRFC)

- Directed IR Countermeasures (DIRCM)

Additional tactical communications with embedded

communication security

Upgraded intercommunications

Computer and digital map upgrades

Flight engineer seating accommodation

Crash position indicator

CV-22 U.S. Special Operations Command38

V-22 Top Tier Suppliers

Supplier System

Bell Helicopter Prime Contractor

Boeing Prime Contractor

BAE Flight control system

EFW Digital map, MFD, DEU

Engineering Fabrics Fuel cells

General Dynamics Mission computer

HoneywellECS system and components, LWINS,

VF generator, CDS, FDP, TCAS, SDC, IRsuppressor, heat exchanger

ITT AN/ALQ-211 (SIRFC)

MoogFlight control actuators, vibration suppressionactuators

MRA Structural components

Northrop Grumman DIRCM

Raytheon

FLIR, MMR, MAGR, IFF, mission planning,

maintenance system

Rolls Royce Engines

Smiths

Standby altimeter, AIU, rudder actuator, CFgenerator, fight incident recorder, lightingcontrollers, orward cabin control station,transmission blowers

Vought Empennage, ber placement skins

V-22 Top Tier Suppliers 39

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Propulsion System

wo Rolls-Royce AE1107C Liberty engines provide the propulsionor the V-22. The AE1107C is a 6,150 shat horsepower, two-spool,urboshat, gas-turbine engine. The engines are located within theacelles. The interconnect driveshat provides sae one-engine-outght in all modes o operation.

An Engine Air Particle Separator (EAPS) is integral to the enginenstallation and can be selected to manual pilot control or automatic.

ire detection and extinguishing systems are provided in the engineompartments, wing bays and mid-wing areas.

A rotor brake assembly is integral to the mid-wing gearbox.

Proprotors

Blades Hub and controls Pendulum absorbers

Fuel system Wing tanks Cabin auxiliary

tanks Sponson

tanks Retractable

refueling probe

Engines Inlet particle separator Rolls Royce AE1107C IR suppressor

Auxiliarypower

Drive system Midwing gearbox Interconnect driveshaft Tilt-axis gearbox Proprotor gearbox

Propulsion System40 41

Structural Features

More than 43 percent o the V-22 airrame structure is abricatedrom composite materials. The wing is made primarily with IM-6graphite-epoxy solid laminates that are applied unidirectionally to giveoptimum stiness. The uselage, empennage, and tail assemblieshave additional AS4 graphite iber materials incorporated during theirabrication. Many airrame components such as stieners, stringersand caps, are co-cured with the skin panels. This technique providessubassemblies with ewer asteners, thus ewer atigue eects.

The composite airrame delivers the necessary stiness andlight weight or V/STOL. It also provides additional resistance toenvironmental corrosion caused by salt water. The composite

airrame is atigue resistant and damage tolerant a eatureparticularly desirable or ballistic survivability.

Structural Features

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Cockpit and Avionicshe V-22 Integrated Avionics System (IAS) is a ully

ntegrated avionics suite using a combination o

-the-shel equipment and specially developed

ardware and sotware. The unctionality integrated

nto the IAS is as ollows:

Controls and Displays

Provides aircrew and maintenance personnel with the resources tomonitor cockpit inormation and control aircrat unctions.

Mission Computers

Provides dual redundant processing and control or all unctions othe IAS.

Navigation

Provides primary navigation data. This data is gathered rom theinertial navigation sensors and radio navigation sensors.

Navigation data includes: position, heading, altitude, geo graphicrame velocities, radar altitude, radio navigation (data such asdistance and bearing to ground stations), and marker beacon stationpassage.

An optional enhanced suite can include Terrain Following/Terrain Avoidance (TF/TA) Multimode Radar and Trac Collision

Avoidance System (TCAS).

Communications

Provides or internal and external radio control and inter-communications, VHF/UHF radio communication, SATCOM, and IFF.

Turreted Forward Looking Infra-Red System

Cockpit & Avionics42 43

Provides or reception o inrared energy and its conversion to videosignals to assist the aircrew in piloting and navigation.

Dual Digital Map

Provides a real-time, color, moving map imagery on the multi-unctiondisplays. It may be operated independently by both operators. Theaircrats position is shown with respect to the display, and multipleoverlay options are available.

Electronic Warfare Suite

Provides detection and crew notication o missiles, radars, and lasersignals that pose a threat to the aircrat.

The suite also includes dispensers or expendablecountermeasures.

An optional enhanced suite includes active jamming systems,additional countermeasure launchers, and other systems.

Cockpit & Avionics

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The V-22 is designed to ulfll the multimission role

with its large open cabin, rear loading ramp, and a

variety o cabin and cargo systems.

Personnel transport

Crashworthy seats

- Crew chie and 24 troops- Folding, removable seats or loading fexibility- Inboard acingLitter stanchions

- Up to our stations o (3) litter positions each on MV-22B Block Cor a total o 12 litters

Payload Systems - Personnel

Payload Systems

Cabin Seating Arrangement

Typical CASEVAC Cabin Confguration

44 45

External Cargo and Air-drop Capability

Cargo

External

- (2) external cargo hooks 10,000 lb single hook (forward or aft hook)

15,000 lb dual-hook capacity

Cabin accessible

- Air-drop capability Internal

- 300 lb/t2 foor loading capacity or up to 20,000 lb o internal cargo- Floor tie-down ttings within cabin and ramp

- Flip, roller rails or cargo loading- 2,000 lb cargo winch, 150 t cable- (2) 463L hal-pallets, (4) 40 in x 48 in warehouse pallets, and other

loading as available

Payload Systems - Cargo

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Personnel Insertion/Extraction

he V-22 provides alternate means or personnel

nsertion and/or extraction when landing is not

ractical or desired.

he rescue hoist is an electrically dr iven system, capable o hoistingevices into the cabin like the stokes litter, two-man rescue team,

orest penetrator, or a stokes litter with attached loatation device.

ptional astrope equipment can be installed that provides orwo astropes in the cargo area. One mounting system is locatedbove the end o the cargo ramp so that the rope can hangertically at a nominal distance o 14 inches at o the ramp loor;he second is located above the at cargo hook bay.

Personnel Insertion/Extraction

46 47Personnel Insertion/Extraction

Fast rope system at the rear cabin

Parachute operations have also been conducted with the V-22

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he V-22 is capable o sustained cruise speeds in excess o

75 ktas and an unprecedented V/STOL aircrat mission radius.

Standard day capabilities are shown in the fgures below.

Hover Perormance

V-22 Standard Day Hover Envelope (OGE)

Cruise Flight Envelope

V-22 Airplane Mode Flight Envelope (Standard Day)

V-22 Perormance Charts

Example HOGE

Transport Capability

3000 lb, 70 nmpayload at 10k'

PA is 3,000 lbs with

70 nm range post

pickup/drop

7500 lb, 200 nmpayload at 6k'

PA is 7,500 lbs with

200 nm range post

pickup/drop

48 49

Internal Payload Mission

External Payload Mission

Sel-Deployment Mission

0

4,000

8,000

12,000

16,000

20,000

100 200 300 400 500 600 700

Mission Radius - nm

Payload

-lb

(2) MAT

(3) MAT

Inte

gr

al

Fue

l

Sea Level - ISA

VerticalTakeoff/VerticalLanding(VTOL)

MissionAuxiliaryTanks:

ShortTakeoff/Run-OnLanding(STOL)

ShortTakeoff/VerticalLanding(STOVL) (1) MAT

Cruise speed for 99% best range20 min landing fuel reserve57,000 lb max GW

V-22 Perormance Charts

A/P Mode cruise, 99% best range

500 gal water blivot

Lightweight 155mm howitzer

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

20,000

22,000

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Restricted Visibility Landingshe V-22 is capable o landing without visual

eerence to the ground via manual pilot control or

utomatic hovering autopilot unctions.

Where sand or dusty conditions occur, the V-22 may conduct aestricted Visibility Landing (RVL) based on cockpit instrumentation.he aircrat displays indicate attitude, altitude, drit vector, dritcceleration, and power settings, which allows the aircrat to use its

NS systems to land in complete brown-out conditions. RVL landingsmay use a coupled hover approach rom 50 t to vertical landing, or

lots may manually ly to a no-hover direct landing.

Restricted Visibility Landing50 51

Survivability is a unction o three key elements: susceptibility,vulnerability, and crashworthiness. Susceptibility is the probabilityo being hit; vulnerability is the probability o surviving, i hit; and,crashworthiness is the probability the occupants will survive anemergency landing or ground impact without serious injury.

Survivability

Appendix 1Survivability

Ballistic Tolerance: Advanced Composite Construction

Reduced Vulnerable area

Fuel System Fire Protection

Redundant Fly-by-Wire Controls Redundant Electrical Power

Redundant Hydraulics

Swashplate Actuator Armor

Crewstation Armor

IR Signature:

Advanced IR Suppressors

Cooled Nacelles

No Exhaust on Airframe

Low IR-Reflective Paint

Low Secondary IR Sources

Acoustic Signature: Low Rotor Tipspeed in Airplane Mode

Low Noise at High Speed

Unique Sound Propagation

-Up / Down / Sides Greatly Reduced Engagement Window

Speed and Range:

Twice Legacy Speed

25 X Legacy Range Reduced Exposure Time

Fly Around the Threat

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he V-22 reduces its susceptibility through the use o speed,ange, altitude, situational awareness or the aircrew, the aircraturvivability suite sensors and countermeasures, as well as inra-redgnature reduction.

allistic tolerance and system redundancy combine to reduce thespreys vulnerability. The V-22 capitalizes on the atigue resistancend damage tolerant properties o composites which allow the V-22o continue light ater sustaining impacts rom projectiles. Cockpiteats are armored to withstand a 7.62mm small arms round. Fuelanks are sel-sealing and contain inert nitrogen gas to reducehe possibility o vapor ignition. The light control system providesedundant light control computers and hydraulic systems poweredy redundant electrical subsystems. All major light systems

re physically separated to prevent loss o system unctionalityollowing loss o a single system. An emergency lubrication systemrovides 30 minutes o light ollowing loss o the primary proprotoransmission system.

-22 crashworthiness is a unction o design. Heavy components,uch as the engines and transmissions, are located away romhe cabin and cockpit area. The proprotors are designed to ray orbroomstraw rather than splinter on impact with the ground. Thenergy-absorbing landing gear system is designed to attenuate

most o the energy or hard landings up to 24 ps. The wing isonstructed to ail outboard o the wing/uselage attachment in a

manner that absorbs kinetic energy and ensures the cabin area willot be crushed, thereby protecting the occupants. An anti-plowulkhead prevents the nose rom digging in on impact, and the

uselage provides a reinorced shell that is designed to maintain 85% its volume during a crash. Aircrew and embarked troops receivedditional protection rom crashworthy seats that stroke vertically tobsorb energy.

he V-22 is the most survivable rotorcrat ever built

Survivability52 53

Susceptibility/VulnerabilityRelationshipKill Chain

Susceptibility/Vulnerability Relationship

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Appendix 2Shipboard Compatibilityhe V-22 Osprey is designed to a broad set o drivers, includinghe need to embark and operate rom US Navy amphibious assaulthips. The automatic blade old/wing stow (BFWS) is a key eature this shipboard compatibility. Full BFWS is accomplished in 90econds or less, and minimizes deck spotting, stowage, and hangareck space required. Partial stow conigurations or maintenanceptions are also accommodated.

xcept as limited by deck strength or hangar size capability o the

hip, the V-22 is designed to operate at the same level and class oght operations as the H-46.

84.5 ft

1.0 ft

57.3 ft

84.3 ft

84.6 ft

1.0 ft

57.3 ft

84.3 ft

Comparison o V-22 and H-46 Spread Footprint

Shipboard Compatibility54 55

Blade Fold/Wing Stow Sequence

The V-22 has been designed to permit timely spotting on shipboardlight decks and inside hangars. The aircrat can be positioned usingstandard spotting dollies connected to the nose landing gear orhangar spotting, or tow tractor with 8 or 15t tow bars primarily onthe light deck. Aircrat tiedown points are provided or securing theaircrat in up to 100 kt heavy weather conditions.

V-22 Static Dimensions

Rotors and Wing Spread

Width 847 25.8

Length 573 17.5

Height 221 6.7

Blades Folded, Wing Stow

Width 1811 5.8

Length 63 19.20

Height 183 5.5

Feet Meters

Shipboard Compatibility

Flight Ready

Full Stow

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ltrotor technology exploratory development began in 1950. Itansitioned to military development in the mid-1980s, and has

matured today into the V-22 Osprey tiltrotor aircrat.

ltrotor technology development has been as evolutionary as itas been revolutionary. Although various convertiplane concepts

were explored during the late 1940s and early 1950s, the BellV-3 was the irst tiltrotor that successully converted rom verticalo horizontal light. The XV-3 (1958) 4,800-pound prototype usedansmissions, driveshats, gearboxes and electric motors inside

he uselage to tilt its wingtip mounted rotor systems. The XV-3 wasowered by a 450 hp Pratt & Whitney R-985 radial, reciprocatingngine, which was also located in the uselage. The XV-3 made 250est lights, including 110 ull conversions rom helicopter mode torplane mode and back. The XV-3 demonstrated the easibility otrotor technology.

he XV-3 was lown well into the 1960s, to urther the understanding tiltrotor technology. Other turbine powered experimentalonvertiplanes ollowed in the 1960s, including the Hiller X-18, the

Appendix 3History & Development

History & Development56 57

Curtiss Wright X-19 and the Bell X-22A, a our engine ducted anbuilt under a U.S. Navy contract to study the possibility o a Verticaland Short Takeo and Landing tactical transport. All, including the

XV-3, had limited payload and perormance and were not consideredsuitable or operational service.

History & Development

With the technical easibility o tiltrotors established by the XV-3,the U.S. Army and NASA proposed developing a new turbinepowered tiltrotor aircrat, the XV-15. In July 1972, Bell Helicopterwas awarded a NASA contract to build and test two XV-15s.Each weighed 13,000 pounds and was powered by two 1,550shat horsepower Lycoming T53 turboshat engines. The aircratlew in helicopter mode in May 1978 and April 1979, respectively.

On July 24, 1979, an XV-15 lew in airplane mode, achievingan altitude o 4,000 eet and airspeed o 160 knots. Later, theenvelope was expanded to 21,000 eet altitude with cruisespeeds reaching 300 knots. In 1981, an XV-15 dazzled a ParisAir Show audience that included Secretary o the Navy JohnLehman, with a demonstration o takeos and landings, low-speed maneuvers, 360-degree turns and high-speed lyovers.The XV-15s Paris Airshow debut was the catalyst or the nextgeneration o tiltrotors.

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VX

December 1981, the Department o Deense ormally beganhe Joint Services Advanced Vertical Lit Aircrat (JVX) Program to

meet the needs o all our military services or a vertical takeo andnding (VTOL), medium-lit, tactical transport aircrat. The need to

eplace the Services medium lit helicopters was well documented.. S. Marine Corps CH-46E and CH-53D medium lit helicoptersegan military service in the early 1960s and were experiencingechnical obsolescence, escalating maintenance costs, reducedeliability, availability and maintainability (RAM) and signiicanterormance degradation. Current and projected CH-46E andH-53D deiciencies included:

Inadequate payload, range and airspeedLack of ability to communicate, navigate and operate in adverse

weather conditions, day or night

No self-deployment or aerial refueling capability

Insufcient threat detection and self-protection capabilities

Unacceptably high maintenance and inspection rates

Limited communication capability for embarked troop commanders

OCOM uses a variety o xed and rotary wing aircrat to perormpecial operations missions, the oldest o which were the MH-3J/M Pave Low II medium lit helicopters, with an average age o0 years. The MH-53J/M lacked the sel-deployment capability anderormance required to maximize the probability o success orssigned clandestine missions. Current and projected SOCOM aircrateciencies include:

Inadequate combat radius to execute multiple, concurrent major

theater war and national missions without incurring additionalsupport requirements, i.e., numerous in-fight reueling sorties and anincreased operational signature

Inadequate growth potential for emerging, self-protection avionics

systems due to aircrat space and weight considerations

History & Development58 59History & Development

V-22 Development

A two-and-a-hal year preliminary design eort or JVX began in April1983 to reduce program risk or ull scale development. More than8,600 hours o wind tunnel modeling were completed. A ull scalecomposite uselage section and a wing were built and static tested,and a large scale rotor perormance test was conducted to veriyperormance estimates. In 1984, the government designated the JVXas the V-22, and shortly thereater, Secretary o the Navy John Lehmannamed it the Osprey.

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V-22 Development60 61

V-22 Full Scale Development

Bell Boeing began Full Scale Development (FSD) in June 1985. The rstFSD aircrat was rolled out on May 23, 1988, and few on March 19,1989. One month later in April 1989, the Administration decided thatthe V-22 was too expensive and requested no more unding or V-22development or production, in eect cancelling the program. Congress,however, continued to und the development program, while callingor an independent cost and operational eectiveness analysis (COEA)to evaluate the V-22 against conventional helicopters. The Instituteor Deense Analysis (IDA) conducted this exhaustive assessmentand concluded, as had several previous studies, that the V-22 wasmore cost and operationally eective than any alternative helicopters.Based on this study, Congress continued unding V-22 development.During FSD, Bell Boeing built six developmental V-22s, a ground testarticle and a ull scale static test article. Five V-22s few, accumulating764 fight hours in 645 fights. The Osprey came ull circle in October1992, when Vice President Dan Quayle announced an Engineering andManuacturing Development (EMD) contract award or our productionrepresentative V-22 aircrat.

Engineering and Manuacturing Development

The $2.3B Engineering and Manuacturing Development (EMD)program contract award called or Bell Boeing to modiy two o theprevious ull scale development aircrat and to design, test, qualiyand build our new production representative aircrat or OperationalEvaluation testing. The EMD design eort incorporated xes andlessons learned rom the FSD contract phase to reduce weight

and incorporate recurring unit cost reduction and producibilityimprovements. Tooling was designed and built to produce initialproduction lots. The rst fight o EMD aircrat #7 occurred inDecember 1996. The EMD program was completed in 1999. Duringthe EMD Flight Test Program, the V-22 achieved 275 knots in levelfight, attained 25,000 eet altitude, few at 60,500 pounds maximumgross weight and achieved 3.9 gs at 39,500 pounds.

V-22 Development

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April 1997, the Under Secretary o Deense o Acquisition,echnology and Logistics approved V-22s entry into low rate initialroduction and delegated uture production decisions to the Navy. Also 1997 the Quadrennial Deense Review (QDR) restructured the V-22rogram rom a buy o 425 MV-22Bs or the Marine Corps, to 360.ecause o the decrease in total numbers and the continued aging o

he CH-46E/CH-53D feets, the QDR also recommended acceleratingroduction to a maximum rate o 30, vice 24 per year, to complete

elding in 2012, vice 2021.ollowing two mishaps in 2000, at the suggestion o the Marine Corpsommandant, then Secretary o Deense Cohen established a panel

o conduct an independent, high-level review o the V-22 program.he Panel was to assess the saety o the aircrat and recommend anyroposed changes or corrective actions and report the results. Any

milestone production decisions would be delayed until completion ohe Review Panels work.

Low-rate Initial Production

Low-rate Initial Production62 63

The Panels April 2001 report ound no evidence o an inherentsaety faw in the V-22 tiltrotor concept, and recommended theprogram be continued.

The V-22 return to fight phase commenced in 2002. Proceedingunder an incremental time-phased block procurement strategy, Block

A aircrat began to be delivered to the feet in 2003. Incorporatingupgraded fight control sotware, improved hydraulics and wiring in thenacelles, and other reliability and maintainability enhancements, theseaircrat now constitute the training squadron inventory.

IOC and Initial deployments

The Corps established VMX-22 in August 2003 as its ti ltrotoroperational test squadron. Operational Evaluation was completed by

VMX-22 in June 2005 and ound the MV-22B operationally eectiveand suitable.

In Sep 2005, an Acquisition Deense Memorandum (ADM) approvedFull Rate Production or the MV-22B and CV-22.

VMM-263, the rst feet tiltrotor squadron, stood up in March 2006,beginning the medium lit feet transition rom CH-46E to MV-22B.Initial Operational Capability (IOC) was reached in June 2007, andthe rst combat deployment o the MV-22B took place soon ater inOctober 2007.

The MV-22B was continuously combat deployed to Operation IraqiFreedom or 18 months rom 2007 to 2009. In May 2009, the rst MV-22B ship based MEU deployment began. Later that year in November,the MV-22B deployed to Operation Enduring Freedom.

Low-rate Initial Production

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ransition Task Forces, chaired by HQMC Deputy Commandantor Aviation, oversees all Type/Model/Series transition plans.

he medium lit assault support feet is transitioning rom theCH-46E to the MV-22B. Beginning in 2003, this transition has

een tracking to schedule and at the rate o two squadrons perear will be completed in 2017.

quadron transitions rom CH-46E to MV-22B takepproximately 18 months rom the time the HMM standsown to the time the newly ormed VMM is ready to enter pre-eployment training.

-22 deliveries are occurring on time and are supporting thisansition. In FY-09, the last remaining CH-46E HMM squadrontood down on the East Coast and the West Coast transitionegan in FY-10.

Appendix 4USMC Medium Lit Transition

USMC Medium Lit Transition64 65USMC Medium Lit Transition

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he V-22 represents a revolutionary change in design and versatility. Itrings capabilities not ound in helicopters a leap orward in speed,ange and altitude perormance.

umerous major studies and analyses have shown that the V-22 ismore cost and operationally eective than any helicopter (includingompound/coaxial helicopter designs), or any combination oelicopters in the medium lit assault role. Compared to a range ourrent and advanced helicopter designs:

The V-22 has superior speed, range and survivability:- Increases the tactical options available to the operational

commander- Dramatically reduces the risk o riendly orce casualties in post-

assault ground operationsWhen equal lift capability aircraft eets are considered:

- Signicantly ewer V-22s were required to accomplish the speciedmissions

- Likewise, proportionately ewer support assets and personnelwere required

When equal cost aircraft eets are considered:

- The V-22 feet is more eective than any o the helicopteralternatives

- Lower through-lie costs or the tiltrotorFor the same payload, range and cruise speed as the V-22, a

compound or coaxial helicopter would require 20% more uel andhave a higher empty weight. Subsequently, the unit and operationalcost o a comparable compound or coaxial helicopter would be argreater than the V-22.- In addition, it would be dicult to sel deploy the desired 2,100 nmgiven the lower cruise eciency associated with a compound orcoaxial helicopter.

- Futhermore a compound or coaxial helicopter experiencessignicant vibrations in high speed fight, while the V-22 enjoyslower vibrations like other xed wing turboprop aircrat.

Appendix 5Studies and Analyses

Studies & Analyses66 Studies & Analyses 67

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Appendix 6Current & Future Capabilities

Current & Future Capabilities68

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