Bell Boeing V-22 Osprey

The Bell Boeing V-22 Osprey is an American multi-use, tiltrotor military transport and cargo aircraft with both vertical takeoff and landing (VTOL) and short takeoff and landing (STOL) capabilities. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft. The V-22 is operated by the United States and Japan, and is not only a new aircraft design, but a new type of aircraft that entered service in the 2000s, a tiltrotor compared to fixed wing and helicopter designs. The V-22 first flew in 1989 and after a long development was fielded in 2007. The design combines the vertical takeoff ability of a helicopter with the speed and range of a fixed-wing airplane.

The failure of Operation Eagle Claw in 1980 during the Iran hostage crisis underscored that there were military roles for which neither conventional helicopters nor fixed-wing transport aircraft were well-suited. The United States Department of Defense (DoD) initiated a program to develop an innovative transport aircraft with long-range, high-speed, and vertical-takeoff capabilities, and the Joint-service Vertical take-off/landing Experimental (JVX) program officially began in 1981. A partnership between Bell Helicopter and Boeing Helicopters was awarded a development contract in 1983 for the V-22 tiltrotor aircraft. The Bell-Boeing team jointly produces the aircraft.<ref name=Boeing_V22overview/> The V-22 first flew in 1989 and began flight testing and design alterations; the complexity and difficulties of being the first tiltrotor for military service led to many years of development.

The United States Marine Corps (USMC) began crew training for the MV-22B Osprey in 2000 and fielded it in 2007; it supplemented and then replaced their Boeing Vertol CH-46 Sea Knights. The U.S. Air Force (USAF) fielded its version of the tiltrotor, the CV-22B, in 2009. Since entering service with the Marine Corps and Air Force, the Osprey has been deployed in transportation and medevac operations over Iraq, Afghanistan, Libya, and Kuwait. The U.S. Navy began using the CMV-22B for carrier onboard delivery duties in 2021.

Development

File:XV-15 takeoff.jpg

XV-15 experimental tiltrotor, 1980

Origins

The failure of Operation Eagle Claw, the Iran hostage rescue mission, in 1980 demonstrated to the U.S. military a need<ref name=AF_mag_Finally>Kreisher, Otto. Template:Usurped. Air Force Magazine, February 2009.</ref><ref>Whittle 2010, p. 62.</ref> for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."<ref name=fotv22o>Mackenzie, Richard (writer). "Flight of the V-22 Osprey" (Television production). Template:Webarchive Mackenzie Productions for Military Channel, 7 April 2008. Retrieved 29 March 2009.</ref> Additionally, a concentrated force is vulnerable to a single nuclear weapon. Airborne solutions with high speed and range allow for their rapid dispersal to reduce this vulnerability.<ref>Whittle 2010, p. 55.</ref> The U.S. Department of Defense began the JVX aircraft program in 1981, under U.S. Army leadership.<ref name=Norton_p35/>

File:V-22 concept.jpg

Early concept illustrations

The established tactical purpose of the USMC is to perform an amphibious landing, which the JVX program promised to facilitate. The USMC's primary helicopter model, the CH-46 Sea Knight, was aging, and no replacement had been accepted.<ref>Whittle 2010, p. 91.</ref> Because the USMC's amphibious capability would be significantly reduced without the CH-46, USMC leadership believed a proposal to merge the Marine Corps with the Army was a credible threat.<ref>Whittle 2010, p. 87: "As Kelly saw it, the future of the Marine Corps was riding on it."</ref><ref>Whittle 2010, p. 155.</ref> This potential merger was akin to a proposal by President Truman following World War II.<ref>Whittle 2010, pp. 53, 55–56.</ref> The Office of the Secretary of Defense and Navy administration opposed the tiltrotor project, but pressure from Congress had a significant effect on the program's development.<ref>Scroggs, Stephen K. "Army Relations with Congress: Thick Armor, Dull Sword, Slow Horse" p. 232. Greenwood Press, 2000. Template:ISBN.</ref>

The Navy and USMC were given the lead in 1983.<ref name=Norton_p35>Norton 2004, p. 35.</ref><ref name="Long_Road">Moyers, Al (Director of History and Research). "The Long Road: AFOTEC's Two-Plus Decades of V-22 Involvement". [1] Headquarters Air Force Operational Test and Evaluation Center, United States Air Force, 1 August 2007.</ref><ref>"Chapter 9: Research, Development, and Acquisition". Department of the Army Historical Summary: FY 1982. Center of Military History (CMH), United States Army, 1988. {{#if:0092-7880|Template:Catalog lookup link{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-smallTemplate:Main other}}}}}}}}}}}}}}}}}}}}}}|Template:Error-small}}.</ref> The JVX combined requirements from the USMC, USAF, Army and Navy.<ref name=Norton_p22-30>Norton 2004, pp. 22–30.</ref><ref>"AIAA-83-2726, Bell-Boeing JVX Tilt Rotor Program". Template:Webarchive American Institute of Aeronautics and Astronautics (AIAA), 16–18 November 1983.</ref> A request for preliminary design proposals was issued in December 1982. Interest was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. Contractors were encouraged to form teams. Bell partnered with Boeing Vertol to submit a proposal for an enlarged version of the Bell XV-15 prototype on 17 February 1983. Since this was the only proposal the JVX program received, a preliminary design contract was awarded on 26 April 1983.<ref name=Norton_p31-3>Norton 2004, pp. 31–33.</ref><ref>Kishiyama, David. "Hybrid Craft Being Developed for Military and Civilian Use". Los Angeles Times, 31 August 1984.</ref>

The JVX aircraft was designated V-22 Osprey on 15 January 1985; by that March, the first six prototypes were being produced, and Boeing Vertol was expanded to handle the workload.<ref>Adams, Lorraine. "Sales Talk Whirs about Bell Helicopter". Template:Webarchive Dallas Morning News,10 March 1985.</ref><ref>"Boeing Vertol launches Three-Year, $50 Million Expansion Program". Template:Webarchive The Philadelphia Inquirer, 4 March 1985.</ref> Production work is split between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrating the Rolls-Royce engines and performing final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.<ref name=Boeing_V22overview>"V-22 Osprey Backgrounder". Template:Webarchive Boeing Defense, Space & Security, February 2010.</ref><ref name=Bell_V-22>"Military Aircraft: The Bell-Boeing V-22". Template:Webarchive Bell Helicopter, 2007. Retrieved 30 December 2010.</ref> The USMC variant received the MV-22 designation, and the USAF variant received CV-22; this was reversed from normal procedure to prevent USMC Ospreys from having a conflicting CV designation with aircraft carriers.<ref name=Norton_p30>Norton 2004, p. 30.</ref> Full-scale development began in 1986.<ref name=V-22_CRS_RL31384>RL31384, "V-22 Osprey Tilt-Rotor Aircraft: Background and Issues for Congress". Template:Webarchive Congressional Research Service, 22 December 2009.</ref> On 3 May 1986, Bell Boeing was awarded a US$1.714 billion contract for the V-22 by the U.S. Navy. At this point, all four U.S. military services had acquisition plans for the V-22.<ref>Goodrich, Joseph L. "Bell-Boeing team lands contract to develop new tilt-rotor aircraft, 600 jobs expected from $1.714-billion project for Navy". Providence Journal, 3 May 1986.</ref>

The first V-22 was publicly rolled out in May 1988.<ref>Belden, Tom. "Vertical-takeoff plane may be the 21st century's intercity bus". Toronto Star, 23 May 1988.</ref><ref>"Tilt-rotor craft flies like copter, plane" Template:Webarchive Sports Ghoda, 28 August 2023.</ref> That year, the U.S. Army left the program, citing a need to focus its budget on more immediate aviation programs.<ref name=Norton_p35/> In 1989, the V-22 survived two separate Senate votes that could have resulted in cancellation.<ref>"2 Senators key to fate of Boeing's V-22 Osprey". Template:Webarchive The Philadelphia Inquirer, 6 July 1989.</ref><ref>Mitchell, Jim. "Gramm defends Osprey's budget cost: Senator makes pitch for V-22 as president stumps for B-2 bomber". Template:Webarchive Dallas Morning News, 22 July 1989.</ref> Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the V-22.<ref>"Pentagon halts spending on V-22 Osprey". Chicago Tribune, 3 December 1989.</ref> As development cost projections greatly increased in 1988, Defense Secretary Dick Cheney tried to defund it from 1989 to 1992, but was overruled by Congress,<ref name=Long_Road/><ref name=Wired_200507/> which provided unrequested program funding.<ref name=Norton_p49>Norton 2004, p. 49.</ref> Multiple studies of alternatives found the V-22 provided more capability and effectiveness with similar operating costs.<ref name=Norton_p52>Norton 2004, p. 52.</ref> The Clinton Administration was supportive of the V-22, helping it attain funding.<ref name=Long_Road/>

Although the Army departed the program, it eventually developed and chose a tiltrotor to replace the UH-60 Blackhawk in the 21st century, and as of the mid-2020s the Army is planning to field the V-280 Valor tiltrotor.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Flight testing and design changes

File:V-22 Osprey tiltrotor aircraft.jpg

A V-22 during tests in 2003

The first of six prototypes first flew on 19 March 1989 in the helicopter mode<ref>"Revolutionary plane passes first test" Template:Webarchive. Toledo Blade, 20 March 1989.</ref> and on 14 September 1989 in fixed-wing mode.<ref>Mitchell, Jim. "V-22 makes first flight in full airplane mode". Template:Webarchive Dallas Morning News, 15 September 1989.</ref> The third and fourth prototypes successfully completed the first sea trials on Template:USS in December 1990.<ref>Jones, Kathryn. "V-22 tilt-rotor passes tests at sea". Dallas Morning News, 14 December 1990.</ref> The fourth and fifth prototypes crashed in 1991–92.<ref>"Navy halts test flights of V-22 as crash investigated". Template:Webarchive Fort Worth Star-Telegram, 13 June 1991.</ref> From October 1992 to April 1993, the V-22 was redesigned to reduce empty weight, simplify manufacture, and reduce build costs; it was designated V-22B.<ref name=Norton_p52-4/> Flights resumed in June 1993 after safety changes were made to the prototypes.<ref name=Norton_p55>Norton 2004, p. 55.</ref> Bell Boeing received a contract for the engineering manufacturing development (EMD) phase in June 1994.<ref name=Norton_p52-4>Norton 2004, pp. 52–54.</ref> The prototypes were also modified to resemble the V-22B standard. At this stage, testing focused on flight envelope expansion, measuring flight loads, and supporting the EMD redesign. Flight testing with the early V-22s continued into 1997.<ref name=Norton_p55-7>Norton 2004, pp. 55–57.</ref>

File:Aircraft.osprey.678pix.jpg

U.S. Marines jump from an Osprey.

Flight testing of four full-scale development V-22s began at the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. Testing soon fell behind schedule.<ref>Schinasi 2008, p. 23.</ref> The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. The second sea trials were completed onboard Template:USS in January 1999.<ref name=V-22_CRS_RL31384/> During external load testing in April 1999, a V-22 transported the lightweight M777 howitzer.<ref>"M777: He Ain't Heavy, He's my Howitzer". Template:WebarchiveDefense Industry Daily, 18 July 2012.</ref><ref>"Lots Riding on V-22 Osprey" Template:WebarchiveDefense Industry Daily, 12 March 2007.</ref>

In 2000, there were two fatal crashes, killing a total of 23 marines, and the V-22 was again grounded while the crashes' causes were investigated and various parts were redesigned.<ref name=Wired_200507>Berler, Ron. "Saving the Pentagon's Killer Chopper-Plane". Template:Webarchive Wired (CondéNet, Inc), Volume 13, Issue 7, July 2005.</ref> In June 2005, the V-22 completed its final operational evaluation, including long-range deployments, high altitude, desert and shipboard operations; problems previously identified had reportedly been resolved.<ref name=InsideNavy_Castelli_20050912>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

U.S. Naval Air Systems Command (NAVAIR) worked on software upgrades to increase the maximum speed from Template:Convert, increase helicopter mode altitude limit from Template:Convert or Template:Convert, and increase lift performance.<ref>Chavanne, Bettina H. "V-22 To Get Performance Upgrades".Template:Dead linkAviation Week, 25 June 2009.</ref> By 2012, changes had been made to the hardware, software, and procedures in response to hydraulic fires in the nacelles, vortex ring state control issues, and opposed landings;<ref>Pappalardo, Joe. "The Osprey's Real Problem Isn't SafetyTemplate:SndIt's Money". Template:WebarchivePopular Mechanics, 14 June 2012.</ref><ref>"Software Change Gives V-22 Pilots More Lift Options". Template:Webarchivethebaynet.com. Retrieved 24 April 2012.</ref> reliability has improved accordingly.<ref>Capaccio, Tony. "V-22 Osprey Aircraft's Reliability Improves in Pentagon Testing". Bloomberg News, 13 January 2012.</ref>

An MV-22 landed and refueled on board Template:USS in an evaluation in October 2012.<ref name=USN_MV-22_Nimitz_tests>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2013, cargo handling trials occurred on Template:USS.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In October 2015, NAVAIR tested rolling landings and takeoffs on a carrier, preparing for carrier onboard delivery.<ref name=aw2015-11-12>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Discussions

File:CV-22 Osprey - RIAT 2017 (38727361971).jpg

CV-22 at RIAT 2017

Development was protracted and controversial, partly because of large cost increases,<ref name=texasobs>Bryce, Robert. "Review of political forces that helped shape V-22 program". Template:WebarchiveTexas Observer, 17 June 2004.</ref> some of which were caused by a requirement to fold wings and rotors to fit aboard ships.<ref name=nyp2015>Whittle, Richard. "Half-airplane, half-helicopter, totally badass" NY Post, 24 May 2015. Archived on 25 May 2015.</ref> The development budget was first set at US$2.5 billion in 1986, increasing to a projected US$30 billion in 1988.<ref name=Wired_200507/> By 2008, US$27 billion had been spent and another US$27.2 billion was required for planned production numbers.<ref name=V-22_CRS_RL31384/> Between 2008 and 2011, the V-22's estimated lifetime cost grew by 61%, mostly for maintenance and support.<ref>Capaccio, Tony. "Lifetime cost of V-22s rose 61% in three years". Template:Dead link Bloomberg News, 29 November 2011.</ref>

Its [The V-22's] production costs are considerably greater than for helicopters with equivalent capabilityTemplate:Sndspecifically, about twice as great as for the CH-53E, which has a greater payload and an ability to carry heavy equipment the V-22 cannot ... an Osprey unit would cost around $60 million to produce, and $35 million for the helicopter equivalent.<ref name="ohanlon 119">O'Hanlon 2002, p. 119.</ref>{{#if:Michael E. O'Hanlon, 2002|{{#if:|}}

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In 2001, Lieutenant Colonel Odin Leberman, commander of the V-22 squadron at Marine Corps Air Station New River, was relieved of duty after allegations that he instructed his unit to falsify maintenance records to make it appear more reliable.<ref name=V-22_CRS_RL31384/><ref>Ricks, Thomas E. "Marines Fire Commander Of Ospreys; Alleged Falsification Of Data Investigated". The Washington Post, 19 January 2001.</ref> Three officers were implicated for their roles in the falsification scandal.<ref name= texasobs/>

File:V-22 Osprey wing rotated.jpg

A V-22 in a compact storage configuration during the Navy's evaluation, 2002

In October 2007, a Time magazine article condemned the V-22 as unsafe, overpriced, and inadequate;<ref name=time/> the USMC responded that the article's data was partly obsolete, inaccurate, and held high expectations for any new field of aircraft.<ref name=MCT_Hoellwarth_20071016>Hoellwarth, John. "Leaders, experts slam Time article on Osprey". Template:Webarchive Marine Corps Times (Army Times Publishing Company), 16 October 2007.</ref> In 2011, the controversial defense industry-supported Lexington Institute<ref name="POL1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="WIR1">Template:Cite magazine</ref><ref name="HAR1">Template:Cite magazine</ref> reported that the average mishap rate per flight hour over the past 10 years was the lowest of any USMC rotorcraft, approximately half of the average fleet accident rate.<ref>"V-22 Is The Safest, Most Survivable Rotorcraft The Marines Have". Template:Webarchive Lexington Institute, February 2011.</ref> In 2011, Wired magazine reported that the safety record had excluded ground incidents;<ref>Axe, David. "Marines: Actually, Our Tiltrotor Is 'Effective And Reliable' (Never Mind Those Accidents)". Template:WebarchiveWired, 13 October 2011.</ref> the USMC responded that MV-22 reporting used the same standards as other Navy aircraft.<ref>"USMC Statement in Response to Article on the Safety Record of the Marine V-22 Osprey". Template:Webarchive USMC, 13 October 2011.</ref>

By 2012, the USMC reported fleetwide readiness rate had risen to 68%;<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> however, the DOD's Inspector General later found 167 of 200 reports had "improperly recorded" information.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Captain Richard Ulsh blamed errors on incompetence, saying that they were "not malicious" or deliberate.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The required mission capable rate was 82%, but the average was 53% from June 2007 to May 2010.<ref name=shal>Shalal-Esa, Andrea. "U.S. eyes V-22 aircraft sales to Israel, Canada, UAE". Template:WebarchiveReuters, 26 February 2012.</ref> In 2010, Naval Air Systems Command aimed for an 85% reliability rate by 2018.<ref>Reed, John. "Boeing to make new multiyear Osprey offer". Navy Times, 5 May 2010.</ref> From 2009 to 2014, readiness rates rose 25% to the "high 80s", while cost per flight hour had dropped 20% to $9,520 through a rigorous maintenance improvement program that focused on diagnosing problems before failures occur.<ref>Hoffman, Michael. "Osprey Readiness Rates Improved 25% over 5 years Template:Webarchive" DODbuzz, 9 April 2014.</ref> Template:As of, although the V-22 requires more maintenance and has lower availability (62%) than traditional helicopters, it also has a lower mishap rate. The average cost per flight hour is Template:Usd,<ref name="whittle2015-05">Whittle, Richard. "Osprey Shows Its Mettle Template:Webarchive" pp. 23–26. American Helicopter Society / Vertiflite May/June 2015, Vol. 61, No. 3.</ref> whereas the Sikorsky CH-53E Super Stallion cost about $20,000 (~$Template:Format price in Template:Inflation/year) per flight hour in 2007.<ref name=op>Whittle, Richard. USMC CH-53E Costs Rise With Op Tempo Template:WebarchiveRotor & Wing, Aviation Today, January 2007. Quote: For every hour the Corps flies a −53E, it spends 44 maintenance hours fixing it. Every hour a Super Stallion flies it costs about $20,000.</ref> V-22 ownership cost was $83,000 per hour in 2013.<ref name=mag2015>Magnuson, Stew. "Future of Tilt-Rotor Aircraft Uncertain Despite V-22's Successes" National Defense Industrial Association, July 2015. Archive</ref> In 2022, the Pentagon evaluated its cost per flight hour at $23,941.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:Bell-Boeing CVM-22B Osprey of VRM-50 lands on USS Nimitz (CVN-68) on 12 March 2022 (220312-N-DU622-1010).JPG

A CMV-22B lands on USS Nimitz in March 2022.

While technically capable of autorotation if both engines fail in helicopter mode, a safe landing is difficult.Template:R In 2005, a director of the Pentagon's testing office stated that in a loss of power while hovering below Template:Convert, emergency landings "are not likely to be survivable." V-22 pilot Captain Justin "Moon" McKinney stated that: "We can turn it into a plane and glide it down, just like a C-130."<ref name=time>Thompson, Mark. "V-22 Osprey: A Flying Shame". Template:Webarchive Time, 26 September 2007. Retrieved 8 August 2011.</ref> A complete loss of power requires both engines to fail, as one engine can power both proprotors via interconnected drive shafts.<ref name=Norton_p98-9/> Though vortex ring state (VRS) contributed to a deadly V-22 accident, flight testing found it to be less susceptible to VRS than conventional helicopters.<ref name=AF_mag_Finally/> A GAO report stated that the V-22 is "less forgiving than conventional helicopters" during VRS.<ref>Schinasi 2008, p. 16.</ref> Several test flights to explore VRS characteristics were canceled.<ref>Schinasi 2008, p. 11.</ref> The USMC trains pilots in the recognition of and recovery from VRS, and has instituted operational envelope limits and instrumentation to help avoid VRS conditions.<ref name=Wired_200507/><ref name=Proceedings_Sept2004>Gross, Kevin, Lt. Col. U.S. Marine Corps and Tom Macdonald, MV-22 test pilot and Ray Dagenhart, MV-22 lead government engineer. NI_Myth_0904,00.html "Dispelling the Myth of the MV-22" Template:Webarchive. Proceedings: The Naval Institute. September 2004.</ref>

Production

On 28 September 2005, the Pentagon formally approved full-rate production,<ref>Template:Usurped. Defense Tech, 28 September 2005.</ref> increasing from 11 V-22s per year to between 24 and 48 per year by 2012. Of the 458 total planned, 360 are for the USMC, 50 for the USAF, and 48 for the Navy at an average cost of $110 million per aircraft, including development costs.<ref name=V-22_CRS_RL31384/> The V-22 had an incremental flyaway cost of $67 million per aircraft in 2008,<ref name=usaf_fy2008_budget>"FY 2009 Budget Estimates". p. 133. United States Air Force, February 2008.</ref> The Navy had hoped to shave about $10 million off that cost via a five-year production contract in 2013.<ref name=DJ_Christie_20070531>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Each CV-22 cost $73 million (~$Template:Format price in Template:Inflation/year) in the FY 2014 budget.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

On 15 April 2010, the Naval Air Systems Command awarded Bell Boeing a $42.1 million (~$Template:Format price in Template:Inflation/year) contract to design an integrated processor in response to avionics obsolescence and add new network capabilities.<ref>Keller, John. "Bell-Boeing to design new integrated avionics processor for V-22 Osprey tiltrotor aircraft". Template:WebarchiveMilitaryearospace.com, 18 April 2010.</ref> By 2014, Raytheon began providing an avionics upgrade that includes situational awareness and blue force tracking.<ref>"Raytheon wins $250 million contract for V-22 aircraft avionics from US". Template:Webarchive defenseworld.net. Retrieved: 30 December 2010.</ref> In 2009, a contract for Block C upgrades was awarded to Bell Boeing.<ref>"DOD Contracts". [2] United States Department of Defense. 24 November 2009.</ref> In February 2012, the USMC received the first V-22C, featuring a new radar, additional mission management and electronic warfare equipment.<ref>McHale, John. "Block C V-22 Osprey with new radar, cockpit displays, and electronic warfare features delivered to Marines" Template:Webarchive. Military Embedded Systems, 15 February 2012.</ref> In 2015, options for upgrading all aircraft to the V-22C standard were examined.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:JGSDF V-22 Osprey landing on the JS Ise（DDH-182）-03.jpg

A Japanese V-22 lands on Template:JS

On 12 June 2013, the U.S. DoD awarded a $4.9 billion contract for 99 V-22s in production Lots 17 and 18, including 92 MV-22s for the USMC, for completion in September 2019.<ref name="contract">Bell-Boeing award V-22 multi-year contract Template:Webarchive – Flightglobal.com, 12 June 2013</ref> A provision gives NAVAIR the option to order 23 more Ospreys.<ref>US military orders additional V-22 Ospreys Template:Webarchive – Shephardmedia.com, 13 June 2013</ref> As of June 2013, the combined value of all contracts placed totaled $6.5 billion.<ref>Pentagon Signs Multiyear V-22 Deal Template:Webarchive – Aviationweek.com, 13 June 2013</ref> In 2013, Bell laid off production staff following the US's order being cut to about half of the planned number.<ref name=bell325>Berard, Yamil. "Bell to lay off 325 workers as V-22 orders decline". Fort Worth Star-Telegram, 5 May 2014. Retrieved 8 May 2014.</ref><ref>Template:Cite news</ref> Production rate went from 40 in 2012 to 22 planned for 2015.<ref name=ain2015-02-25>Template:Cite news</ref> Manufacturing robots have replaced older automated machines for increased accuracy and efficiency; large parts are held in place by suction cups and measured electronically.<ref>Laird, Robbin. "A Hybrid Manufacturer For A Hybrid Airplane" Manufacturing & Technology News, 27 August 2015 Volume 22, No. 10. Archive</ref><ref>Laird, Robbin. "A Perspective from Visiting the Boeing Plant Near Philadelphia" SLD, 28 May 2015. Archive</ref>

In March 2014, Air Force Special Operations Command issued a Combat Mission Need Statement for armor to protect V-22 passengers. NAVAIR worked with a Florida-based composite armor company and the Army Aviation Development Directorate to develop and deliver the advanced ballistic stopping system (ABSS) by October 2014. Costing $270,000, the ABSS consists of 66 plates fitting along interior bulkheads and deck, adding Template:Convert to the aircraft's weight, affecting payload and range. The ABSS can be installed or removed when needed in hours and partially assembled in pieces for partial protection of specific areas. As of May 2015, 16 kits had been delivered to the USAF.<ref name="airforcetimes17sep14">Air Force special ops looks to add armor, firepower to Ospreys – Air Force Times, 17 September 2014</ref><ref name=whittle2015-05-15>Whittle, Richard. "AFSOC Ospreys Armor Up After Painful Lessons Learned In South Sudan" Breaking Defense, 15 May 2015. Archive</ref>

In 2015, Bell Boeing set up the V-22 Readiness Operations Center at Ridley Park, Pennsylvania, to gather information from each aircraft to improve fleet performance in a similar manner as the F-35's Autonomic Logistics Information System.<ref>Template:Cite news</ref>

Two programs, the V-22 Cockpit Technology Replacement (VeCToR) and Renewed V-22 Aircraft Modernization Program (ReVAMP), are being studied to upgrade the aircraft and extend its life. VeCToR would upgrade the cockpit with more modern electronics in the 2030s and 40s, and ReVAMP would be a fuselage life extension program to extend the V-22's service beyond the 2060s.<ref name=":4">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Design

File:CV-22 Osprey - RIAT 2015 (19988442549).jpg

CV-22B Osprey

Overview

The Osprey is the world's first production tiltrotor aircraft,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> with one three-bladed proprotor, turboshaft engine, and transmission nacelle mounted on each wingtip.<ref name=Tilters>Croft, John. "Tilters". Template:Webarchive Alternate link Template:WebarchiveAir & Space/Smithsonian, 1 September 2007. Retrieved 6 May 2015.</ref> It is classified as a powered lift aircraft by the Federal Aviation Administration.<ref>Osprey Pilots Receive First FAA Powered Lift Ratings (1999 Archive from Boeing)</ref> For takeoff and landing, it typically operates as a helicopter with the nacelles vertical and rotors horizontal. Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed aircraft, like a turboprop aircraft.<ref>Template:Cite journal</ref> STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°.<ref name=Bell_pocket_guide>"V-22 Osprey Guidebook, 2013/2014". Template:Webarchive Bell-Boeing, 2013. Retrieved 6 February 2014. Archived in 2014.</ref><ref>Chavanne, Bettina H. "USMC V-22 Osprey Finds Groove In Afghanistan". Template:Dead link Aviation Week, 12 January 2010. Retrieved 23 June 2010.</ref> Other orientations are possible.Template:R Pilots describe the V-22 in airplane mode as comparable to the C-130 in feel and speed.Template:R It has a ferry range of over 2,100 nmi. Its operational range is 1,100 nmi.<ref>"V-22 Osprey range and ceiling" Template:Webarchive. AirForceWorld.com, 6 October 2015.</ref>

Composite materials make up 43% of the airframe, and the proprotor blades also use composites.<ref name=Bell_pocket_guide/> For storage, the V-22's rotors fold in 90 seconds and its wing rotates to align, front-to-back, with the fuselage.<ref name=USAF_Study_CV-22>Currie, Major Tom P. Jr., USAF. "A Research Report Submitted to the Faculty, In Partial Fulfillment of the Graduation Requirements: The CV-22 'Osprey' and the Impact on Air Force Combat Search and Rescue". Template:Webarchive Air Command and Staff College, April 1999.</ref> Because of the requirement for folding rotors, their Template:Convert diameter is Template:Convert less than would be optimal for an aircraft of this size to conduct vertical takeoff, resulting in high disk loading.<ref name="foldisk">Whittle, Richard. "Flying The Osprey Is Not Dangerous, Just Different: Veteran Pilots Template:Webarchive" defense.aol.com, 5 September 2012. Retrieved 16 September 2012. Archived on 3 October 2013.</ref> Most missions use fixed wing flight 75% or more of the time, reducing wear and tear and operational costs. This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications for improved command and control.<ref name=V-22_CRS_RL31384/>

Exhaust heat from the V-22's engines can potentially damage ships' flight decks and coatings. NAVAIR devised a temporary fix of portable heat shields placed under the engines and determined that a long-term solution would require redesigning decks with heat resistant coating, passive thermal barriers, and ship structure changes. Similar changes are required for F-35B operations.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2009, DARPA requested solutions for installing robust flight deck cooling.<ref name=darpaheat>Lazarus, Aaron. DARPA-BAA 10-10, Thermal Management System (TMS) Template:Webarchive DARPA, 16 November 2009. Retrieved 18 March 2012. Quote: "MV-22 Osprey has resulted in ship flight deck buckling that has been attributed to the excessive heat impact from engine exhaust plumes. Navy studies have indicated that repeated deck buckling will likely cause deck failure before planned ship life."</ref> A heat-resistant anti-skid metal spray named Thermion has been tested on USS Wasp.<ref name=aw2013-09-05>Template:Cite news</ref>

Propulsion

File:V-22-166480-FAR01.jpg

Closeup of rotor and engine of a MV-22B

The V-22's two Rolls-Royce AE 1107C engines are connected by drive shafts to a common central gearbox so that one engine can power both proprotors if an engine failure occurs.<ref name=Norton_p98-9>Norton 2004, pp. 98–99.</ref> Either engine can power both proprotors through the wing driveshaft.<ref name=v22fly/> However, the V-22 is generally not capable of hovering on one engine.<ref>Whittle, Richard. "Fatal Crash Prompts Marines To Change Osprey Flight Rules Template:Webarchive". Breaking Defense, 16 July 2015.</ref> If a proprotor gearbox fails, that proprotor cannot be feathered, and both engines must be stopped before an emergency landing. The autorotation characteristics are poor because of the rotors' low inertia.<ref name=v22fly/> The AE 1107C engine has a two-shaft axial design with a 14-stage compressor, an effusion-cooled annular combustor, a two-stage gas generator turbine, and two-stage power turbine.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:V22-Osprey.jpg

V-22 with rotors tilted, condensation trailing from propeller tips

In September 2013, Rolls-Royce announced that it had increased the AE-1107C engine's power by 17% via the adoption of a new Block 3 turbine, increased fuel valve flow capacity, and software updates; it should also improve reliability in high-altitude, high-heat conditions and boost maximum payload limitations from Template:Convert. A Block 4 upgrade is reportedly being examined, which may increase power by up to 26%, producing close to Template:Convert, and improve fuel consumption.<ref>"Rolls-Royce Boosts Power for V-22 Engines". Defense News, 16 September 2013.</ref>

In August 2014, the U.S. military issued a request for information for a potential drop-in replacement for the AE-1107C engines. Submissions must have a power rating of no less than Template:Convert at 15,000 rpm, operate at up to Template:Convert at up to Template:Convert, and fit into the existing wing nacelles with minimal structural or external modifications.<ref>US military seeking replacement V-22 engines Template:Webarchive – Flightglobal.com, 29 August 2014</ref> In September 2014, the U.S. Navy, who already purchase engines separately to airframes, was reportedly considering an alternative engine supplier to reduce costs.<ref>Wall, Robert, "US mulls engine options for its Osprey aircraft", The Wall Street Journal, 2 September 2014, p.B3</ref> The General Electric GE38 is one option, giving commonality with the Sikorsky CH-53K King Stallion.<ref>"US Navy developing early plans for V-22 mid-life upgrade" Template:Webarchive – Flightglobal.com, 15 April 2015.</ref>

The V-22 has a maximum rotor downwash speed of over Template:Convert, more than the Template:Convert lower limit of a hurricane.<ref name=randwash>John Gordon IV et al. Assessment of Navy Heavy-Lift Aircraft Options p39. RAND Corporation, 2005. Retrieved 18 March 2012. Template:ISBN. Archived in 2011.</ref><ref name=NOAA>"Hurricanes... Unleashing Nature's Fury: A Preparedness Guide". National Oceanic and Atmospheric Administration, National Weather Service, September 2006.</ref> The rotorwash usually prevents the starboard door's usage in hover; the rear ramp is used for rappelling and hoisting instead.<ref name="v22fly">McKinney, Mike. "Flying the V-22" Vertical, 28 March 2012. Archived on 30 April 2014.</ref><ref name=fastrope>Waters, USMC Cpl. Lana D. V-22 Osprey Fast rope 1 USMC, 6 November 2004. Archived on 21 March 2005.</ref> The V-22 loses 10% of its vertical lift over a tiltwing design when operating in helicopter mode because of the wings' airflow resistance, while the tiltrotor design has better short takeoff and landing performance.<ref>Trimble, Stephen. "Boeing looks ahead to a 'V-23' Osprey". Template:Webarchive Flight Global, 22 June 2009. Archived on 12 January 2015.</ref> V-22s must keep at least Template:Convert of vertical separation between each other to avoid each other's rotor wake, which causes turbulence and potentially control loss.<ref name=whittle2015-05-15/> The extreme rotor downwash of the V-22 has caused incidents when rappelling or fast roping from the aircraft, including a soldier being blown 3 meters away from his intended dismount point by the force of the downwash.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The downwash is strong enough to destroy unstrengthened helipads and can create flying debris in the landing zone that can injure bystanders or potentially damage the aircraft; an incident involving a Marine Corps Osprey in 2010 resulted in 10 bystanders suffering downwash-related injuries.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>"Marine aircraft blows tree branches, injures 10 on ground during NYC landing for Fleet Week" May 31, 2010 Fox News https://www.foxnews.com/us/marine-aircraft-blows-tree-branches-injures-10-on-ground-during-nyc-landing-for-fleet-week</ref>

Avionics

File:Cockpit of V-22 Osprey.jpg

An MV-22 cockpit on display at 2012 Wings over Gillespie

The V-22 is equipped with a glass cockpit, which incorporates four multi-function displays (MFDs, compatible with night-vision goggles)<ref name=v22fly/> and one shared central display unit, to display various images including: digimaps, imagery from the Turreted forward-looking infrared system<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the cockpit management system allows for fully coupled (autopilot) functions that take the aircraft from forward flight into a Template:Convert hover with no pilot interaction other than programming the system.<ref name=AIAA>Ringenbach, Daniel P. and Scott Brick. "Hardware-in-the-loop testing for development and integration of the V-22 autopilot system, pp. 28–36". Template:Webarchive Technical Papers (A95-39235 10–01): AIAA Flight Simulation Technologies Conference Technical Papers, Baltimore, MD, 3 August 2008.</ref> The fuselage is not pressurized, and personnel must wear on-board oxygen masks above 10,000 feet.<ref name=v22fly/>

File:USAF Boeing V-22 cockpit.jpg

V-22 cockpit, 2021

The V-22 has triple-redundant fly-by-wire flight control systems; these have computerized damage control to automatically isolate damaged areas.<ref>Landis, Kenneth H., et al. "Advanced flight control technology achievements at Boeing Helicopters" Template:Webarchive. International Journal of Control, Volume 59, Issue 1, 1994, pp. 263–290.</ref><ref>"An Afghan Report: The Osprey Returns from Afghanistan, 2012". SLD, 13 September 2012. Archived on 11 January 2015.</ref> With the nacelles pointing straight up in conversion mode at 90° the flight computers command it to fly like a helicopter, cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly similar to an airplane. This is a gradual transition, occurring over the nacelles' rotation range; the lower the nacelles, the greater effect of the airplane-mode control surfaces.<ref name=Norton_p6-96>Norton 2004, pp. 6–9, 95–96.</ref> The nacelles can rotate past vertical to 97.5° for rearward flight.<ref name=Markman_Holder_p58>Markman and Holder 2000, p. 58.</ref><ref name=Norton_p97>Norton 2004, p. 97.</ref> The V-22 can use the "80 Jump" orientation with the nacelles at 80° for takeoff to quickly achieve high altitude and speed.Template:R The controls automate to the extent that it can hover in low wind without hands on the controls.Template:RTemplate:R

New USMC V-22 pilots learn to fly helicopter and multiengine fixed-wing aircraft before the tiltrotor.<ref name="freedberg20210430">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Some V-22 pilots believe that former fixed-wing pilots may be preferable over helicopter users, as they are not trained to constantly adjust the controls in hover. Others say that experience with helicopters' hovering and precision is most important.Template:RTemplate:R Template:As of the US military does not track whether fixed-wing or helicopter pilots transition more easily to the V-22, according to USMC Colonel Matthew Kelly, V-22 project manager. He said that fixed-wing pilots are more experienced at instrument flying, while helicopter pilots are more experienced at scanning outside when the aircraft is moving slowly.<ref name="adde20210414">Template:Cite magazine</ref>

Armament

File:V-22 M240 machine gun.jpg

M240 machine gun mounted on V-22 loading ramp in Iraq, 2007

The V-22 can be armed with one 7.62×51mm NATO (.308 in caliber) M240 machine gun or .50 in caliber (12.7 mm) M2 machine gun on the rear loading ramp. A 12.7 mm (.50 in) GAU-19 three-barrel Gatling gun mounted below the nose was studied.<ref>"Defensive Armament for the V-22 Selection, Integration, and Development". Bell Helicopter and General Dynamics. Retrieved: 30 December 2010.</ref> BAE Systems developed a belly-mounted, remotely operated gun turret system,<ref name=BAE_20071002>"BAE Systems Launches New V-22 Defensive Weapon System, Begins On-The-Move Testing". Template:Webarchive BAE Systems, 2 October 2007.</ref> the Interim Defense Weapon System (IDWS);<ref name=Afghan_turret>McCullough, Amy. "Ospreys, with boost in firepower, enter Afghanistan". Marine Corps Times, 7 December 2009, p. 24.</ref> it is remotely operated by a gunner, targets are acquired via a separate pod using color television and forward looking infrared imagery.<ref name=Remote_Guardians>Whittle, Richard. "BAE Remote Guardians Join Osprey Fleet". Template:Webarchive Rotor & Wing, 1 January 2010.</ref> The IDWS was installed on half of the V-22s deployed to Afghanistan in 2009;<ref name=Afghan_turret/> it found limited use because of its Template:Convert weight and restrictive rules of engagement.<ref>Lamothe, Dan. "Ospreys leave new belly gun in the dust". Template:Webarchive Marine Corps Times, 28 June 2010.</ref>

There were 32 IDWSs available to the USMC in June 2012; V-22s often flew without it as the added weight reduced cargo capacity. The V-22's speed allows it to outrun conventional support helicopters, thus a self-defense capability was required on long-range independent operations. The infrared gun camera proved useful for reconnaissance and surveillance. Other weapons were studied to provide all-quadrant fire, including nose guns, door guns, and non-lethal countermeasures to work with the current ramp-mounted machine gun and the IDWS.<ref>"Corps seeks better weaponry on Ospreys" Template:Webarchive. Marine Corps Times, 13 February 2012.</ref>

In 2014, the USMC studied new weapons with "all-axis, stand-off, and precision capabilities", akin to the AGM-114 Hellfire, AGM-176 Griffin, Joint Air-to-Ground Missile, and GBU-53/B SDB II.<ref>Corps' aviation plan calls for armed Ospreys Template:Webarchive – Marine Corps Times, 23 November 2014</ref> In November 2014, Bell Boeing conducted self-funded weapons tests, equipping a V-22 with a pylon on the front fuselage and replacing the AN/AAQ-27A EO camera with an L-3 Wescam MX-15 sensor/laser designator. 26 unguided Hydra 70 rockets, two guided APKWS rockets, and two Griffin B missiles were fired over five flights. The USMC and USAF sought a traversable nose-mounted weapon connected to a helmet-mounted sight; recoil complicated integrating a forward-facing gun.<ref>Osprey Fires Guided Rockets And Missiles In New Trials Template:Webarchive – Aviationweek.com, 8 December 2014</ref> A pylon could carry Template:Convert of munitions.<ref>V-22 demonstrates forward-firing missile capability Template:Webarchive – Flightglobal.com, 23 December 2014</ref> However, by 2019, the USMC opted for IDWS upgrades over adopting new weapons.<ref>The Corps is working on an advanced reconnaissance drone that will be launched out the back of the MV-22 Osprey Template:Webarchive. Marine Corps Times. 14 May 2019.</ref>

Refueling capability

File:CV-22 Osprey (29429078350).jpg

CV-22 Osprey connects to a refueling probe

Boeing is developing a roll-on/roll-off aerial refueling kit, which would give the V-22 the ability to refuel other aircraft. Having an aerial refueling capability that can be based on Wasp-class amphibious assault ships would increase the F-35B's strike power, removing reliance on refueling assets solely based on large Nimitz-class aircraft carriers or land bases. The roll-on/roll-off kit can also be applicable to intelligence, surveillance and reconnaissance (ISR) functions.<ref>Boeing developing Osprey aerial refueling kit Template:Webarchive Flightglobal.com, 10 April 2013</ref> Boeing funded a non-functional demonstration on a VMX-22 aircraft; a prototype kit was successfully tested with an F/A-18 on 5 September 2013.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:USAF CV-22B Osprey 11-0058 and MC-130J Hercules 08-6205 RIAT 2023 01.jpg

V-22 in refueling operations with a MC-130J Hercules, 2023

The high-speed version of the hose/drogue refueling system can be deployed at Template:Convert and function at up to Template:Convert. A mix of tanks and a roll-on/roll-off bladder house up to Template:Convert of fuel. The ramp must open to extend the hose, then raised once extended. It can refuel rotorcraft, needing a separate drogue used specifically by helicopters and a converted nacelle.<ref>"New Pics: MV-22, Hornet in Refueling Tests" Template:Webarchive. Aviationweek.com, 3 September 2013.</ref> Many USMC ground vehicles can run on aviation fuel; a refueling V-22 could service these. In late 2014, it was stated that V-22 tankers could be in use by 2017,<ref>V-22 to get a tanker option Template:Webarchive – MilitaryTimes, 28 December 2014.</ref> but contract delays pushed IOC to late 2019.<ref>US Marines set 2019 target for Osprey tanker fit Template:Webarchive – Flightglobal.com, 7 February 2017</ref> As part of a 26 May 2016 contract award to Boeing,<ref>Template:Cite news</ref> Cobham was contracted to adapt their FR-300 hose drum unit as used by the KC-130 in October 2016.<ref>Template:Cite news</ref> In May 2025, the Navy confirmed that V-22s were not training for aerial refueling missions, and that neither NAVAIR nor the V-22 program office intends to pursue such a capability as there was no interest from the fleet.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Operational history

In October 2019, the fleet of 375 V-22s operated by the U.S. Armed Forces surpassed the 500,000 flight hour mark.<ref>Template:Cite press release</ref> A fatal accident in December 2023, led the fleet being grounded until March 2024 by the US and Japan.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}Template:Dead linkTemplate:Cbignore</ref>

U.S. Marine Corps

File:Marine Medium Tiltrotor Squadron 263 disembarks from MV-22B Osprey (48464541017).jpg

Marines disembark from an MV-22 near Marine Corps Air Ground Combat Center Twentynine Palms, California, 2019.

Since March 2000, VMMT-204 has conducted training for the type. In December 2005, Lieutenant General James Amos, commander of II Marine Expeditionary Force, accepted delivery of the first batch of MV-22s. The unit reactivated in March 2006 as the first MV-22 squadron, redesignated as VMM-263. In 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266)<ref name=USMC_VMM-266_history>"Marine Medium Tiltrotor Squadron 266 History". Template:Webarchive U.S. Marine Corps. Retrieved 16 October 2011.</ref> and reached initial operational capability.<ref name="USMC_IOC">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The MV-22 started replacing the CH-46 Sea Knight in 2007; the CH-46 was retired in October 2014.<ref name="USAToday_Carter_20080318">Carter, Chelsea J. "Miramar Base to Get Osprey Squadrons". Template:Webarchive USA Today (Associated Press), 18 March 2008.</ref><ref>Venerable 'Sea Knight' Makes Goodbye Flights Template:Webarchive – Military.com, 3 October 2014</ref> On 13 April 2007, the USMC announced the first V-22 combat deployment at Al Asad Airbase, Iraq.<ref name="CNN_Mount_20070414">Mount, Mike. "Marines to deploy tilt-rotor aircraft to Iraq". Template:Webarchive CNN, 14 April 2007.</ref><ref name="MSNBC_20070413">"Controversial Osprey aircraft heading to Iraq; Marines bullish on hybrid helicopter-plane despite past accidents" . MSNBC, 13 April 2007.</ref>

File:20080406165033!V-22 Osprey refueling edit1.jpg

Crew refuels an MV-22 before a night mission in Iraq, 2008

V-22s in Iraq's Anbar province were used for transport and scout missions. General David Petraeus, the top U.S. military commander in Iraq, used one to visit troops on Christmas Day 2007;<ref name="CNN_2008-02-08">Mount, Mike. "Maligned aircraft finds redemption in Iraq, military says". Template:Webarchive CNN, 8 February 2008.</ref> as did Barack Obama during his 2008 presidential campaign tour in Iraq.<ref name="PhotoOp">Hambling, David. "Osprey's 'Excellent Photo OpTemplate:'". Template:Webarchive Wired (CondéNet, Inc.), 31 July 2008.</ref> USMC Col. Kelly recalled how visitors were reluctant to fly on the unfamiliar aircraft, but after seeing its speed and ability to fly above ground fire, "All of a sudden, the entire flight schedule was booked. No senior officer wanted to go anywhere unless they could fly on the V-22".Template:R Obtaining spares proved problematic.<ref name="Flight_2008-02-07">Warwick, Graham. "US Marine Corps says V-22 Osprey performing well in Iraq". Template:Webarchive Flightglobal, 7 February 2008.</ref> By July 2008, the V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq.<ref>Hoyle, Craig. "USMC eyes Afghan challenge for V-22 Osprey". Template:Webarchive Flight International, 22 July 2008.</ref> General George J. Trautman III praised its greater speed and range over legacy helicopters, saying "it turned his battle space from the size of Texas into the size of Rhode Island."<ref>"Department of Defense Bloggers Roundtable with Lieutenant General George Trautman, Deputy Commandant of the Marines for Aviation via teleconference from Iraq". U.S. Department of Defense, 6 May 2009. .</ref> Despite attacks by man-portable air-defense systems and small arms, none were lost to enemy fire by late 2009.<ref name="gert2009">Gertler, Jeremiah. (quoting USMC Karsten Heckl) "V-22 Osprey Tilt-Rotor Aircraft: Background and Issues for Congress" Template:Webarchive, p. 30. Congressional Research Service reports, 22 December 2009.</ref>

A Government Accountability Office study stated that by January 2009, the 12 MV-22s in Iraq had completed all assigned missions; mission capable rates averaged 57% to 68%, and an overall full mission capable rate of 6%. It also noted weaknesses in situational awareness, maintenance, shipboard operations and transport capability.<ref name=GAO-09-482>"GAO-09-482: Defense Acquisitions, Assessments Needed to Address V-22 Aircraft Operational and Cost Concerns to Define Future Investments" (summary). Template:Webarchive Government Accountability Office. Retrieved: 30 December 2010.</ref><ref>"GAO-09-482: Defense Acquisitions, Assessments Needed to Address V-22 Aircraft Operational and Cost Concerns to Define Future Investments" (full report)". Template:Webarchive U.S. Government Accountability Office, 11 May 2009.</ref> The report concluded: "deployments confirmed that the V-22's enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters".<ref name=GAO-09-482/>

MV-22s deployed to Afghanistan in November 2009 with VMM-261;<ref name=Trial_by_Fire>McLeary, Paul. "Trial By Fire". Template:Dead link Aviation Week, 15 March 2010.</ref><ref>Schanz, Marc V. Template:Usurped. Air Force magazine, Daily Report, 25 February 2009.</ref> it saw its first offensive combat mission, Operation Cobra's Anger, on 4 December 2009. V-22s assisted in inserting 1,000 USMC and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt Taliban operations.<ref name=Afghan_turret/> General James Amos stated that Afghanistan's MV-22s had surpassed 100,000 flight hours, calling it "the safest airplane, or close to the safest airplane" in the USMC inventory.<ref>Template:Usurped. DefenseTech, February 2011.</ref> The V-22's Afghan deployment was set to end in late 2013 with the drawdown of combat operations; however, VMM-261 was directed to extend operations for casualty evacuation, being quicker than helicopters enabled more casualties to reach a hospital within the 'golden hour'; they were fitted with medical equipment such as heart monitors and triage supplies.<ref>Casevac, the new Osprey mission in Afghanistan Template:Webarchive – Marine Corps Times, 17 May 2014</ref>

File:USMC V-22 241212 Afghanistan.jpg

Two U.S. Marine Corps MV-22s of VMM-161 land at a forward operating base in Afghanistan, 2012

In January 2010, the MV-22 was sent to Haiti as part of Operation Unified Response relief efforts after an earthquake, the type's first humanitarian mission.<ref name=24MEU_Haiti>Talton, Trista. "24th MEU joining Haiti relief effort". Template:Webarchive Marine Corps Times, 20 January 2010. Retrieved 21 January 2010.</ref> In March 2011, two MV-22s from Template:USS helped rescue a downed USAF F-15E crew member during Operation Odyssey Dawn.<ref>Mulrine, Anna. "How an MV-22 Osprey rescued a downed US pilot in Libya". Template:Webarchive Christian Science Monitor, 22 March 2011.</ref><ref>Lamothe, Dan. "Reports: Marines rescue downed pilot in Libya". Navy Times, 22 March 2011.</ref> On 2 May 2011, following Operation Neptune's Spear, the body of Osama bin Laden, founder of the al-Qaeda terrorist group, was flown by an MV-22 to the aircraft carrier Template:USS in the Arabian Sea, prior to his burial at sea.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}; {{#invoke:citation/CS1|citation |CitationClass=web }}.</ref>

In 2013, several MV-22s received communications and seating modifications to support the Marine One presidential transport squadron because of the urgent need for CH-53Es in Afghanistan.<ref>Revelos, Andrew. "HMX-1's 'Super Stallions' reassigned to operating forces". Template:Webarchive USMC, 15 April 2011.</ref><ref>Munoz, Carlo. "Osprey to take on White House transport mission in 2013". [3] The Hill, 24 May 2012.</ref> In May 2010, Boeing announced plans to submit the V-22 for the VXX presidential transport replacement.<ref name=V-XX>Reed, John. "Boeing to make new multiyear Osprey offer". Template:Webarchive Marine Corps Times, 5 May 2010. Retrieved 6 May 2010.</ref>

From 2 to 5 August 2013, two MV-22s completed the longest distance Osprey tanking mission to date. Flying from Marine Corps Air Station Futenma in Okinawa alongside two KC-130J tankers, they flew to Clark Air Base in the Philippines on 2 August; then to Darwin, Australia, on 3 August; to Townsville, Australia, on 4 August; and finally rendezvoused with Template:USS on 5 August.<ref>Two MV-22B Osprey tiltrotor aircraft completed longest distance flight in the Pacific region Template:Webarchive – Airrecognition.com, 8 August 2013</ref>

In 2013, the USMC formed an intercontinental response force, the Special Purpose Marine Air-Ground Task Force – Crisis Response – Africa,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> using V-22s outfitted with specialized communications gear.<ref>"Marines want new technology for post-Benghazi crisis-response missions Template:Webarchive" Accessed: 9 April 2014.</ref> In 2013, following Typhoon Haiyan, 12 MV-22s of the 3rd Marine Expeditionary Brigade were deployed to the Philippines for disaster relief operations;<ref name="slot">Hoyle, Craig. [4] Template:Webarchive Flight International, 20 November 2013.</ref> its abilities were described as "uniquely relevant", flying faster and with greater payloads while moving supplies throughout the island archipelago.<ref>Assistant commandant: MV-22 key to Marines' Philippines mission Template:Webarchive – MilitaryTimes, 13 November 2013</ref>

On 9 October 2024, the last operational Marine Corps CH-46 squadron, HMM-364, re-designated as VMM-364. On 1 August 2015, the Marine Corps retired its final CH-46 and completed its transition from CH-46 Sea Knight to the MV-22 Osprey.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

U.S. Air Force

File:CV-22 Formation.jpeg

A pair of USAF CV-22s land at Holloman AFB, New Mexico, in 2006

The USAF's first operational CV-22 was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico, in March 2006. Early aircraft were delivered to the 58th SOW and used for training personnel for special operations use.<ref name="AFLink_20060321">"CV-22 delivered to Air Force". [5] Air Force Special Operations Command News Service via Air Force Link (United States Air Force), 21 March 2006. Retrieved 3 August 2008.</ref> On 16 November 2006, the USAF officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.<ref name=HulbertField20060420>"CV-22 arrival". Hulbert Field, United States Air Force, 20 April 2006. Retrieved 20 November 2006.</ref> The USAF's first operational deployment sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida, with in-flight refueling.<ref name="AF_mag_Finally" /> AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability in March 2009, with six CV-22s in service.<ref name="CV-22_IOC">Sirak, Michael. Template:Usurped. Air Force Magazine, Volume 92, Issue 5, May 2009, pp. 11–12. Retrieved 10 May 2009.</ref>

File:Bell-Boeing V-22 Osprey.ogv

V-22 Osprey USAF video

File:CV-22 refuels from an MC-130J during Freedom Shield 23.jpg

CV-22 refuels during operation Freedom Shield 23

In December 2013, three CV-22s came under small arms fire while trying to evacuate American civilians in Bor, South Sudan, during the 2013 South Sudanese political crisis; the aircraft flew Template:Convert to Entebbe, Uganda, after the mission was aborted. South Sudanese officials stated that the attackers were rebels.<ref>Gordon, Michael R. "Attack on U.S. Aircraft Foils Evacuation in South Sudan Template:Webarchive" The New York Times, 21 December 2013.</ref><ref>"Four U.S. soldiers injured in South Sudan after their aircraft CV-22 Osprey came under fire" Template:Webarchive. Armyrecognition.com, 22 December 2013.</ref> The CV-22s had flown to Bor over three countries across Template:Convert. The formation was hit 119 times, wounding four crew and causing flight control failures and hydraulic and fuel leaks on all three aircraft. Fuel leaks resulted in multiple air-to-air refuelings en route.<ref>"CV-22 crews save lives" Template:Webarchive. Globalavaiationreport.com, 4 August 2014.</ref> After the incident, AFSOC developed optional armor floor panels.<ref name="airforcetimes17sep14"/>

The USAF found that "CV-22 wake modeling is inadequate for a trailing aircraft to make accurate estimations of safe separation [distance] from the preceding aircraft."<ref>"AFSOC Crash Report Faults Understanding Of Osprey Rotor Wake". Template:Webarchive AOL Defense, 30 August 2012.</ref> In 2015, the USAF sought to configure the CV-22 to perform combat search and rescue in addition to its long-range special operations transport mission. It would complement the HH-60G Pave Hawk and planned HH-60W rescue helicopters, being employed in scenarios where high speed is better suited to search and rescue than more nimble but slower helicopters.<ref>Air Force looking at using Ospreys for search and rescue – MilitaryTimes, 22 April 2015</ref> In 2019, a plan was formulated for the USAF V-22 to use the AN/APQ-187 Silent Knight terrain avoidance radar, which was tested on the CV-22 at Eglin Air Force base by 2020.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This radar is used on many Air Force aircraft, such as C-130 Hercules transport aircraft and MH-47 Chinook helicopters.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

On 29 November 2023, a CV-22B assigned to the US Air Force's 353rd Special Operations Wing crashed into the East China Sea off Yakushima Island, Japan, killing all eight airmen aboard. The Osprey, based at Yokota Air Base, was flying from Marine Corps Air Station Iwakuni to Kadena Air Base on Okinawa Island in clear weather and light winds. An Air Force investigation into the cause of the crash is ongoing.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A preliminary investigation has revealed a "potential materiel failure" could have caused the accident.<ref name="AWIN.everstine.2023.12.06"/> On 6 December 2023, the U.S. Navy (NAVAIR) and the Air Force (AFSOC) grounded their V-22 fleets. Japan (Maritime Self Defense Force) also has grounded their fleet.<ref name="AWIN.everstine.2023.12.06">Template:Cite news</ref> In early March the US and Japan resumed flights of the V-22 with revised maintenance and pilot training focuses but no changes to the aircraft.<ref name=":0" /><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The V-22 was returned to flight with no changes; the part that failed was identified and how it failed determined, although the accident was still under scrutiny.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A near crash in December 2024 led to another operation pause, over concerns about metal fatigue.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

U.S. Navy

File:Bell-Boeing CMV-22B Osprey of VRM-30 in flight over the Pacific Ocean on 17 August 2023 (230817-N-TD381-2097).jpg

United States Navy CMV-22B

The V-22 program originally included Navy 48 HV-22s, but none were ordered.<ref name=V-22_CRS_RL31384/> In 2009, it was proposed that it replace the C-2 Greyhound for carrier onboard delivery (COD) duties. One advantage of the V-22 is the ability to deliver supplies and people between non-carrier ships beyond helicopter range.<ref>Tilghman, Andrew. "Tilt-rotor helicopter still looking for mission". Navy Times, 20 September 2009.</ref><ref>Thompson, Loren B. Template:"'V' For Versatility: Osprey Reaches For New Missions". Template:Webarchive Lexington Institute, 29 March 2010.</ref> Proponents said that it is capable of similar speed, payload capacity, and lift performance to the C-2, and can carry greater payloads over short ranges, up to 20,000 lb, including suspended external loads. The C-2 can only deliver cargo to carriers, requiring further distribution to smaller vessels via helicopters, while the V-22 is certified for operating upon amphibious ships, aircraft carriers, and logistics ships. It could also take some helicopter roles by fitting a 600 lb hoist to the ramp and a cabin configuration for 12 non-ambulatory patients and 5 seats for medical attendants.<ref>The Future COD Aircraft Contenders: The Bell Boeing V-22 Template:Webarchive – Defensemedianetwork.com, 2 August 2013</ref> Bell and P&W designed a frame for the V-22 to transport the Pratt & Whitney F135 engine of the F-35.<ref name=iaf12>Israel could double V-22 order size, Bell says Template:Webarchive – Flightglobal.com, 25 February 2014</ref>

On 5 January 2015, the Navy and USMC signed a memorandum of understanding to buy the V-22 for the COD mission.<ref>Navy 2016 Budget Funds V-22 COD Buy, Carrier Refuel Template:Webarchive – Breakingdefense.com, 2 February 2015</ref> Initially designated HV-22, four aircraft were bought each year from 2018 to 2020.<ref>Navy and Marines Sign MOU for Bell-Boeing Osprey to be Next Carrier Delivery Aircraft Template:Webarchive – News.USNI.org, 13 January 2015</ref> It incorporates an extended-range fuel system for an Template:Convert unrefueled range, a high-frequency radio for over-the-horizon communications, and a public address system to communicate with passengers;<ref>"NAVAIR Details Changes in Navy V-22 Osprey Variant". Template:Webarchive News.USNI.org, 2 April 2015.</ref><ref>Bell-Boeing begin designing CMV-22B with $151 million contract Template:Webarchive – Flightglobal.com, 1 April 2016</ref> the range increase comes from extra fuel bladders<ref>Bell-Boeing begins designing CMV-22B with $151 million contract Template:Webarchive – Flightglobal.com, 1 April 2016</ref> in larger external sponsons, the only external difference from other variants. Its primary mission is long-range logistics; other conceivable missions include personnel recovery and special warfare.<ref>U.S. Navy Orders Long-Lead Components for 6 CMV-22B Osprey From Bell Boeing Template:Webarchive – Navyrecognition.com, 29 December 2016</ref> In February 2016, the Navy officially designated it the CMV-22B.<ref name="navair3feb16">V-22 Navy variant receives official designation Template:Webarchive – United States Navy, 3 February 2016</ref> The Navy's Program of Record originally called for 48 aircraft, but it was later determined that only 44 were required. Production began in FY 2018, and deliveries started in 2020.<ref name="flightglobal.com">US Navy reveals CMV-22B as long-range Osprey designation Template:Webarchive – Flightglobal.com, 4 February 2016.</ref><ref name="news.usni.org">Navy's Osprey Will Be Called CMV-22B; Procurement To Begin In FY 2018 Template:Webarchive – News.USNI.org, 5 February 2016.</ref>

The Navy ordered the first 39 CMV-22Bs in June 2018; initial operating capability was achieved in 2021, with fielding to the fleet by the mid-2020s.<ref>Navy Buys First V-22 CODs as Part of $4.2B Award to Bell-Boeing Template:Webarchive. USNI News. 2 July 2018.</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The first CMV-22B made its initial flight in December 2019.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The first deployment began in summer 2021 aboard USS Carl Vinson.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Navy is planning an upgraded gearbox for their CMV-22B.<ref name=":4" />

Japan Self-Defense Forces

File:CV-22 Ospreys over Tokyo.jpg

CV-22 Ospreys fly over Tokyo, Japan

Japan bought the V-22 and they entered defense service in 2020, becoming the first international customer for the tiltrotor.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

In 2012, then-Defense Minister Satoshi Morimoto ordered an investigation of the costs of V-22 operations. The V-22's capabilities exceeded current Japan Self-Defense Forces helicopters in terms of range, speed and payload. The ministry anticipated deployments to the Nansei Islands and the Senkaku Islands, as well as in multinational cooperation with the U.S.<ref name="jbuy">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In November 2014, the Japanese Ministry of Defense decided to procure 17 V-22s.<ref>Japan Officially Selects Osprey, Global Hawk, E-2D – Defensenews.com, 21 November 2014</ref> The first V-22 for Japan undertook its first flight in August 2017<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and the aircraft began delivery to the Japanese military in 2020.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:V-22 Osprey（JG-1705）left side.jpg

A Japanese V-22 Osprey in 2020

In September 2018, the Japanese Ministry of Defense decided to delay the deployment of the first five MV-22Bs it had received amid opposition and ongoing negotiations in the Saga Prefecture, where the aircraft are to be based.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> On 8 May 2020, the first two of the five aircraft were delivered to the JGSDF at Kisarazu Air Field after failing to reach an agreement with Saga prefecture residents.<ref name="upi.com">Template:Cite news</ref> It is planned to eventually station some V-22s on board the Template:Sclasss. In September 2023, the first V-22 landings were conducted on the helicopter carrier Template:JS. The aircraft are planned to be based at Saga Airport in Kyushu starting in 2025 where the V-22s will be deployed together with Sikorsky Black Hawk and Apache Longbow helicopters in order to better defend Japan's southern Nansei Islands.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Following the fatal crash of a US Air Force CV-22 off Yakushima on 29 November 2023, Japan suspended flights of its 14 MV-22s.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In early 2024 it was reported that the Japanese would resume flights of the V-22, and in March 2024 flights resumed.<ref name=":0">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Potential operators

The V-22 can carry a power-module of certain fighter jets such as the F-35, and also is noted it could be useful to nations with island chains or carriers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> One question was why the U.S. Army did not procure the V-22 Osprey, and it was actually in the project at the start, but ended up heavily investing in traditional rotor craft such as the UH-60 Black Hawk and CH-47 Chinook.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The V-22 production line is planned to be open to around 2026 to complete the orders for the Air Force, Navy, and Marine Corp.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Early on in the 2010s, some of the possible export buyers included Canada, Japan, United Arab Emirates, and the United Kingdom.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Other potential interest came from India and Indonesia.<ref name=":1" /><ref name=":2" /> In Europe, there was some interest on the continent from France, Spain, and Italy also.<ref name=":3">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Canada is thought to have considered the V-22 for the Fixed Wing Search and Rescue (FWSAR), but it was not entered as the overall goals prioritized conventional aircraft; that program was won by the C-295, a fixed-wing medium transport.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The Air Force is also considering some additional V-22 for search and rescue, to supplement the HH-60W with a longer range aircraft, especially in the Indo-Pacific region where longer range is typically needed.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:V-22 landing on HMS Ark Royal during Exercise Auriga 10.jpg

A V-22 lands on Template:HMS during Exercise Auriga 10

France

France showed some interest in the V-22 especially for naval operations. It tested the V-22 in operations on their Template:Sclass ships, and also their aircraft carrier Template:Ship.<ref name=":3" /> The French had a two-year-long program to insure that the V-22 could operate from their Mistral-class vessels working with USMC V-22.<ref name=":3" />

India

In 2015, the Indian Aviation Research Centre showed interest in acquiring four V-22s for personnel evacuation in hostile conditions, logistic supplies, and deployment of the Special Frontier Force in border areas. US V-22s performed relief operations after the April 2015 Nepal earthquake.<ref name=":1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Indian Navy also studied the V-22 rather than the E-2D for airborne early warning and control to replace the short-range Kamov Ka-31.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> India is interested in purchasing six attack version V-22s for rapid troop insertion in border areas.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Indonesia

On 6 July 2020, the U.S. State Department announced that they had approved a possible Foreign Military Sale to Indonesia of eight Block C MV-22s and related equipment for an estimated cost of $2 billion (~$Template:Format price in Template:Inflation/year). The U.S. Defense Security Cooperation Agency notified Congress of this possible sale.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The sale was approved, but in the end Indonesia decided against the purchase at that time due to the cost. It was noted that the V-22 could provide a unique logistical support to the island chain nation, but the concerns about purchase and maintenance costs were an issue.<ref name=":2">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Israel

On 22 April 2013, an agreement was signed to sell six V-22 to the Israeli Air Force.<ref>"Hagel, Yaalon Finalize New Israel Military Capabilities" . U.S. DoD, 22 April 2013.</ref> By the end of 2016, Israel had not ordered the V-22 and was instead interested in buying the CH-47 Chinook helicopter or the CH-53K helicopter.<ref>Yuval Azulai. "Lockheed, Boeing vie for Israeli helicopter deal" Template:Webarchive. Globes, 24 November 2016.</ref> As of 2017, Israel had frozen its evaluation of the V-22, "with a senior defence source indicating that the tiltrotor is unable to perform some missions currently conducted using its Sikorsky CH-53 transport helicopters."<ref>Egozi, Arie Israel steps back from V-22 purchase Template:Webarchive. Flight Global, 13 October 2017.</ref>

United Kingdom

The U.K. has had a watchful eye on V-22 program, and a combined UK/US study evaluated possible use.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> One of the more serious evaluations, came in the late 2010s when it was considered to use them on the new Template:Sclass carriers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In the 2020s, it was thought to be one of the possible aircraft for the U.K.'s New Medium Helicopter program but was not a finalist, a program that is seeking to replace the Westland Puma medium helicopter fleet.<ref name="Jennings">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The V-22 has been used on training exercises in the U.K. which has helped identify some issues, such as that the downwash can disrupt landing mats.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Variants

File:USAF CV-22B Osprey 11-0058 RIAT 2023 03.jpg

CV-22B Osprey with rotors in tilt

The preproduction model was called the V-22. USMC operates the MV-22B including the VIP V-22s, the USAF the CV-22B, and the Navy CMV-22B.

V-22 ("V-22A")

Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after the 1993 redesign.<ref name=Norton_p54>Norton 2004, p. 54.</ref>

CV-22B

U.S. Air Force variant for the U.S. Special Operations Command. It conducts long-range special operations missions and is equipped with extra wing fuel tanks, an AN/APQ-186 terrain-following radar, and other equipment such as the AN/ALQ-211,<ref name="AF_FactSht">"CV-22 Osprey Fact Sheet". [6] United States Air Force, 7 July 2006. Retrieved 21 August 2013.</ref><ref name=Norton_p71-2>Norton 2004, pp. 71–72.</ref> and AN/AAQ-24 Nemesis Directional Infrared Counter Measures.<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref> The fuel capacity is increased by 588 gallons (2,230 L) with two inboard wing tanks; three auxiliary tanks (200 or 430 gal; 760 or 1,630 L) can also be added in the cabin.<ref name=Norton_p100-1>Norton 2004, pp. 100–01.</ref> The CV-22 replaced the MH-53 Pave Low.<ref name=V-22_CRS_RL31384/>

MV-22B

U.S. Marine Corps variant. The Marine Corps is the lead service in the V-22's development. The Marine Corps variant is an assault transport for troops, equipment and supplies, capable of operating from ships or expeditionary airfields ashore. It replaced the Marine Corps' CH-46E and CH-53D fleets.<ref name=Norton_p77>Norton 2004, p. 77.</ref><ref>"US Marine Corps retires CH-53D" Template:Webarchive. Rotorhub, 24 February 2012.</ref>

CMV-22B

U.S. Navy variant for the carrier onboard delivery role, replacing the C-2. Similar to the MV-22B but includes an extended-range fuel system, a high-frequency radio, and a public address system.<ref name="navair3feb16"/>

EV-22

Proposed airborne early warning and control variant. The Royal Navy studied this variant as a replacement for its fleet of carrier-based Sea King ASaC.7 helicopters.<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

HV-22

The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. It chose the MH-60S for this role in 2001.<ref name=Norton_p26_84>Norton 2004, pp. 26–28, 48, 83–84.</ref><ref name=NASC_V-22_guidebook>"V-22 Osprey Guidebook". Template:Webarchive Naval Air Systems Command, United States Navy, 2011/2012, p. 5.</ref>

SV-22

Proposed anti-submarine warfare variant. The U.S. Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.<ref name=Norton_p28_48>Norton 2004, pp. 28–30, 35, 48.</ref>

Operators

File:JGSDF V-22 and VMM-262 MV-22B at JGSDF Camp Kengun.jpg

JGSDF V-22 and USMC MV-22B at Kengun

Template:JPN

• Japan Ground Self-Defense Force (14 delivered, 3 on order as of Dec 2023)<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref><ref name="upi.com"/><ref>Template:Cite news</ref>

File:MV-22 conducts external lift from USNS Sacagawea.JPG

An MV-22 delivers a Humvee to Template:USNS

File:CNO, Indian Chief of Naval Staff Visit USS Carl Vinson (CVN 70) as part of MALABAR 21 211014-N-RO680-1034.jpg

A CMV-22 lands on the deck of Template:USS

Template:USA

• United States Air Force<ref name="ReferenceA">World Air Forces 2014, FlightGlobal, January 2014.</ref>
  • 7th Special Operations Squadron<ref>{{#invoke:citation/CS1|citation

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• • 8th Special Operations Squadron<ref>"Fact Sheet: 8 Special Operations Squadron" Template:Webarchive. U.S. Air Force, 8 August 2008.</ref>
  • 20th Special Operations Squadron<ref>"CV-22 commencement of operations ceremony held" . U.S. Air Force, 21 June 2010.</ref>
  • 21st Special Operations Squadron<ref>"Air Force Special Operations Command stands up CV-22 squadron in Japan". U.S. Air Force, 1 July 2019.</ref>
  • 71st Special Operations Squadron<ref>"Fact Sheet: 71 Special Operations Squadron". U.S. Air Force, 3 January 2012.</ref>
  • 249th Special Operations Squadron - Florida Air National Guard associate unit to 1st Special Operations Wing<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

• • 418th Flight Test Squadron<ref>{{#invoke:citation/CS1|citation

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File:Bell Boeing MV-22B Osprey '168284 - 02 - 3' (25992573793).jpg

A MV-22B of HMX-1 at RAF Mildenhall in 2016

File:CV-22 Osprey - RIAT 2015 (cropped).jpg

A CV-22 Osprey over RIAT in 2015

• United States Marine Corps<ref name="ReferenceA"/>
  • HMX-1<ref>{{#invoke:citation/CS1|citation

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• • VMX-1 (formerly VMX-22)<ref>{{#invoke:citation/CS1|citation

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• • VMM-161<ref>{{#invoke:citation/CS1|citation

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• • VMM-162<ref>{{#invoke:citation/CS1|citation

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• • VMM-163<ref>{{#invoke:citation/CS1|citation

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• • VMM-165<ref>{{#invoke:citation/CS1|citation

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• • VMM-166<ref>{{#invoke:citation/CS1|citation

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• • VMMT-204<ref>{{#invoke:citation/CS1|citation

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• • VMM-261<ref>{{#invoke:citation/CS1|citation

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• • VMM-263<ref>{{#invoke:citation/CS1|citation

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• • VMM-264<ref>{{#invoke:citation/CS1|citation

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• • VMM-265<ref>{{#invoke:citation/CS1|citation

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• • VMM-266<ref>{{#invoke:citation/CS1|citation

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• • VMM-268<ref>{{#invoke:citation/CS1|citation

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• • VMM-362<ref>{{#invoke:citation/CS1|citation

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• • VMM-363<ref>{{#invoke:citation/CS1|citation

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• • VMM-365<ref>{{#invoke:citation/CS1|citation

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• • VMM-561<ref>{{#invoke:citation/CS1|citation

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• • VMM-764<ref>{{#invoke:citation/CS1|citation

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• • VMM-774<ref>{{#invoke:citation/CS1|citation

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• United States Navy – 44 CMV-22Bs ordered, with deliveries started in 2020.<ref name="flightglobal.com"/><ref name="news.usni.org"/>
  • HX-21<ref>{{#invoke:citation/CS1|citation

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• • VRM-30<ref>Template:Cite news</ref>
  • VRM-40
  • VRM-50

Accidents

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} The V-22 Osprey has had 16 hull-loss accidents with a total of 62 fatalities Template:As of. During testing from 1991 to 2000, there were four crashes causing 30 fatalities.<ref name=Wired_200507/> Template:As of, the V-22 has had 13 crashes which caused 32 fatalities since becoming operational in 2007.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }} Updated as incidents occur.</ref> The aircraft's accident history has generated controversy over its perceived safety issues.<ref>Axe, David. "General: 'My Career Was Done' When I Criticized Flawed Warplane". Template:Webarchive Wired, 4 October 2012.</ref> Following the November 2023 crash in Japan,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> the Osprey was grounded for three months.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Aircraft on display

File:AHMEC V-22.jpg

A V-22 at the American Helicopter Museum & Education Center

• 163911 – MV-22B on display at the Aviation Memorial at Marine Corps Air Station New River in Jacksonville, North Carolina.<ref>Template:Cite news</ref><ref>{{#invoke:citation/CS1|citation

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• 163913 – V-22A on display at the American Helicopter Museum & Education Center in West Chester, Pennsylvania.<ref>{{#invoke:citation/CS1|citation

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• 99-0021 (formerly 164939) – CV-22B on display at the National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio.<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

• 164940 – MV-22B on display at the Patuxent River Naval Air Museum in Lexington Park, Maryland.<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

Specifications (MV-22B)

File:Bell Boeing MV-22 Osprey line drawing.svg

File:MV-22B combat radius in Iraq compared with CH-46E combat radius.svg

V-22's combat radius in Iraq, contrasted with the CH-46E's smaller combat radius

File:Riat 2023 - U.S.Air Force - Boeing-Bell V-22 Osprey NZ9 8346 (53070304572).jpg

V-22 at RIAT 2023

File:Special tactics operators assigned to the 321st Special Tactics Squadron tandem hoist into a CV-22B Osprey during a training exercise near RAF Mildenhall, United Kingdom, April 15, 2021.jpg

CV-22B on training exercise of the Special Tactics Squadron on a hoist, in the UK in 2021

File:CV-22 Osprey flies over the Emerald Coast.JPG

A CV-22 of 8th Special Operations Squadron flies over Florida's Emerald Coast.

Notable appearances in media

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}}

References

Bibliography

• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Atglen, Pennsylvania: Schiffer Publishing, 2000. Template:ISBN.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Earl Shilton, Leicester, UK: Midland Publishing, 2004. Template:ISBN.
• O'Hanlon, Michael E. Defense Policy Choices for the Bush Administration Template:Webarchive. Washington, D.C.: Brookings Institution Press, 2002. Template:ISBN.
• Schinasi, Katherine V. Defense Acquisitions: Readiness of the Marine Corps' V-22 Aircraft for Full-Rate Production Template:Webarchive. Darby, Pennsylvania: Diane Publishing, 2008. Template:ISBN.
• Whittle, Richard. The Dream Machine: The Untold History of the Notorious V-22 Osprey Template:Webarchive. New York: Simon & Schuster, 2010. Template:ISBN.

External links

• Official Bell V-22 page
• Official Boeing V-22 page