The V-22: Is It An Asset We Can Do Without?
AUTHOR Major John M. Reed, USMC
CSC 1991
SUBJECT AREA - Aviation
EXECUTIVE SUMMARY
THE V-22: IS IT AN ASSET WE CAN DO WITHOUT?
The potential inherent in the V-22 provides the U.S.
military a major advance in vertical lift capability. Through
the aircraft's demonstrated and projected capabilities, it can
fulfill mission requirements for all four services. With the
requirements of the military in mind, this paper will review
the development process of the V-22 tilt-rotor program from
its origination to where the program is currently. It will
review the programmatics involved, review the advanced
technology and capabilities of the aircraft, and address the
political implications the program has encountered.
The tilt-rotor concept is not an new one. Bell Helicopter
and Boeing Vertol were successfully converting from helicopter
to airplane mode in the mid-1950's. In 1972 the Army and NASA
awarded Bell a development contract for the XV-15 tilt-rotor,
the precursor to the V-22, which made its first in-flight
conversion in 1979. Bell and Boeing were contracted in 1986
for full scale development (FSD) of the V-22. FSD will
culminate with six flight test aircraft being tested and
delivered. The first of these prototypes flew in March 1989
and since then three more have flown.
Although still a joint service program, the Army has
withdrawn from the V-22 program and the remaining services,
with the exception of the Marine Corps, have significantly
reduced the number of V-22's they intend to order. This is
due, in large part, to fiscal constraints and the Pentagon's
continued push for termination of the V-22 which has also
caused delivery of the first production aircraft to slip from
1991 to 1994.
The first production V-22 delivered to the Marine Corps
will be configured with the latest in advanced aviation
technology. This technology translates into increased
aircraft survivability, reliability, and mission diversity.
Additionally, the aircraft's increased range and speed, and
the ability to self-deploy worldwide, provide the V-22 with
unprecedented mission flexibility which could make it a
valuable asset to a variety of contingencies throughout the
world for years to come. However, due to political
roadblocks, the future of the V-22 is still tentative.
Pressed to offer up billions of dollars in defense budget
cuts, the Secretary of Defense canceled the V-22 program.
However, Congress has shown strong support for the program and
continues to appropriate funding, despite the Secretary of
Defense's decision. Unfortunately, even though Congressional
support continues and funding is still in place for FSD
testing, it will ultimately be the Secretary of Defense that
decides the fate of the program.
The V-22 tilt-rotor concept provides a tremendous
capability for the military and commercial sector. Before
deciding on the future of the aircraft, the value of its
technology, proven over many years, should be carefully
considered.
THE V-22: IS IT AN ASSET WE CAN DO WITHOUT?
Outline
Thesis Statement. With the needs of the military in mind,
this paper reviews the development process from its conception
to where the program is today. It reviews the programmatics
involved, reviews the advanced technology and capabilities of
the aircraft, and addresses the political implications that
the program has encountered.
I. Background leading to the concept of tilt-rotor technology
and development of V-22 prototypes.
II. Programmatics involved with the V-22
A. Program management
B. Joint service requirements
C. Budget cut impact on program schedule
III. Advanced Technology Development
A. Fly-by-wire flight control system
B. Fully automated cockpit
C. Extensive use of composite materials
D. Engines
E. Interconnected transmission
IV. Aircraft Capabilities
A. Multi-mission flexibility
B. Self-deployable
C. Enhanced aircraft survivability
D. Increased aircraft systems reliability
V. Political Implications
A. Secretary of Defense cancels program
B. Congress continues to support program
THE V-22: IS IT AN ASSET WE CAN DO WITHOUT?
The potential inherent in the V-22 provides the U.S.
military a major advance in vertical lift capability and can
fulfill mission requirements for all services including
diverse combat readiness roles such as troop assault, long-
range search and rescue, antisubmarine warfare, and many other
highly specialized missions. Moreover, in this world of
changing defense needs, the military looks upon this aircraft
as the solution to many of their concerns. With the needs of
the military in mind, this paper will review the development
process of the V-22 tilt-rotor program from its origination to
where the program is today. It will review the programmatics
involved, review the advanced technology and capabilities of
the aircraft, and address the political implications that the
program has encountered.
The tilt-rotor concept was first demonstrated in 1954 when
Transcendental Aircraft flew its Model 1G tilt-rotor. It
failed to fully convert from helicopter to airplane mode, but
it did demonstrate that such a concept was feasible. (14:70)
Bell Helicopter led the next attempt with the XV-3. The first
flight of the XV-3 was in 1955 and subsequent flights
validated the feasibility of the tilt-rotor concept. Bell
continued flight testing of the XV-3 for seven years during
which ten conversions from helicopter to airplane mode were
accomplished. (1:22) In 1958 the Vertol 76, a tilt-wing
aircraft built by Boeing Vertol, made its first full
conversion flight. Subsequently, the V-76 was tested for
three years and then retired. (7:8)
The next major step in tilt-rotor technology was in 1972,
when Bell Helicopter and Boeing Vertol competed for the
government's XV-15 tilt-rotor demonstrator program. As a
result of the competition, the Army and the National
Aeronautical and Space Administration (NASA) awarded Bell
Helicopter a contract to build two XV-15 research aircraft.
The aircraft's first, full in-flight conversion to the
airplane mode occurred in 1979. Together, over the last ten
years, both XV-15 aircraft have accumulated over 600 hours of
flight time and over 1800 conversions. (14:71)
With the advent of the XV-15, the possibility existed of
replacing the Marine Corps' medium transport fleet with an
aircraft that might incorporate the best features of both
fixed and rotary wing aircraft. The Marine Corps was not the
only service interested in new vertical lift machines. This
interest, coupled with a belief that the services were
attempting to start too many new helicopter programs, lead the
Department of Defense (DOD) to initiate the Joint Services
Vertical Lift (JVX) program in 1981. (9:26) In 1983,
responding to the mission requirements set by the Joint
Services Operational Requirement (JSOR) for JVX, a preliminary
design contract was let to Bell Helicopter Textron and Boeing
Vertol. The same team was awarded a $1.8 billion
fixed price incentive fee contract for full scale development
(FSD) of the V-22. (2:2) FSD will culminate with six flight
test aircraft being tested and delivered. The first of these
six prototypes flew on 19 March 1989. (10:52) Since then
three more aircraft have been built and have accumulated over
400 flight hours while successfully expanding the flight
envelope. Aircraft number 5 is scheduled for first flight in
April 1991. (16)
The Navy is the executive service for the V-22 program,
with program management a function of the Naval Air Systems
Command (NAVAIR). The Marine Corps, being the lead service
for the V-22, staffs the program manager position with a
colonel; he is assisted by three assistant program managers
representing the Marine Corps, Navy, and Air Force. They
indirectly interface with the contractors' (Bell/Boeing) joint
program office. Mission requirements for the V-22 are
generated and articulated by the Marine Corps and work their
way through the Navy Operations staff where they are matched
with allocated funds. These requirements are then sent to the
NAVAIR V-22 program office for execution. The program office
then determines the best way to meet these requirements within
the funds that have been approved and on a firm time schedule.
(13:51)
Although still a joint service program, requirements of
the four services have decreased over the last five years.
Initial requirements of the services and their primary
missions were as follows:
Marine Corps 552 Combat Assault
Navy 50 Combat Search and Rescue
(CSAR)
300 Antisubmarine Warfare
(ASW)
Air Force 80 Long-range Special
Operations
Army 231 Long-range Combat Support
and Aeromedical Evacuation
Recapping the order to date, the Marine Corps has not wavered
from its requirements for 552 V-22's. However, due to the DOD
budget cuts and other aircraft priorities, the remaining
service participants have reduced their requirements. The
Army has completely withdrawn its order; the Navy has reduced
its requirement to 50 CSAR aircraft only; and the Air Force
requirement has dwindled to 55 for their long-range special
operations mission. (17:38)
The DOD budget reductions and the Pentagon's continued
push for termination of the V-22 have had a significant impact
on the program schedule. Delivery of the first production
aircraft has already slipped from 1991 to late 1994, providing
the program survives upcoming budget battles and successfully
completes flight testing. (16)
Currently, four of the six FSD aircraft are flying with
aircraft five and six scheduled for first flight in April of
this year and late 1991 respectively. The four FSD V-22s have
now flown over 400 of 1450 hours slated for basic flight
testing. Program management has stated that 85 percent of all
required non-flight testing is complete and that before the
program faces the Defense Acquisition Board in December 1991,
seeking approval to enter full rate production, 95% of these
tests will have been completed. (4:2) Two of the aircraft
successfully completed shipboard compatibility tests on board
the USS WASP (LHD-1) in December 1990. Further, the flight
envelope has been expanded to an altitude of 21,500 feet, 280
knots true airspeed (TAS) in level flight, and 349 knots TAS
in a dive; however, successful performance of operational
testing in July of this year is mandatory if the V-22 program
is to receive a production go-ahead decision. (12)
The first production V-22 delivered to the Marine Corps
will be configured with the latest in advanced aviation
technology. One of the aircraft's most advanced technology
features is a digital fly-by-wire flight-control system that
is triply redundant for safety and aircraft survivability. A
fly-by-wire system eliminates mechanical linkages which
reduces aircraft weight significantly and also allows for the
easy introduction of signals that improve aircraft handling
qualities. Moreover, it reduces pilot workload. The system
can be programmed to automatically manage airspeed, nacelle
tilt, angle of attack, and other tasks to prevent stalling the
aircraft or exceeding its load factor should a pilot's
attention be diverted or concentrated toward other cockpit or
mission requirements. (8:44)
The V-22 cockpit is fully automated utilizing state-of-
the-art, fully integrated digital avionics systems. This
cockpit management system (CMS) provides each pilot with two
multi-function color displays (MFD) and one central display
unit (CDU). Through these systems the pilots can access
aircraft subsystems and instrument readouts, eliminating the
need for dedicated gauges and avionics control heads. In
addition to conventional performance and system readouts, the
MFD's can display digital map output with associated flight
planning, navigation and threat information, forward looking
infrared (FLIR) imagery, and head-down display information
such as flight director cues. (11:8) The obvious advantage of
the CMS is that it minimizes the number of cockpit tasks to be
performed by the pilot.
The V-22 is the first production aircraft whose airframe
will be fabricated almost entirely of composite materials.
Composites weigh about 25 percent less than conventional
metals, providing high strength-to-weight ratio, excellent
resistance to corrosion and fatigue, and improved ballistic
tolerance. (7:5) Thus, aircraft performance, maintainability,
and survivability are significantly increased.
Power for the V-22 is generated by two fuel efficient
Allison R406-AD-400 turboshaft engines. These engines offer
high growth potential, commonality of parts with other
military aircraft engines, and a high power-to-weight ratio.
Engine construction is a modular design and features hydraulic
starting, smoke-free combustion, self-sufficient electrical
and oil systems, and bleed-air provisions for inlet deicing.
Additionally, an engine monitoring system is incorporated for
rapid fault isolation, engine health monitoring, and usage
tracking which will greatly reduce maintenance costs and
improve aircraft mission availability. (8:41)
Another technological adaptation is the V-22's cross-
shafted engine transmissions that allow one engine to drive
both prop-rotors. In these conditions the interconnecting
drive shaft that links both engine transmissions automatically
engages when torque from one engine falls below a certain
level.
The V-22 is a revolutionary design representing a quantum
improvement over existing systems by applying the latest in
advanced aviation technology and placing great emphasis on
innovative concepts. This technology translates into an
aircraft capable of performing many diverse missions.
Although seen primarily as the Marine Corps' medium lift
replacement and key link to the over-the-horizon,amphibious
assault mission, the V-22 was designed from the outset as a
multi-mission aircraft with joint service applicability.
Aside from putting Marines into action quickly and efficiently
from over the horizon, the MV-22 can supply them, maintain
their momentum, and evacuate the wounded. Its unique flight
characteristics will allow it to perform a variety of other
missions which include the following: aerial refueling,
airborne command and control, airborne direct air support,
aiborne early warning, electronic warfare, and combat search
and rescue.
In addition, the V-22 has potential for the Navy's anti-
submarine warfare mission, the long-range infiltration and
exfiltration mission of special operations forces, the Coast
Guard's maritime search and rescue mission, as well as drug
interdiction and border patrol. Also of note is the V-22's
ability to self-deploy worldwide and complete ferry flights up
to 2100 nautical miles without refueling. (2:1) Thus enabling
the V-22 to remain independent of strategic airlift and
sealift while providing unprecendented mission flexibility.
Furthermore, the aircraft's commercial applications could be
the answer to the crowded airport situation, providing
regional inter-city passenger service without tying up major
runways.
A critical element to any successful aircraft mission
is survivability, which has not been overlooked on the design
and development of the V-22. The aircraft's speed and agility
will allow it to be less of a target by reducing enemy
reaction time and target acquisition. Its night vision
capability and navigation systems will enable maximum use of
the protective cover of darkness and terrain masking.
Additionally, the MV-22 will have only 25 percent of the
acoustic emission and 50 percent of the infrared (IR)
signature of present day rotorcraft. (12) Threat warning and
countermeasure systems will further reduce the possibility of
being hit by hostile fire.
Furthermore, if the V-22 is hit, the ballistic tolerance
built into the aircraft will assist in keeping it airborne.
If a crash is unavoidable, built-in crashworthy design
features will help ensure that passengers and crew sustain
minimal injuries. The engines, rotors, and transmissions will
not come through the cabin or cockpit (like conventional
helicopters), since they are mounted on the wing and designed
to break clear of the fuselage. In addition, an anti-plowing
nose structure, energy absorbing landing gear and troop seats,
and integrity of occupied areas designed to withstand crash
loads contribute to the aircraft's crashworthiness. Further,
a crashworthy fuel system with self-sealing tanks and self-
inerting nitrogen gas decrease the possibility of fire should
the aircraft crash. (11:7) These features combined with
increased range and speed significantly increase V-22
survivability, which is essential to mission diversity and
capability.
Much has also been done to ensure that the V-22 is a
reliable aircraft. Design considerations and equipment which
contribute to this reliability are triply redundant flight
controls, composite airframe structure, dual hydraulics with a
third system backup, redundant mission computers, redundant
electrical power systems, and state-of-the-art avionics. All
the major electrical, avionics, and mechanical components will
undergo over 2000 hours of reliability testing.
Given all the ways the V-22 provides multi-mission
flexibility, coupled with its long-range self-deployment
capabilities and excellent survivability, could make it a
valuable asset to a wide range of contingencies throughout the
world today and tomorrow. However, due to political
roadblocks, the future of the V-22 is still cloudy.
Two years ago, pressed to offer up billions of dollars in
defense budget cuts, the Secretary of Defense canceled the V-
22 program, acting primarily on the advice of his Director of
Program Analysis and Evaluation, who recommended that the
Marines substitute a 950 aircraft mix of CH-53Es and UH-60s
for the 552 V-22s. (6:1) Cancellation of the program leaves
the Marine Corps without a comparable medium lift replacement
for the aging CH-46 helicopter, which is approximately 30
years old and deteriorating rapidly. Numerous cost and
operational effectiveness comparison studies have been
conducted before deciding to develop and procure the V-22.
These studies assessed the capabilities of the V-22 and
various helicopter alternatives and mixes to fulfill the
military requirement. When comparing 20 year life cycle costs
to provide an equivalent lift, a force of conventional
helicopters (to include CH-53s and UH-60s) would not be nearly
as cost effective as the V-22. In fact, each study showed
that all of the alternative helicopter forces would require
more aircraft and personnel. Even in a worst case scenario
with the program being canceled, it would take at least two
years before any alternative replacement such as the CH-
53/UH-60 or a new CH-46 replacement would be delivered to the
military. (16)
Support for the V-22 continues to grow in Congress. This
support is due in large part to the almost unlimited potential
for commercial V-22 applications. Congestion and traffic flow
problems in virtually every metropolitan area might well be
eased by use of the V-22. The military and commercial
advantages of the V-22, along with intense lobbying by the
contractors, gives the program an increased probability for
continuation. Congress approved continued research and
development (R&D) funding in fiscal year (FY) 1989 and FY 1990
despite the Secretary of Defense's decision to cancel the
program. Moreover, in FY 1991 Congress appropriated $238
million for further R&D, $165 million for long-lead pro-
duction, and released the deferred $200 million appropriated
in FY 1990 for long-lead production. (5:1) In spite of the
strong support demonstrated by Congress for the V-22, the
budget just submitted by the office of the Secretary of
Defense requested no funds for the program in FY 1992. It
recommended that the $165 million appropriated for long-lead
production in 1991 be transferred to R&D for FY 1992 and the
$200 million appropriated in FY 1989 be put on a rescission
list. (3:2)
Unfortunately, even though Congressional support continues
and R&D funding is still in place to continue FSD testing, it
will ultimately be DOD, not legislators, that decides the fate
of the V-22 program. This fact and the budget constraints do
not bode well for the program.
Before deciding on the future of the V-22 program, the
value of its technology, proven over many years of test and
evaluation by government and industry, should be carefully
considered. The V-22 tilt-rotor concept provides a tremendous
capability for the civilian and commercial sector, not just
the military. Morever, all studies have shown that its range,
speed, self-deployability, and survivability make it
operationally superior to an alternative helicopter force with
equal costs or equal lift. At present over $2.0 billion and
35 years of effort have been expended on the tilt-rotor. The
V-22 is crucial to the Marine Corps' over-the-horizon,
amphibious assault mission -- providing for vertical
envelopement from over-the-horizon distances which will
increase amphibious ship protection and enemy surprise well
into the next century.
BIBLIOGRAPHY
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Aviation News, March-April 1989, pp 20-23.
2. Becker, C. L., Maj, USMC. "V-22: The Testing Begins." V-22
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Philadelphia: Bell Boeing Team, March 1, 1991.
4. Bell-Boeing Team. "Osprey Fax," Issue no. 32. Philadel-
phia: December 20, 1990.
5. Bell-Boeing Team. "Osprey Fax," Issue no 30. Philadelphia:
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pp 52-53.
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Col Harold W. Blot, USMC, Program Manager for the
V-22 Osprey. Amphibious Warfare Review, Fall/Winter
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14. Sherwell, R. H., LtCol, USMC, " The V-22 Osprey: A New Way
to Fly." Amphibious Warfare Review, Fall/Winter 1986,
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Flight to a New Dimension. Amphibious Warfare
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