V22 guidebook 2013

Marines have played a storied role throughout the history
of our nation. While warfare has evolved, the fundamentals
of conflict and uncertainty remain. History has shown that
crises usually come with little or no warning, stemming from
the same conditions of complexity and chaos we observe
across the world today. In the unstable regions of the world,
where we see the clash of dissimilar interests, social unrest
and violent extremism combined with natural disasters,
competition for resources and the proliferation of advanced
weaponry, crises are imminently possible. These factors
require a force that is poised to respond at a moment’s
notice to buy time for strategic decision-making. America’s
Expeditionary Force in Readiness – the U.S. Marine Corps –
is that force.
The Marine Corps remains partnered with the U.S. Navy in a state of persistent forward
presence aboard amphibious warships as part of our posture of global readiness. These
forces are prepared to execute short-notice, expeditionary operations ranging from
humanitarian aid and disaster relief to stability operations and major combat. With the sea as
maneuver space, our Nation’s expeditionary naval forces can readily influence events in the
littoral area or ashore. Our unique and close relationship with the Navy in operating forward
maximizes operational reach and surprise while creating options for the larger joint force
where none previously existed.
As we enter the second century of Marine Aviation, we must continue to evolve and
modernize to maintain our tactical and operational advantages. The MV-22 Osprey is
an integral part of that ongoing transformation. Since its introduction to the operational
forces in 2007, this tilt-rotor platform has been indispensable, increasingly allowing forward
deployed forces to conduct operations at the time and place of their choosing. The Osprey’s
revolutionary and unprecedented capabilities in speed, range and lift capacity give our
commanders far greater tactical and operational reach than was previously available. Now
recognized as the safest and most survivable assault support aircraft in operation, the agile,
adaptable, rugged and tremendously capable Osprey is what Marines always knew it would
be…an invaluable asset to the joint force, our Corps and our Nation’s defense
Semper Fidelis
JAMES F. AMOS
General, U.S. Marine Corps
Message from the Commandant of
the Marine Corps
2
Many of the missions Air Force Special Operations Forces are
expected to conduct and support require us to place the Joint
Force on the objective, support the force while employed,
and safely recover the force, often in a dynamic environment
where opportunities are fleeting and minutes matter.
The CV-22 provides joint force commanders with an
incredibly efficient and effective rapid global response,
supporting long-range infiltration, exfiltration, and resupply
of Special Operations Forces in hostile or denied territories
and politically sensitive environments. Its unique capabilities,
along with advanced tactics, techniques, and procedures,
have significantly enhanced specialized air mobility reach
and agility, and extended the commanders’ battle space
in austere environments such as Afghanistan, Iraq, and Africa. Since the first operational
deployment in July 2009, our CV-22s have flown more than 3,300 hours, executed 2,738
missions, delivered in excess of 733 tons of cargo, and infiltrated over 14,000 personnel.
The CV-22 has proven its value to the warfighter and the joint force commanders on the
battlefield. And, as Air Force Special Operations Command anticipates the demands of the
future operating environment and focuses on continuous improvement of our specialized air
mobility, the CV-22 will persist in providing swift, agile airpower, enabling timely response to
combatant commander requirements for many years to come.
Any Time, Any Place
ERIC E. FIEL
Lieutenant General, USAF
Message from the Commander of Air Force
Special Operations Command
3

4
Introduction:ExecutiveSummary....................................................................8
Chapter One: The Vision...............................................................................10
Marine Corps Vision and Strategy 2025....................................................11
Chapter Two: The Program..........................................................................12
From Concept to Reality............................................................................14
USMC - USSOCOM - USN Programs of Record.........................................16
ChapterThree:TheCapability–Current&Future............................................22
Going Global.............................................................................................23
Tactical, Operational and Strategic Reach...................................................24
Expanding the Capability...........................…….........................……….….26
The Asia / Pacific Region............................................................................28
Chapter Four: The Missions..........................................................................30
MV-22
Operation Enduring Freedom....................................................................34
Amphibious Operations.............................................................................36
Operation Odyssey Dawn.........................................................……….….38
Operation Unified Response......................................................................40
Operation Iraqi Freedom............................................................................42
Saving Lives..............................................................................................44
CV-22
Long Range Personnel Recovery...............................................................46
Operation Enduring Freedom....................................................................48
Operation Enduring Freedom: CASEVAC..................................……….….49
Operation Iraqi Freedom............................................................................50
Humanitarian Relief...................................................................................51
Exercise Flintlock ‘09................................................................................52
5
ChapterFive:The Aircraft..............................................................................54
How It Flies................................................................................................55
General Characteristics.............................................................................58
Multi-service Configurations.....................................................……….….60
Top Tier Suppliers......................................................................................63
Propulsion System....................................................................................64
Structural Features....................................................................................65
Cockpit and Avionics................................................................……….….66
Payload Systems......................................................................................68
Personnel Insertion / Extraction..................................................................70
Performance Charts.................................................................……….….72
Restricted Visibility Landings....................................................................74
Automated Logistics Environment.............................................................76
Appendix 1: Survivability...............................................................................78
Appendix 2: Shipboard Compatibility.............................................................82
Appendix 3: USMC Medium Lift Transition.....................................................84
Appendix 4: History and Development...........................................................86
Appendix5:StudiesandAnalyses..................................................................94
Appendix 6: Current & Future Capabilities.......................................................96
Table Of Contents

Executive Summary
Introduction

9Executive Summary8 Executive Summary
The V-22 Osprey is the world’s first production tiltrotor aircraft.
Unlike any aircraft before it, the V-22 successfully blends the vertical
flight capabilities of helicopters with the speed, range, altitude,
and endurance of fixed-wing transports. This unique combination
provides an unprecedented advantage to warfighters, allowing current
missions to be executed more effectively, and new missions to be
accomplished that were previously unachievable on legacy platforms.
Comprehensively tested and in full rate production, the V-22 provides
strategic agility, operational reach, and tactical flexibility – all in one
survivable, transformational platform.
Mission and Description
The V-22 Osprey Program is charged by the Department of Defense
(DoD) with developing, testing, evaluating, procuring and fielding a
tiltrotor Vertical/Short Takeoff and Landing (V/STOL) aircraft for Joint
Service application with the Navy being the lead. The V-22 program is
designed to provide an aircraft to meet the amphibious/vertical assault
CV-22, US Special Operations CommandMV-22, United States Marine Corps
needs of the United States Marine Corps (USMC), the strike rescue
needs of the Navy, and the special operations needs of the United
States Special Operations Command (USSOCOM). The MV-22 variant
is replacing the CH-46E. The CV-22 variant provides a new capability
and will augment the MC-130 in the USAF/USSOCOM inventory for
special operations infiltration, exfiltration, and resupply missions.
The V-22’s tiltrotor technology continues to revolutionize
military air transport in a manner not seen since the introduction
of helicopters more than 50 years ago.
Executive Summary

“Though our Corps has recently proven itself in
‘sustained operations ashore,’ future operational
environments will place a premium on agile
expeditionary forces, able to act with unprecedented
speed and versatility in austere conditions against a
wide range of adversaries…”
– Marine Corps Vision and Strategy 2025
The long-held vision of tiltrotor capabilities and the advantage
that the V-22 could bring to our forces has faced challenges
throughout the development and production of the aircraft.
The strategic discipline, commitment, and perseverance of the
government/industry partnership, have brought this aircraft to
the field, where it is transforming aviation.
Marine Corps Vision
& Strategy 2025
11Marine Corps Vision & Strategy 2025
The Vision
Chapter One
1

13The Program
The Program
Chapter Two
2

Critical
Operational
Issue
Parameter Threshold Result
Assault Support
Amphibious Pre-
Assault/Raid
200 nm (KPP) 230 nm
Amphibious
Ext Lift
10,000 lbs for
50 nm (KPP)
9,800 for 50 nm
Land Assault
External Lift
50 nm (KPP) 69 nm
Cruise Airspeed 240 KTS (KPP) 255 KTS
Troop Seating
24 Combat Troops
(KPP)
24 Combat Troops
Self Deployment Self-deployment 2100 nm (KPP) 2660 nm
Survivability Ballistic Tolerance
12.7mm @ 90%
velocity (KPP)
Satisfactory
(BLRIP-LFT&E)
Interoperability
Top Level
Information
Exchange
Requirement
(IER)
All top-level
requirements
(KPP)
Satisfactory
2005 Operational Evaluation
15From Concept to Reality14 From Concept to Reality
To RealityFrom Concept
To Development and Testing

16 Program of Record 17Program of Record
Program of Record
USMC - 360 MVs
• Amphibious Assault
• Sustained Land Operations
• Self-Deployment

Program of Record
USSOCOM - 50 CVs
• Long-Range Special Operations
• Contingency Operations
• Evacuations and Maritime
Special Operations

Program of Record
USN - 48 MVs
• Fleet Logistics Support
• Special Warfare
• Combat Search and Rescue

23Going Global
USMC MV-22 BASING
MCAS New River
MCAS Miramar
MCAS Futenma
AFSOC CV-22 BASING
Hurlburt AFB
Cannon AFB
Kirtland AFB
Fleet Expansion
2013
HMX-1 Quantico, VA
Okinawa
Mildenhall, UK
2014
MCAS Kaneohe, Hawaii
MCAS Pendleton
Going Global
The Capability –
Current & Future
Chapter Three
3

Mission Profile
• Without Mission Auxiliary Tanks System (MATS)
- Approx 5.0 hrs max endurance
- Approx 900 nm max range in 4.3 hrs
• Ceiling 24,700’
• 420 nm combat radius
- 24 passengers
• 690 nm combat radius with 1 aerial refuel
- 24 passengers
• Additional fuel options: up to 3 MATS tanks point to point with no
loiter enroute
- 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
Enhanced capability provides
• Expanded battlespace maneuver
• Complications to the enemy’s 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 aircraft
Tactical, Operational, and Strategic Reach
25Tactical, Operational, and Strategic Reach24 Tactical, Operational, and Strategic Reach

Rescue at Sea Proof of Concept
• Simulated MEDEVAC by a V-22 from an SSBN at sea
• Non-stop, round trip flight from Cannon AFB, NM to USS
Wyoming (SSBN 742) off the east coast utilizing aerial refueling
• 2600 nm roundtrip / 11.5 total hours / 5.5 hours to the SSBN
• Demonstrates the operational reach and unique capability
Expanding the Capability
The growing USMC and
AFSOC global fleet highlights
the V-22’s operational capability
and flexibility
• V-22 transfers an AV-8B engine
from the USNS Wally Schirra (T-AKE 8)
• V-22 hovers over USS Wyoming
(SSBN 742) while performing
simulated MEDEVAC operations
• V-22 conducting firebucket
operations
• Flight Deck Certification USS
Chester Nimitz (CVN-68)
• VMM-261 MV-22 and AV-8B Harriers
assigned to 24th MEU in formation
after aerial refueling training
27Expanding the Capability26 Expanding the Capability

Guam
Okinawa
Iwakuni
Darwin
V-22 enables and
exploits the re-balance
of forces to the Asia-
Pacific region
V-22 self deploy capability
(1760 nm)
2001 - 2010 ~70k
people per year were
killed in the Asia
Pacific region due
to natural disasters
(floods, cyclones,
earthquakes,
tsunamis and
volcanic eruptions)
resulting in 65% of
world’s total death
from such causes
and ~$35B damage
per year
15 of world’s 28
megacities are in the
Asia-Pacific, 13 of
those 15 are within
100 km of the sea
U.S. maintains 5
security treaties in the
Asia-Pacific region
Asia-Pacific region contains
61% of the world’s population
Guam
Okinawa
Iwakuni
Darwin
Strategic Shift to the
Asia-Pacific region
29Asia-Pacific Region28 Asia-Pacific Region

The USMC and AFSOC employ the MV-22 and
CV-22 repectively around the world. The aircraft has
made a tremendous impact, affording its customers
unprecedented versatility and operational reach. This
chapter looks at specific examples of both
MV-22 and CV-22 employment
31The Missions
The Missions
Chapter Four
4

The following section briefly describes operational employment
examples of the USMC MV-22 and AFSOC CV-22.
MV-22
Since the MV-22 reached initial operational capability in
June 2007, followed by the CV-22 in March 2009, Ospreys
have been combat deployed across the globe in support of
contingency operations.
In February 2011, the V-22 program exceeded 100,000 total flight
hours since program inception. The Osprey has been one of the
safest rotorcraft ever fielded by the DOD.
CV-22
33The Missions32 The Missions

SNAPSHOT
For example, in January 2010 a Taliban leader in the Marine’s
Area of Operations (AO) had been working with an Improvised
Explosive Device (IED) maker. Intel sources had been tracking
his movements as he arrived at one of two locations every day
around the same time.
Mission Execution: At L-hour, in a bold daylight raid, 4 MV-22s
hit two separate Landing Zones (LZs) simultaneously. Leveraging
the aircraft’s precision navigation capability, L-hour was made
exactly on time, and the aircraft landed within 50’ of the target
buildings. On short final, 30-40’ from landing, Osprey aircrews
“saw the surprise in a local national’s face as he did a ‘jump
stutter step’ because he had just noticed us.” Upon landing,
the assault element debarked. The target was in the vicinity of a
bazaar, was tracked, and subsequently captured.
Later that day, a resupply mission was conducted by a pair of
MV-22s into the LZ, now controlled by friendly forces. In the
words of the Forward Air Controller (FAC) on the ground, “the
two MVs came out of the sun and we couldn’t see or hear them
until they were right on top of us… less than 30 seconds out.”
Missions that could not be executed using conventional rotorcraft
have become commonplace, greatly enhancing the Commander’s
ability to influence the Area of Responsibility (AOR).
These examples, and countless others like it, show the
tremendous performance of both the MV-22 and the Marines who
operate and maintain the aircraft.
MV-22 MISSION
During Operation Enduring Freedom, the MV-22
established its presence in an historic 10-aircraft,
510-mile, single-leg transit from amphibious
shipping. All aircraft arrived safely at their new base
two hours and 15 minutes after takeoff.
To date, MV-22s in OEF have flown over 14,000 flight hours,
carried over 148,000 passengers and over five million pounds
of cargo.
The MV-22 has been utilized with great success in direct action
missions in OEF. Using its speed and range to ingress from
unexpected directions, and capitalizing on its low aural signature
to approach unnoticed, the Osprey has been a key factor in
giving our forces a tremendous tactical advantage.
Afghanistan
Operation Enduring Freedom
November 2009 to Present
35MV-22 Operation Enduring Freedom34 MV-22 Operation Enduring Freedom

“There is a whole new generation of Marines getting very
comfortable with seeing the MV-22 and working with it. Once
you 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 fight and be effective in the fight like
no other aircraft that has ever been embarked on these ships.
And in doing so, it enhances the ship’s ability to contribute to
those missions.”
– USS Bataan (LHD 5) Commanding Officer
SNAPSHOTMV-22 MISSIONAmphibious Operations
Marine Expeditionary Units
May 2009 to Present
MV-22 met all Amphibious Based Mission
Requirements
The MV-22 excels in contingency missions with greater speed,
range, payload, and endurance than any other rotorcraft. This
increases flexibility to amphibious shipping and allows further
standoff distances from the shore. In addition, long-range
ship-to-shore logistics support benefits from the aircraft’s
transformational capabilities.
37MV-22 Amphibious Operations36 MV-22 Amphibious Operations

SNAPSHOT
Quickly covering the distance to the objective, the Ospreys,
supported by the Harriers and other assets overhead, were
able to land, rapidly recover one of the downed crew, and
depart. Within a half hour of their departure, the Ospreys and
the rescued pilot were safely back aboard Kearsarge. The
second aircrew was safely recovered shortly thereafter via
other means. In this instance, as it has in countless others,
the MV-22’s speed, precision navigation, and ability to land
virtually anywhere gave the Marines the necessary capability to
quickly and sucessfully perform this critical mission.
USS Kearsarge (LHD 3) AV-8B and CH-53E
flight deck operations
MV-22 MISSIONAmphibious Operations
Operation Odyssey Dawn
March 2011
26 Marine Expeditionary Unit
Tactical Recovery of Aircraft and Personnel (TRAP)
On 22 March 2011, while in support of Operation Odyssey Dawn,
an F-15E went down over Libya due to mechanical issues. Both
aircrew were able to safely eject. What rapidly followed was a
textbook example of the agility, flexibility, and effectiveness of what
not only the MV-22 brings to the fight, but what the Navy Marine
Corps team provides the Nation. Namely, an expeditionary force in
readiness ready and able to respond where and when needed.
Tactical Recovery of Aircraft and Personnel, or TRAP, is a mission
to which the MV-22 is ideally suited. Less than two hours after the
F-15E crew ejected, 2 MV-22s, along with other elements of the
TRAP package including AV-8B Harriers, CH-53E Super Stallion
helicopters, and a 46 Marine Quick Reaction Force, were ready to
launch from the USS Kearsarge (LHD 3), approximately 133 nm
away from the downed aircrew.
USS Kearsarge (LHD 3) MV-22
flight deck operations
39MV-22 Amphibious Operations38 MV-22 Amphibious Operations

U.S. Marines and Sailors from the 24th Marine
Expeditionary Unit and the Nassau Amphibious
Ready Group exit an MV-22 Osprey to visit
Hinche Regional Central Hospital in support of
Operation Unified Response, Jan 24, 2010, in
Hinche, Haiti.
SNAPSHOT
MV-22 speed and range made it the platform of
choice for a variety of missions
• Long-range logistics runs to Guantanamo Bay, Cuba (over 200nm) to
pick up supplies for 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 lbs of food and medical
supplies
“The overall advantage for using the Osprey is the efficiency
with which we can get all of this done... The speed of
the Osprey allows us to land multiple teams in areas all
throughout northern Haiti, leave them there with enough time
to get a good assessment and retrieve all these teams before
nightfall — only using two Ospreys.”
– Capt. Robert Shuford
24th Marine Expeditionary Unit
MV-22 MISSIONHaiti
Operation Unified Response
January 2010
41MV-22 Operation Unified Response40 MV-22 Operation Unified Response

In its combat debut, the MV-22’s speed and range immediately
provided an operational reach that revolutionized assault
support capability.
Often the aircraft of choice for missions where speed, range,
and survivability were critical, the MV-22 was widely lauded as
an assault support platform.
During consecutive Operation Iraqi Freedom deployments over a period
of 18 months, three Marine Medium Tiltrotor Squadrons (VMMs) logged
• More than 6,000 sorties
• Nearly 10,000 flight hours
• More than 45,000 passengers moved
• More than 2.2 million pounds of cargo moved
The MV-22 broadened the ground commander’s area of influence for
boots on the ground.
The MV-22 flew into every threat zone, performing every available
assault support mission, including
• Raids, assaults, Aero Scout, VIP, general support, MEDEVAC,
Tactical Recovery of Aircraft and Personnel (TRAP), Rapid Ground
Refueling (RGR)
• MV-22 speed and range enabled Iraqi government officials to
make frequent visits to remote areas, spreading the influence
of Iraqi governance.
SNAPSHOT
No combat losses were incurred during this deployment, thanks to
the aircraft’s inherent survivability and performance characteristics
which keep the aircraft out of range of small arms and RPGs for most
of the flight.
“Turns Texas into Rhode Island.”
– BGen Alles, CG ACE MNF-W
“I could dominate [Al Anbar Province], because I had V-22s…I couldn’t
do what I did with just helicopters.”
– MGen Kelly, CG MNF-W
MV-22 MISSIONOperation Iraqi Freedom
October 2007 to April 2009
43MV-22 Operation Iraqi Freedom42 MV-22 Operation Iraqi Freedom

2007
An urgent CASEVAC required patient transport from outlying Forward
Operating Base Mudaysis to Al Asad (80 nautical miles, one way)
“Golden Hour” Preserved
In a scenario that conventional assault support assets could not
execute, the MV-22 launched from Al Asad, flew to Mudaysis,
performed pickup, and returned to Al Asad in under one hour.
Economy of Force: A Classic Example
To match this response time using conventional assets, helicopters
would have to be staged and ready at the pickup point, along with
associated security, maintenance, and
fuel requirements.
SNAPSHOTMV-22 MISSIONSaving Lives
As one of the core tasks inherent to Assault Support, Casualty
Evacuation (CASEVAC) is a uniquely demanding mission. When
a patient needs to be transported to receive critical care, the
“tyranny of distance” presents a formidable obstacle. Typically,
the point of injury occurs far from established transportation
hubs and services; therefore, the movement options are limited
to whatever assets are on hand. For those in reach of a V-22, the
range and speed options become exponentially greater. Recent
examples of long range CASEVAC made possible by the V-22 are
provided here.
2010
The USS Kearsarge (LHD-3) based 26 MEU conducted a long range
CASEVAC. While conducting split Amphibious Group operations,
with assets ashore assisting Pakistani Humanitarian Assistance/
Disaster Relief efforts following devastating floods, the balance of the
aviation assets operated afloat off the Horn of Africa supporting other
operations. During this period, a patient aboard Kearsarge required
medical support beyond the ship’s capability. The nearest facility that
could provide the required services was 500 nm away in Mombasa,
Kenya. A section of MV-22s was tapped to perform the CASEVAC
mission, because, in the words of the MEU Commander, “The V-22
is the only aviation asset that can bridge the long ship-to-shore
expanse.” The patient was successfully moved to the required level of
care thanks to the Osprey.
2009
26 Marine Expeditionary Unit
The MV-22 flew a ship-to-shore urgent CASEVAC into Jordan, covering
147 miles in 37 minutes – a feat not possible with legacy aircraft.
In the words of a USS Bataan corpsman, “If it hadn’t been for the
Osprey, there’s no way we could have gotten the patient to where she
needed to be to receive the care that ultimately saved her life.”
45MV-22 Saving Lives44 MV-22 Saving Lives

SNAPSHOT CV-22 MISSIONPersonnel Recovery Mission
June, 2010
Long Range, High Speed,
High Altitude, Vertical Lift Exfiltration
On 1 June 2010 a coalition helicopter conducting a special
operations raid was disabled on a target near Kunduz, Afghanistan.
Stranded in the open, the aircrew and ground party were under
small arms and mortar fire.
Other theater aircraft made multiple rescue attempts, but none
were successful due to rugged mountainous terrain and a severe
dust storm.
Two 8th Special Operations Squadron CV-22 aircraft based at
Kandahar launched within two hours of notification and flew a direct
route at 15000 feet over the Hindu Kush mountain range. Using
their advanced navigation and sensor suite, the flight was able to
continue its mission through periods of very low visibility.
32 U.S. personnel were recovered from the target area.
The CV-22s accomplished the round trip flight from Kandahar in
less than 4 hours without requiring additional fuel.
“Thanks for picking us up when no one else could.”
-Ground Force Commander
47CV-22 Long Range Personnel Recovery46 CV-22 Long Range Personnel Recovery

SNAPSHOTOperation Enduring Freedom
Casualty Evacuation (CASEVAC)
After the completion of an assault mission, CV-22s were re-tasked
with an urgent CASEVAC of an injured Afghan soldier who sustained
a critical head injury. All other aviation assets were on stand down
due to the poor visibility, less than a mile, around the surrounding
airfields. The lead CV-22 performed a low visibility approach to
the CASEVAC location. Once the casualty was loaded onboard,
the formation proceeded directly to Kandahar. With the new flight
control software, the crews were able to fly at 260 KCAS. The
unique combination of speed, range, VTOL, and TF/TA radar made
the CV-22 the perfect platform for this mission. The casualty was
successfully stabilized and survived.
CV-22 MISSIONOperation Enduring Freedom
May 2011 - October 2012
Five CV-22s and crews from both the 8th Special Operations
Squadron and the 20th Special Operations Squadron were deployed
in support of Operations Enduring Freedom. Their primary mission
was to conduct infiltration and exfiltration of special operations
forces. During the 18-month deployment, the squadrons executed
224 INFIL/EXFIL missions. In this role, the aircraft delivered 11,531
assaulters enabling the capture of 725 suspected terrorists.
49CV-22 Operation Enduring Freedom48 CV-22 Operation Enduring Freedom

SNAPSHOTHumanitarian Relief
SOUTHCOM June 2009
While deployed to SOUTHCOM in support of ongoing operational
missions, three CV-22 aircraft from the 8th SOS contributed air
power to a large scale humanitarian relief effort to the country of
Honduras. Taking advantage of the CV-22’s unique payload and flight
capabilities, the aircraft and crews made three different deliveries of
critical items to a small remote northeastern village. In total, approxi-
mately 43,000 pounds of goods were delivered. These goods had
been waiting to be delivered for some time, and with the CV’s unique
lift-off/landing capabilities the much needed items, such as non-
perishable food, hospital beds, and textbooks were finally delivered
to the remote village.
The CV-22 Osprey’s power, range and speed bring unique
capabilities to a very broad spectrum of humanitarian relief, as proven
in this and other documented V-22 relief efforts.
CV-22 MISSIONOperation Iraqi Freedom
July – November 2009
In July 2009, six CV-22 aircraft from the 8th Special Operations
Squadron (SOS) departed Hurlburt Field, FL, for their first operational
deployment to Iraq. The CV-22s conducted a successful 7,000
nautical mile self-deployment in support of Operation Iraqi Freedom.
The aircraft completed the transatlantic crossing in 7 days while
completing three aerial refuelings along the way. While deployed
the CV-22’s primary mission was to conduct long-range infiltration,
exfiltration and resupply missions for special operations forces.
During the deployment, the squadron executed and completed 45
direct action assault force INFIL/EXFIL missions and 123 combat
service support missions, delivered over 30,250 pounds of cargo,
and transported over 2,349 passengers. The CV-22s also supported
the Iraqi Special Operations Forces (ISOF) in several operations to
apprehend suspected terrorists. Although the new aircraft was flown
by U.S. Air Force personnel, the troops and mission were led by the
elite ISOF soldiers.
The CV-22 has proven its value to the warfighter and commanders
on the battlefield. The exceptional range, speed and versatility this
aircraft brings to the fight is unmatched by conventional helicopters.
51CV-22 Humanitarian Relief50 CV-22 Operation Iraqi Freedom

CV-22 MISSIONExercise Flintlock 09
October – November 2008
Four CV-22 aircraft from the 8th Special Operations Squadron (SOS),
Hurlburt Field FL successfully completed their first self-deployment
mission. The deployment covered some 5,300 nautical miles
across the Atlantic Ocean to Bamako, Mali in support of Exercise
FLINTLOCK-09. The exercise is a regularly scheduled training
exercise in the Trans-Sahara region designed to build relationships
and to enhance African nations’ ability to patrol and control their
sovereign territory.
The exercise included personnel from 15 countries and the CV-22
served as a platform for multinational training. Specifically, the aircraft
was used to transport Malian and Senegalese special operations
forces (SOF) and leadership teams throughout the vast exercise
region. The primary mission for the CV-22 was long range vertical lift,
inserting SOF teams so they could practice ground maneuvers, then
return in order to extract the teams.
The CV-22 proved to be a game changer during this exercise.
Because of its long range capability, the teams were able to traverse
the vast distances of the African continent in less time than a
conventional helicopter. Taking advantage of the aircraft’s unique
tiltrotor capabilities, missions over 500 nautical miles were routinely
completed, infiltrating small teams and bringing them back without
having to aerial refuel, and all within a four-hour window. This mission
would have taken the MH-53 two to three times as long to complete.
5352 CV-22 Exercise Flintlock 09

The Aircraft
Chapter Five
5
55How It Flies
JB-067
Helicopter Airplane
Right proprotor increases
collective pitch
Left proprotor decreases
collective pitch
Proprotor discs tilt to left
Aircraft rolls to left
Right flaperon deflects downward
Left flaperon deflects upward
Aircraft rolls to left
Differential collective
pitch and lateral cyclic
Flaperon
Helicopter Airplane
Proprotor discs tilt forward
Aircraft assumes nose-down attitude
Airspeed increases
Elevator deflects downward
Aircraft assumes nose-down attitude
Altitude decreases
Airspeed increases
Forward longitudinal
cyclic pitch
Elevator
Helicopter Airplane
Right proprotor disc tilts forward
Left proprotor disc tilts aft
Aircraft yaws left
Differential longitudinal cyclic pitch
Rudder
Rudders deflect to the left
Aircraft yaws left
Lateral Control Input (Left Stick Shown)
Longitudinal Control Input (Forward Stick Shown)
Directional Control Input (Left Pedal Shown)
How it Flies

57How It Flies56 How It Flies
JB-072
Helicopter Airplane
Thrust/power lever controls
blade pitch and engine throttle
Acts as airspeed control
Thrust/power lever controls
proprotor collective pitch
and throttles
Acts as altitude control
Helicopter Airplane
Both nacelles rotate forward
Aircraft accelerates
Both nacelles rotate upward
Aircraft decelerates
Both flaperons deflect downward
Downwash effects on wing reduced
Both flaperons deflect downward
Lift, drag increase
AirplaneHelicopter
Thrust/Power Input (Forward/Increase Shown)
Nacelle Control Input
Flap Input
The V-22 can perform a complete transition from helicopter
mode to airplane mode in as little as 16 seconds. The aircraft
can fly at any degree of nacelle tilt within its conversion
corridor at the range of permissible airspeeds for each angle
of nacelle shift.
During vertical takeoff, conventional helicopter controls are
utilized. As the tiltrotor gains forward speed between 40 to
80 knots, the wing begins to produce lift and the ailerons,
elevators, and rudders become effective. The rotary-wing
controls are then gradually phased out by the flight control
system. At approximately 100 to 120 knots, the wing is fully
effective and pilot control of cyclic pitch of the proprotors is
locked out. The ability to operate in the realm between airplane
and helicopter (VTOL) modes is what truly makes the V-22
a unique and capable aircraft. In conversion mode the flight
control computers blend the control laws and program the
flight control surfaces for optimum performance and response
at intermediate airspeeds. This couples the efficiency of wing-
borne flight with helicopter maneuverability.
The conversion corridor is very wide (approximately 100 knots)
in both accelerating and decelerating flight. This wide corridor
results in a safe and comfortable transition, free of the threat of
wing stall.
Conversion Corridor
JB-229
40-80 ktas
100-120 ktas
Airplane ControlsHelicopter Controls
JB-225
Airspeed (kts)
0
10
20
30
40
50
60
70
80
90
100
0 50 100 150 200
Conversion
coridor
Nacelle
Incidence
Angle
(deg)
Helicopter
Mode
Airplane
Mode
250 300

Helicopter
Mode
18 ft
5 in
15 ft
4.2 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
Performance @ 47,000 lb
Max cruise speed -
(MCP) Sea Level (SL), kts (km/h). . . . . . . . 266 (493)
Max RC, A/P mode SL, fpm (m/m). . . 4,100 (1,250)
Service Ceiling, ISA, ft (m). . . . . . . . . 24,000 (7,315)
OEI Service Ceiling ISA, ft (m), . . . . . . 9,500 (2,896)
HOGE ceiling, ISA, ft (m). . . . . . . . . . . 5,700 (1,737)
Weights
Takeoff, vertical, max, lb (kg). . . . . . . 52,600 (23859)
Takeoff, short, max, lb (kg). . . . . . . . . 57,000 (25855)
Takeoff, self-deploy, lb (kg). . . . . . . . . 60,500 (27443)
Cargo hook, single, lb (kg). . . . . . . . . . 10,000 (4536)
Cargo hook, dual capability, lb (kg). . 12,500 (5,670)
Fuel Capacity
MV-22, gallons (liters). . . . . . . . . . . . . . . 1,721 (6513)
CV-22, gallons (liters). . . . . . . . . . . . . . . 2025 (7,667)
Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Model. . . . . . . . . . . . AE1107C (Rolls-Royce Liberty)
AEO VTOL normal power, shp (kW). . 6,150 (4586)
Crew
Cockpit – crew seats. . . . . . . . . . . . . . . . 2 MV/3 CV
Cabin – crew seat/troop seats. . . . . . . . . . . . . 1/24
59General Characteristics58 General Characteristics
The V-22 has been designed to the most stringent safety, reliability, readiness,
all-weather operations, survivability, crash worthiness, and performance
requirements of any rotary wing aircraft ever built.
The V-22’s self-deployability and large payload capacity over long distances
position it to support numerous missions worldwide.
Top Level V-22 Design Requirements
Airframe
Composite materials were a key technology that enabled the development
of the V-22 and reduced cost and weight, improved reliability, and increased
ballistic tolerance. The past two decades of extensive research and
development on composite materials in the aerospace industry has directly
benefited the V-22 structural design.
• Sustained cruise speed: 260+ knots
• Self-deploy worldwide
• Unrefueled radius of action: 500+ nmi
• Operate from amphibious ships
• Carry 12,500 lb external payload
• Vertical insertion/extraction
• High level of ballistic tolerance
• Cockpit integrated color
displays, avionics to navigate
worldwide, civil and military
fields
• Fold/stow and corrosion
protection to meet shipboard
compatibility
Fixed-wing
tactical
transport
Helicopter
assault
transport
}
}

The V-22 is developed and produced utilizing
incremental, time-phased upgrades (“Blocks”)
• Block A - Safe and operational
• Block B - Combat capability improvements plus enhanced
maintainability
• Block C - Mission enhancements and upgrades
Inherent 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)
Multi-service Configurations
MV-22 U.S. Marine Corps
61Multi-service Configurations60 Multi-service Configurations
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 32-bit mission computers
• Night Vision Goggle (NVG) compatible, multifunction
displays
• Three inertial navigation systems
• Global positioning system
• Dual digital map system
• SATCOM
• VOR/ILS/ marker beacon
• Radar altimeter
• 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 commander’s communication station
• Flight incident recorder
• Missile/radar warning and laser detection
• Weather radar
• Night Vision Goggle heads-up display

CV-22 U.S. Special Operations Command
The CV-22 is being developed and produced in parallel
with the MV-22 configuration in incremental upgrades
(“Blocks”)
• Block 0 - MV-22 Block A plus basic special operations capabilities
• Block 10 - MV-22 Block B plus improved special operation capabilities
• Block 20 - MV-22 Block C plus mission enhancements and upgrades
MV-22 Block B and CV-22 Block 10 have the same
propulsion system, and a 90% common airframe. The
primary differences are in the avionics systems.
CV-22 Unique Equipment
• Multimission Advanced Tactical Terminal (MATT) integrated with digital
map, survivor locator equipment, and the electronic warfare suite
• Multimode Terrain Following/Terrain Avoidance (TF/TA) radar
• Advanced, integrated defensive electronic warfare suite
- Suite of 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
• Block 20 enhancements
63V-22 Top Tier Suppliers62 Multi-service Configurations
V-22 Top Tier Suppliers
Supplier System
Bell Helicopter Prime Contractor
Boeing Prime Contractor
BAE
Flight Control System, Low Probability of Intercept Altimeter
(LPIA) and APX-123 IFF (MV-22), Defensive Weapon System
ESA
Digital map, Multi-Function Display (MFD), Display Electronics
Unit (DEU) , NVG heads up display
Meggitt Polymers & Composites Fuel cells, Electro-Thermal Ice Protection components
General Dynamics Mission computer
Honeywell
Environmental Control System (ECS), Light Weight Inertial
Navigation System (LWINS), Variable Frequency (VF) generator,
Control Display Unit/Engine Instrument and Crew Alerting
System (CDU/EICAS), Enhanced Standby Flight Instruments
(ESFI), Flight Director Panel (FDP), Traffic Collision Avoidance
System (TCAS), Shaft Driven Compressor (SDC), Infra-Red (IR)
Suppressor, heat exchanger
ITT AN/ALQ-211 (SIRFC)
Moog
Flight control actuators, vibration suppression components,
Planetaries, Power Modules,
Slip Rings
Middle River Aircraft Systems Flaperons, Flap Seals, Cove Spars
Northrop Grumman Directed Infra Red Counter Measures
Raytheon
Forward Looking Infrared Radar, Multi Mode Radar, APX-119
IFF (CV-22), mission planning
Robertson Fuel Systems Mission Auxillary Tank System
Rockwell Collins Radios, NAVAIDS
Rolls Royce Engines
GE Aviation Systems
Interface Units, EAPS Actuator, Fire Door Actuator, CF
generator, flight incident recorder, lighting controllers, forward
cabin control station, oil cooling blowers, landing gear drag strut
actuators, check valves
Triumph Aerostructures-Vought
Integrated Programs Division
Empennage, fiber placement fuselage skins
Multi-service Configurations

Propulsion System
Two Rolls-Royce AE1107C Liberty engines provide the propulsion
for the V-22. The AE1107C is a 6,150 shaft horsepower, two-spool,
turboshaft, gas-turbine engine. The engines are located within the
nacelles. The interconnect driveshaft provides safe one-engine-out
flight in all modes of operation.
An Engine Air Particle Separator (EAPS) is integral to the engine
installation and can be selected to manual pilot control or automatic.
Fire detection and extinguishing systems are provided in the engine
compartments, 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
Auxiliary
power
Drive system
• Midwing gearbox
• Interconnect driveshaft
• Tilt-axis gearbox
• Proprotor gearbox
65Structural Features64 Propulsion System
Structural Features
More than 43 percent of the V-22 airframe structure is fabricated
from composite materials. The wing is made primarily with IM-6
graphite-epoxy solid laminates that are applied unidirectionally
to give optimum stiffness. The fuselage, empennage, and
tail assemblies have additional AS4 graphite fiber materials
incorporated during their fabrication. Many airframe components
such as stiffeners, stringers and caps, are co-cured with the
skin panels. This technique provides subassemblies with fewer
fasteners, thus fewer fatigue effects.
The composite airframe delivers the necessary stiffness and
light weight for V/STOL. It also provides additional resistance to
environmental corrosion caused by salt water. The composite
airframe is fatigue resistant and damage tolerant – a feature
particularly desirable for ballistic survivability.

Cockpit and Avionics
The V-22 Integrated Avionics System (IAS) is a fully
integrated avionics suite using a combination of
off-the-shelf equipment and specially developed
hardware and software. The functionality integrated
into the IAS is as follows:
• Controls and Displays
Provides aircrew and maintenance personnel with the resources to
monitor cockpit information and control aircraft functions.
• Mission Computers
Provides dual redundant processing and control for all functions of
the IAS.
• Navigation
Provides primary navigation data. This data is gathered from the
inertial navigation sensors, GPS, and radio navigation sensors.
Navigation data includes: position, heading, altitude, geo graphic
frame velocities, radar altitude, radio navigation (data such as
distance and bearing to ground stations), and marker beacon station
passage.
The CV-22 provides additional navigation capability, including Terrain
Following/Terrain Avoidance (TF/TA) Multimode Radar and Traffic
Collision Avoidance System (TCAS).
• Communications
Provides for internal and external radio control and inter-
communications, VHF/UHF radio communication, SATCOM, and IFF.
67Cockpit & Avionics66 Cockpit & Avionics
• Turreted Forward Looking Infra-Red System
Provides for reception of infrared energy and its conversion to video
signals to assist the aircrew in piloting and navigation.
• Dual Digital Map
Provides a real-time, color, moving map imagery on the multi-function
displays. It may be operated independently by both operators. The
aircraft’s position is shown with respect to the display, and multiple
overlay options are available.
• Electronic Warfare Suite
Provides detection and crew notification of missiles, radars, and laser
signals that pose a threat to the aircraft.

The suite also includes dispensers for expendable
countermeasures.
An optional enhanced suite includes active jamming systems,
additional countermeasure launchers, and other systems.

External Cargo
and Air-drop Capability
Cargo
• External
- (2) external cargo hooks
• 10,000 lb single hook (forward or aft hook)
• 12,500 lb dual-hook capacity
• Cabin accessible
- Air-drop capability
• Internal
- 300 lb/ft2 floor loading capacity for up to 20,000 lb of internal cargo
- Floor tie-down fittings within cabin and ramp
- Flip, roller rails for cargo loading
- 2,000 lb cargo winch, 150 ft cable
- (2) 463L half-pallets, (4) 40 in x 48 in warehouse pallets, and other
loading as available
The V-22 is designed to fulfill the multimission role
with its large open cabin, rear loading ramp, and a
variety of cabin and cargo systems.
Personnel transport
• Crashworthy seats
- Crew chief and 24 troops
- Folding, removable seats for loading flexibility
- Inboard facing
• Litter stanchions
- Up to four stations of (3) litter positions each on MV-22 Block C
for a total of 12 litters
Payload Systems
Cabin Seating Arrangement
Typical CASEVAC Cabin Configuration
69Payload Systems - Cargo68 Payload Systems - Personnel

Fast rope system at the rear cabin
Parachute operations have also been conducted with the V-22
The V-22 provides alternate means for personnel
insertion and/or extraction when landing is not
practical or desired.
The rescue hoist is an electrically driven system, capable of hoisting
devices into the cabin like the stokes litter, two-man rescue team,
forest penetrator, or a stokes litter with attached floatation device.
Optional fastrope equipment can be installed that provides for two
fastropes in the cargo area. One mounting system is located above
the end of the cargo ramp so that the rope can hang vertically at a
nominal distance of 14 inches aft of the ramp floor; the second is
located above the aft cargo hook bay.
Personnel Insertion/Extraction
71Personnel Insertion/Extraction70 Personnel Insertion/Extraction

Internal Payload Mission
External Payload Mission
Self-Deployment Mission
73V-22 Performance Charts72 V-22 Performance Charts
The V-22 is capable of sustained cruise speeds in excess of
260 ktas and an unprecedented V/STOL aircraft mission radius.
Standard day capabilities are shown in the figures below.
V-22 Standard Day Hover Envelope (OGE)
V-22 Airplane Mode Flight Envelope (Standard Day)
Hover Performance
Cruise Flight Envelope

Restricted Visibility Landings
The V-22 is capable of landing without visual
reference to the ground via manual pilot control or
automatic hovering autopilot functions.
75Restricted Visibility Landing74 Restricted Visibility Landing
Where sand or dusty conditions occur, the V-22 may conduct
a Restricted Visibility Landing (RVL) based on cockpit
instrumentation. The aircraft displays indicate attitude, altitude,
drift vector, drift acceleration, and power settings, which
allows the aircraft to use its Inertial Navigation Systems to land
in complete brown-out conditions. RVL landings may use a
coupled hover approach from 30 ft to vertical landing, or pilots
may manually fly to a no-hover direct landing.

Mediterranean Sea
(Feb. 22, 2010) Maintainers gather tools aboard the amphibious assault
ship USS Nassau (LHA 4) after performing routine maintenance on an
MV-22 Osprey.
Automated Logistics
Environment (ALE)
Comprehensive Automated
Maintenance Environment – Optimized
(CAMEO)
The CAMEO system provides an adaptable, government-owned,
open source, joint service, Automated Logistics Environment (ALE)
and Condition-Based Maintenance (CBM+) capability, supporting
continuous integration and automation of operational, maintenance,
and logistical processes coupled with the technical data needed
to improve aircraft readiness and reduce sustainment costs for the
warfighter community.
Taking full advantage of the rich data set generated and collected
by the Osprey, combined with historical maintenance and technical
publication data the CAMEO suite provides maintainers, engineers,
and analysts with relevant and accurate information for ease of
maintenance to make the V-22 readily available for mission tasking.
CAMEO is fully operational on a variety of DOD networks including
USMC Navy/Marine Corps Intranet (NMCI), USN NMCI, USAF,
and IT-21.
77Automated Logistics Environment76 Automated Logistics Environment

Survivability is a function of three key
elements: susceptibility, vulnerability,
and crashworthiness. Susceptibility is
the probability of being hit; vulnerability
is the probability of surviving, if hit; and,
crashworthiness is the probability the
occupants will survive an emergency landing
or ground impact without serious injury.
In any combat operation against a determined foe when assault
support aircraft deliver supplies or troops to a contested area,
there is the chance that hostile fire will impact the aircraft.
Valuable lessons have been learned recently in the kinetic fight
of Operation Enduring Freedom. Through the course of their
operations, MV-22s have taken surface to air fires on multiple
occasions. No one can say with certainty how many “misses”
there have been, but we do know that aircraft have received hits
from various types of small arms fire on several occasions. Due
to the robust ballistic tolerance of this airframe and its redundant
systems, in all instances the affected aircraft have been able to
continue safe flight to a secure area. Moreover, in each instance
the aircraft were repaired at the organizational (squadron) level
and returned to the flight schedule in short order.
Appendix 1
Survivability
79Survivability78 Survivability
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
• 2–5 X Legacy Range
• Reduced Exposure Time
• Fly Around the Threat

The V-22 reduces its susceptibility through the use of speed,
range, altitude, situational awareness for the aircrew, the aircraft
survivability suite sensors and countermeasures, as well as infra-red
signature reduction.
Ballistic tolerance and system redundancy combine to reduce the
Osprey’s vulnerability. The V-22 capitalizes on the fatigue resistance
and damage tolerant properties of composites which allow the V-22
to continue flight after sustaining impacts from projectiles. Cockpit
seats are armored to withstand a 7.62mm small arms round. Fuel
tanks are self-sealing and contain inert nitrogen gas to reduce
the possibility of vapor ignition. The flight control system provides
redundant flight control computers and hydraulic systems powered
by redundant electrical subsystems. All major flight systems
are physically separated to prevent loss of system functionality
following loss of a single system. An emergency lubrication system
provides 30 minutes of flight following loss of the primary proprotor
transmission system.
V-22 crashworthiness is a function of design. Heavy components,
such as the engines and transmissions, are located away from
the cabin and cockpit area. The proprotors are designed to fray or
“broomstraw” rather than splinter on impact with the ground. The
energy-absorbing landing gear system is designed to attenuate
most of the energy for hard landings up to 24 fps. The wing is
constructed to fail outboard of the wing/fuselage attachment in a
manner that absorbs kinetic energy and ensures the cabin area will
not be crushed, thereby protecting the occupants. An anti-plow
bulkhead prevents the nose from digging in on impact, and the
fuselage provides a reinforced shell that is designed to maintain 85%
of its volume during a crash. Aircrew and embarked troops receive
additional protection from crashworthy seats that stroke vertically to
absorb energy.
The V-22 is the most survivable rotorcraft ever built.
8180 Survivability

Appendix 2
Shipboard Compatibility
The V-22 Osprey is designed to a broad set of drivers, including
the need to embark and operate from US Navy amphibious assault
ships. The automatic blade fold/wing stow (BFWS) is a key feature
of this shipboard compatibility. Full BFWS is accomplished in 90
seconds or less, and minimizes deck spotting, stowage, and hangar
deck space required. Partial stow configurations for maintenance
options are also accommodated. BFWS may be conducted with
winds up to 45 kts from any direction.
Except as limited by deck strength or hangar size capability of the
ship, the V-22 is designed to operate at the same level and class of
flight operations as the H-46.
84.5 ft
51.0 ft
57.3 ft
84.3 ft
84'4"
51'
57'4"
84'7"
Comparison of V-22 and H-46 Spread Footprint
83Shipboard Compatibility82 Shipboard Compatibility
Blade Fold/Wing Stow
The V-22 has been designed to permit timely spotting on shipboard
flight decks and inside hangars. The aircraft can be positioned using
standard spotting dollies connected to the nose landing gear for
hangar spotting, or tow tractor with 8 or 15 ft tow bars primarily on
the flight deck. Aircraft tiedown points are provided for securing the
aircraft in up to 100 kt heavy weather conditions.
V-22 Static Dimensions
Rotors and Wing Spread
Width 84’7” 25.8
Length 57’4” 7.4
Height 22’7” 6.9
Blades Folded, Wing Stow
Width 18’5” 5.6
Length 63’ 19.20
Height 18’3” 5.5
Feet Meters

V-22 deliveries are occurring on time and are supporting this
transition. The East coast transition is complete with six fully
operational VMMs. The transition is underway on the West
coast with three fully operational squadrons and two more
in transition. Additionally, one VMM has stood up and is fully
operationally capable in Okinawa, Japan.
In 2013 Marine Helicopter Squadron One (HMX-1) will take
delivery of the first of twelve V-22s. These Ospreys will replace
the CH-46E and will be used in the “greenside” support role.
Transition Task Forces, chaired by HQMC Deputy
Commandant for Aviation, oversees all USMC Type/Model/
Series transitions plans.
The medium lift assault support fleet is transitioning from the
CH-46E to the V-22. Beginning in 2003, this transition has been
tracking to schedule and at the rate of two squadrons per year
will be completed in 2017.
Squadron transitions from CH-46E to V-22 take approximately
18 months from the time the HMM squadron stands down
to the time the newly formed VMM is ready to enter pre-
deployment training.
Appendix 3
USMC Medium Lift Transition
85USMC Medium Lift Transition84 USMC Medium Lift Transition

and Short Takeoff and Landing tactical transport. All, including the
XV-3, had limited payload and performance and were not considered
suitable for operational service.
With the technical feasibility of tiltrotors established by the XV-3,
the U.S. Army and NASA proposed developing a new turbine
powered tiltrotor aircraft, the XV-15. In July 1972, Bell Helicopter
was awarded a NASA contract to build and test two XV-15s.
Each weighed 13,000 pounds and was powered by two 1,550
shaft horsepower Lycoming T53 turboshaft engines. The aircraft
flew in helicopter mode in May 1978 and April 1979, respectively.
On July 24, 1979, an XV-15 flew in airplane mode, achieving
an altitude of 4,000 feet and airspeed of 160 knots. Later, the
envelope was expanded to 21,000 feet altitude with cruise
speeds reaching 300 knots. In 1981, an XV-15 dazzled a Paris
Air Show audience that included Secretary of the Navy John
Lehman, with a demonstration of takeoffs and landings, low-
speed maneuvers, 360-degree turns and high-speed flyovers.
The XV-15’s Paris Airshow debut was the catalyst for the next
generation of tiltrotors.
Tiltrotor technology exploratory development began in 1950. It
transitioned to military development in the mid-1980s, and has
matured today into the V-22 Osprey tiltrotor aircraft.
Tiltrotor technology development has been as evolutionary as it
has been revolutionary. Although various convertiplane concepts
were explored during the late 1940s and early 1950s, the Bell
XV-3 was the first tiltrotor that successfully converted from vertical
to horizontal flight. The XV-3 (1958) 4,800-pound prototype used
transmissions, driveshafts, gearboxes and electric motors inside
the fuselage to tilt its wingtip mounted rotor systems. The XV-3 was
powered by a 450 hp Pratt & Whitney R-985 radial, reciprocating
engine, which was also located in the fuselage. The XV-3 made 250
test flights, including 110 full conversions from helicopter mode to
airplane mode and back. The XV-3 demonstrated the feasibility of
tiltrotor technology.
The XV-3 was flown well into the 1960s, to further the understanding
of tiltrotor technology. Other turbine powered experimental
convertiplanes followed in the 1960s, including the Hiller X-18, the
Curtiss Wright X-19 and the Bell X-22A, a four engine ducted fan
built under a U.S. Navy contract to study the possibility of a Vertical
Appendix 4
History and Development
87History & Development86 History & Development

V-22 Development
A two-and-a-half year preliminary design effort for JVX began in April
1983 to reduce program risk for full scale development. More than
8,600 hours of wind tunnel modeling were completed. A full scale
composite fuselage section and a wing were built and static tested,
and a large scale rotor performance test was conducted to verify
performance estimates. In 1984, the government designated the JVX
as the V-22, and shortly thereafter, Secretary of the Navy John Lehman
named it the Osprey.
JVX
In December 1981, the Department of Defense formally began
the Joint Services Advanced Vertical Lift Aircraft (JVX) Program to
meet the needs of all four military services for a vertical takeoff and
landing (VTOL), medium-lift, tactical transport aircraft. The need to
replace the Services medium lift helicopters was well documented.
U. S. Marine Corps CH-46E and CH-53D medium lift helicopters
began military service in the early 1960s and were experiencing
technical obsolescence, escalating maintenance costs, reduced
reliability, availability and maintainability (RAM) and significant
performance degradation. Current and projected CH-46E and
CH-53D deficiencies included:
• Inadequate payload, range and airspeed
• Lack of ability to communicate, navigate and operate in adverse
weather conditions, day or night
• No self-deployment or aerial refueling capability
• Insufficient threat detection and self-protection capabilities
• Unacceptably high maintenance and inspection rates
• Limited communication capability for embarked troop commanders
SOCOM uses a variety of fixed and rotary wing aircraft to perform
special operations missions, the oldest of which were the MH-
53J/M Pave Low II medium lift helicopters, with an average age of
30 years. The MH-53J/M lacked the self-deployment capability and
performance required to maximize the probability of success for
assigned clandestine missions. Current and projected SOCOM aircraft
deficiencies include:
• Inadequate combat radius to execute multiple, concurrent major
theater war and national missions without incurring additional
support requirements, i.e., numerous in-flight refueling sorties and an
increased operational signature
• Inadequate growth potential for emerging, self-protection avionics
systems due to aircraft space and weight considerations

V-22 Full Scale Development
Bell Boeing began Full Scale Development (FSD) in June 1985. The first
FSD aircraft was rolled out on May 23, 1988, and flew on March 19,
1989. One month later in April 1989, the Administration decided that
the V-22 was too expensive and requested no more funding for V-22
development or production, in effect cancelling the program. Congress,
however, continued to fund the development program, while calling
for an independent cost and operational effectiveness analysis (COEA)
to evaluate the V-22 against conventional helicopters. The Institute
for Defense Analysis (IDA) conducted this exhaustive assessment
and concluded, as had several previous studies, that the V-22 was
more cost and operationally effective than any alternative helicopters.
Based on this study, Congress continued funding V-22 development.
During FSD, Bell Boeing built six developmental V-22s, a ground test
article and a full scale static test article. Five V-22s flew, accumulating
764 flight hours in 645 flights. The Osprey came full circle in October
1992, when Vice President Dan Quayle announced an Engineering and
Manufacturing Development (EMD) contract award for four production
representative V-22 aircraft.
Engineering and Manufacturing Development
The $2.3B Engineering and Manufacturing Development (EMD)
program contract award called for Bell Boeing to modify two of the
previous full scale development aircraft and to design, test, qualify
and build four new production representative aircraft for Operational
Evaluation testing. The EMD design effort incorporated fixes and
lessons learned from the FSD contract phase to reduce weight
and incorporate recurring unit cost reduction and producibility
improvements. Tooling was designed and built to produce initial
production lots. The first flight of EMD aircraft #7 occurred in
December 1996. The EMD program was completed in 1999. During
the EMD Flight Test Program, the V-22 achieved 275 knots in level
flight, attained 25,000 feet altitude, flew at 60,500 pounds maximum
gross weight and achieved 3.9 g’s at 39,500 pounds.

The Panel’s April 2001 report found no evidence of an inherent
safety flaw in the V-22 tiltrotor concept, and recommended the
program be continued.
The V-22 return to flight phase commenced in 2002. Proceeding
under an incremental time-phased block procurement strategy, Block
A aircraft began to be delivered to the fleet in 2003. Incorporating
upgraded flight control software, improved hydraulics and wiring in the
nacelles, and other reliability and maintainability enhancements, these
aircraft now constitute the training squadron inventory.
IOC and Initial deployments
The Corps established VMX-22 in August 2003 as its tiltrotor
operational test squadron. Operational Evaluation was completed by
VMX-22 in June 2005 and found the MV-22 operationally effective
and suitable.
In Sep 2005, an Acquisition Defense Memorandum (ADM) approved
Full Rate Production for the MV-22 and CV-22.
VMM-263, the first fleet tiltrotor squadron, stood up in March 2006,
beginning the medium lift fleet transition from CH-46E to MV-22.
Initial Operational Capability (IOC) was reached in June 2007, and
the first combat deployment of the MV-22 took place soon after in
October 2007.
The MV-22 was continuously combat deployed to Operation Iraqi
Freedom for 18 months from 2007 to 2009. In May 2009, the first MV-
22 ship based MEU deployment began. Later that year in November,
the MV-22 deployed to Operation Enduring Freedom.
93Low-rate Initial Production92 Low-rate Initial Production
In April 1997, the Under Secretary of Defense of Acquisition,
Technology and Logistics approved V-22’s entry into low rate initial
production and delegated future production decisions to the Navy.
Also in 1997 the Quadrennial Defense Review (QDR) restructured the
V-22 program from a buy of 425 MV-22s for the Marine Corps, to 360.
Because of the decrease in total numbers and the continued aging of
the CH-46E/CH-53D fleets, the QDR also recommended accelerating
production to a maximum rate of 30, vice 24 per year, to complete
fielding in 2012, vice 2021.
Following two mishaps in 2000, at the suggestion of the Marine Corps
Commandant, then Secretary of Defense Cohen established a panel
to conduct an independent, high-level review of the V-22 program.
The Panel was to assess the safety of the aircraft and recommend any
proposed changes or corrective actions and report the results. Any
milestone production decisions would be delayed until completion of
the Review Panel’s work.
Low-rate Initial Production

The V-22 represents a revolutionary change in design and versatility. It
brings capabilities not found in helicopters – a leap forward in speed,
range and altitude performance.
The V-22 has been one of the most thoroughly studied aircraft in
history. In fact, from 1984 to 2007, over 20 such studies comparing the
V-22 to all currently available and proposed rotorcraft were conducted.
Every study showed the V-22 to be the most cost
effective solution.
• The V-22 has superior speed, range and survivability:
- Increases the tactical options available to the operational
commander
- Dramatically reduces the risk of friendly force casualties in post-
assault ground operations
• When equal lift capability aircraft fleets are considered:
- Significantly fewer V-22s were required to accomplish the specified
missions
- Likewise, proportionately fewer support assets and personnel
were required
• When equal cost aircraft fleets are considered:
- The V-22 fleet is more effective than any of the helicopter
alternatives
- Lower through-life costs for the tiltrotor
• For the same payload, range and cruise speed as the V-22, a
compound or coaxial helicopter would require 20% more fuel and
have a higher empty weight. Subsequently, the unit and operational
cost of a comparable compound or coaxial helicopter would be far
greater than the V-22.
- In addition, it would be difficult to self deploy the desired 2,100 nm
given the lower cruise efficiency associated with a compound or
coaxial helicopter.
- Furthermore, a compound or coaxial helicopter experiences
significant vibrations in high speed flight, while the V-22 enjoys
lower vibrations like other fixed wing turboprop aircraft.
Appendix 5
Studies and Analyses
95Studies & Analyses94 Studies & Analyses

Appendix 6
Current & Future Capabilities
96 Current & Future Capabilities

235061
www.navair.navy.mil/v22
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V22 guidebook 2013

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V22 guidebook 2013