V-22 Osprey
CV-22 Air Force Variant
The Air Force is acquiring 50 CV-22 Ospreys to replace its fleet of MH-53J Pave Low helicopters used to insert and extract special operations forces from hostile areas. The Osprey can cruise at 230 knots, and has a two times greater speed, range and payload than the MH-53J.
The CV-22 is being acquired to meet the requirements of Special Operations Forces (SOF). Special Operations missions require air support over a wide range of operating parameters. The missions generally require low-visibility, clandestine operations over the entire spectrum of conflict, including peacetime crisis response, expanded contingency operations, and general war. Flights may involve deep penetration of hostile/ politically denied airspace to reach target areas from wartime staging locations within theaters of operations or peacetime bed down locations for sensitive mission prosecution. CV-22 aircraft must be capable of conducting these long distance operations efficiently, reducing as much as possible the need for additional support forces or assets. The aircraft must be capable of operating at low level, under conditions of minimum visibility or adverse weather, navigating precisely to designated way points and arriving at objective target locations within narrow time parameters. SOF missions require extreme precision (navigational accuracy and time) to ensure the element of surprise, thereby maximizing mission success.
The CV-22 fills a long-standing USSOCOM and Air Force requirement to conduct long range insertion and extraction missions in one period of darkness. SOCOM has always been able to insert but not until now, to reliably extract at long range. Now this is possible because the CV-22's Suite of Integrated Radio Frequency Countermeasures includes an active radar jammer. This equipment can geo-locate threats using its missile warning receivers, as well as incorporate real-time intelligence from a multi-mission advanced tactical terminal. This is accessible to the pilot on a digital map. The CV-22 also has a Directed Infrared Countermeasures system which includes an active infrared jammer. Other CV items include a survivor locator system, additional radios and upgraded computers.
The Air Force Special Operations Forces/United States Special Operations Command mission is the most stringent mission of the V-22 variants due to the anticipated extended exposure to a high threat environment. The CV-22 variant will travel 500 nautical miles at or below 500 feet above ground level, locate a small landing zone, infiltrate and exfiltrate a team of 18 special operations forces, and return to base. This must be done covertly, at night and in adverse weather. The CV-22 maintains maximum commonality with the MV-22 baseline design. However, several significant differences in equipment tailors the V-22 for the special operations mission.
The CV-22 will have enhanced survivability by virtue of the electronic warfare suite specific to the SOF mission as well as meeting the survivability standards identified for the basic MV-22 weapons system. The Air Force version of the Osprey will have a Suite of Integrated Radio Frequency Countermeasures (SIRFC), which includes an active jammer. SIRFC can geo-locate threats using its missile warning receivers, as well as incorporate real-time intelligence from a multi-mission advanced tactical terminal (MATT). Other differences between the CV-22 and its Marine counterpart include terrain following/terrain avoidance radar (TF/TA), an additional 900 gallons of fuel capacity, rope ladders, a survivor locator system, and additional radios and upgraded computers.
The primary anticipated tactic of the CV-22 aircrew will be to avoid detection and, if detected, avoid engagement. The primary method of threat avoidance is through extensive, preflight mission planning to avoid known threats. This implies access to an accurate, real time intelligence capability. Special Operations missions use radio silence, cover of darkness, terrain following/terrain avoidance flight in IMC conditions at or below 300 feet AGL and using terrain masking, avoidance of enemy radar/air defenses and populated areas, exploitation of intelligence, meteorological conditions, and topography; and the use of deceptive countermeasures and receivers to avoid detection/acquisition by enemy defenses. In high threat areas, the CV-22 aircraft will circumnavigate the intense threat areas. The aircrew will use passive countermeasures to reduce detection, but if detected will employ active countermeasures (i.e., infrared and radar jamming and expendables) available for use.
Projected threats to the V-22 include small arms, man-portable air defense systems (MANPADS), anti-aircraft artillery, missiles and projectiles fired from high performance fixed wing and rotary wing aircraft, lasers, and integrated air defense systems. Communications will be threatened by regional collection and jamming capabilities over a variety of frequencies. The most severe threat to the V-22 will be a combination of these diverse systems, with the degree of severity being mission scenario dependent.
Unlike its Marine Corps counterpart, the CV-22 is equipped with a suite of integrated radio frequency countermeasures radar warning receiver and jammer system, an ALE-47 countermeasures dispensing system and a directional infrared countermeasure system. This configuration will enable the CV-22 to safely penetrate and escape enemy territory allowing it to perform its missions of special forces insertion and combat search and rescue.
The Air Force initially planned to buy 55 CV-22s, but this requirement was later reduced to 50 aircraft. The first four aircraft will go to the 58th Training Squadron at Kirtland where they will be used for CV-22 advanced aircrew training. Initial operational capability is expected in September 2004, with a squadron of six aircraft stationed at Hurlburt Field, Fla. All 50 CV-22s are scheduled to be in service by 2009. In early 1998 plans were changed to accelerate the CV-22 annual procurement buy profile from 7 to 9 per year rate in FY 2003, and shorten the CV-22 buy one year from FY 2008 to FY 2007. The Air Force is responsible for paying for 50 of the basic configuration aircraft. USSOCOM is then responsible for adding SOF unique equipment; terrain following/terrain avoidance radar, extended range fuel tanks, ECM, sensors, SATCOM, etc. This works out to about 15% of the cost USSOCOM pays and 85% paid by Air Force.
The CV-22 will replace several MC-130E Combat Talon aircraft and MC-130P Combat Shadow tanker aircraft. The MC-130E also is a long-range, covert operations penetrating tanker for the helicopter, while the MC-130N/P provided low-altitude, covert, nighttime non-penetrating refueling missions. The CV-22 is acoustically quieter -- less likely to be heard coming in -- and has a cleaner design, which means it will have less drag and be more efficient to fly.
With the CV-22, US Special Operations Command will add new and much needed capability to extract SOF personnel and American citizens from behind enemy lines. The CV-22 can also be useful to the Air Force in performing Combat Search and Rescue (CSAR). Conducting the CSAR mission with the CV-22 will eradicate current mission deficiencies and enhance execution through advances in Combat Search and Rescue Task Force and command and control doctrine. In addition to evolving current doctrine to enhance CSAR, the CV-22 will lead to new CSAR capabilities and doctrine.
On Feb. 3 2000, the V-22 program submitted a response to a Request for Information from the U.S. Air Force. This RFI was to support an Analysis of Alternatives for the Combat Search and Rescue replacement aircraft program. The TPIPT has solicited CSAR concept submittals from industry over the past several years to identify and rank likely material solutions to the CSAR mission area's top-ranked deficiencies. These include reaction time, range, survivability, payload, battlespace awareness and operational availability. The CV-22 addresses all the mission area deficiencies and has consistently ranked highest of the Non-Developmental full system concept submittals. The Osprey is considered a leading contender due to its speed, range, payload and combat survivability. The Air Force has used 105 Sikorsky HH-60G helicopters in active reserve and Air National Guard units to provide CSAR capability for all U.S. forces.
The CV-22 was expected to resume flight testing at Edwards AFB in July 2002. This was the first time that the Air Force flight tested the aircraft since a fatal crash that took place in December 2000 which grounded the entire Osprey fleet. Since that time, the integrated test force has been working to correct those deficiencies in the aircraft that were identified through a Marine Corps operational evaluation and the Defense Department's blue ribbon panel of experts. The secretary of defense formed the independent panel of defense and industry experts after the December 2000 crash to evaluate whether the program should go forward and, if so, what deficiencies needed to be corrected.
The CV-22 test team is set to resume the engineering, manufacturing and development phase of the CV-22 acquisition program. Before the flight-test program resumes, the test team will perform the necessary flight-checks to ensure all maintenance actions taken were performed properly.
With a modification to the cabin auxillary tanks and the addition of a reel and drogue, the V-22 could become an aerial refueler for both fixed and rotary wing aircraft. This would give commanders a versatile long-range refueling option currently unavailable in any other platform.
