V-22 Osprey (wallpaper 4)

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V-22 Osprey (wallpaper 4)
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The V-22's development process has been long and controversial, partly due to its large cost increases. The V-22's development budget was first planned for $2.5 billion in 1986, then increased to a projected $30 billion in 1988. As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program. The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable. Three officers were later implicated in the falsification scandal.
V-22 Osprey (wallpaper 4)
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The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says there is an alternative, "We can turn it into a plane and glide it down, just like a C-130". A complete loss of power would require the failure of both engines, as one engine can power both proprotors via interconnected drive shafts. While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters based on flight testing. But a GAO report stated the V-22 to be "less forgiving than conventional helicopters" during this phenomenon. In addition, several test flights to explore the V-22's VRS characteristics in greater detail were canceled. The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions
V-22 Osprey (wallpaper 4)
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V-22 Osprey (wallpaper 3)

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The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode, and on 14 September 1989 as a fixed-wing plane. The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990. The fourth and fifth prototypes crashed in 1991–92. From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the V-22B model. V-22 flights resumed in June 1993 after safety improvements were incorporated in the prototypes. Bell Boeing was awarded a contract for the engineering manufacturing development (EMD) phase in June 1994.
V-22 Osprey (wallpaper 3)
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The prototypes also received changes to better match the B-model configuration. Flight testing at the stage focused on expanding the flight envelope, measuring flight loads, and supporting the EMD redesign. This and further flight testing with the early V-22s continued into 1997. Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. Testing fell behind schedule. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999. During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer
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V-22 Osprey (wallpaper 2)

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V-22 Osprey (wallpaper 2)
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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 deal with the project workload. Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls. The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV). Full-scale development of the V-22 tilt-rotor aircraft began in 1986. On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy. At this point all four U.S. military services had acquisition plans for V-22 versions.
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The first V-22 was rolled out with significant media attention in May 1988. The project suffered several blows. That year, the Army left the program, citing a need to focus its budget on more immediate aviation programs. The project faced opposition in the Senate in 1989, surviving two votes that both could have resulted in cancellation. Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey. When the V-22's projected development budget greatly increased in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding from 1989 to 1992. He was eventually overruled by Congress, which provided unrequested funding for the program. Multiple studies of alternative aircraft found the V-22 provided more capability and combat effectiveness with similar operating costs as the alternatives. The Clinton Administration was supportive of the V-22 and helped the program attain funding.
V-22 Osprey (wallpaper 2)
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V-22 Osprey

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V-22 Osprey (wallpaper 1)
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The Bell-Boeing V-22 Osprey is an American multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. 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 originated from the United States Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. The team of Bell Helicopter, and Boeing Helicopters was awarded a development contract in 1983 for the tiltrotor aircraft. The Bell Boeing team jointly produce the aircraft. The V-22 first flew in 1989, and began flight testing and design alterations; the complexity and difficulties of being the first tiltrotor intended for military service in the world led to many years of development. The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007; it is supplementing and will eventually replace their CH-46 Sea Knights.
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The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan. The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need 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." The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. The U.S. Navy/Marine Corps was given the lead in 1983. The JVX combined requirements from the Marine Corps, Air Force, Army and Navy. A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.
V-22 Osprey (wallpaper 1)
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