(Bell-Boeing) V-22 Osprey @·AIRCRAFTUBE

  • Bell-Boeing CV-22 Osprey Bell-Boeing CV-22 Osprey
    Bell-Boeing CV-22 Osprey
  • Bell-Boeing CV-22 USAF Bell-Boeing CV-22 USAF
    Bell-Boeing CV-22 USAF
  • Bell-Boeing MV-22 Bell-Boeing MV-22
    Bell-Boeing MV-22
  • MV-22 - 7th Marine Division MV-22 - 7th Marine Division
    MV-22 - 7th Marine Division
  • Bell-Boeing V-22 Bell-Boeing V-22
    Bell-Boeing V-22
  • Bell-Boeing MV-22 Bell-Boeing MV-22
    Bell-Boeing MV-22
  • Bell-Boeing MV-22 Bell-Boeing MV-22
    Bell-Boeing MV-22
  • Bell-Boeing MV-22 Bell-Boeing MV-22
    Bell-Boeing MV-22
  • MV-22 - USNS Robert Peary MV-22 - USNS Robert Peary
    MV-22 - USNS Robert Peary
  • MV-22 - Marine Medium Tiltrotor Sqd MV-22 - Marine Medium Tiltrotor Sqd
    MV-22 - Marine Medium Tiltrotor Sqd
  • Bell-Boeing MV-22B Bell-Boeing MV-22B
    Bell-Boeing MV-22B
  • Bell-Boeing MV-22B - US Marines Bell-Boeing MV-22B - US Marines
    Bell-Boeing MV-22B - US Marines
  • Bell-Boeing V-22 Osprey Bell-Boeing V-22 Osprey
    Bell-Boeing V-22 Osprey
  • Bell-Boeing V-22 Osprey Bell-Boeing V-22 Osprey
    Bell-Boeing V-22 Osprey
  • Osprey - US Navy Osprey - US Navy
    Osprey - US Navy
  • Osprey - USMC Osprey - USMC
    Osprey - USMC
  • Osprey Marine Corps Osprey Marine Corps
    Osprey Marine Corps
  • V-22 Osprey - VMM-162 - Iraq 2008 V-22 Osprey - VMM-162 - Iraq 2008
    V-22 Osprey - VMM-162 - Iraq 2008
  • V-22 Osprey V-22 Osprey
    V-22 Osprey
  • Bell-Boeing V-22 Bell-Boeing V-22
    Bell-Boeing V-22
  • Bell-Boeing V-22 Osprey Bell-Boeing V-22 Osprey
    Bell-Boeing V-22 Osprey
  • V-22 Osprey V-22 Osprey
    V-22 Osprey
  • V-22 Osprey V-22 Osprey
    V-22 Osprey
  • V-22 Osprey - US_Navy V-22 Osprey - US_Navy
    V-22 Osprey - US_Navy
  • V-22 Osprey V-22 Osprey
    V-22 Osprey

Bell Boeing V-22 Osprey

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 Boeing Vertol CH-46 Sea Knights. 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 in both combat and rescue operations over Iraq, Afghanistan, Sudan and Libya.

Early development

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 defining mission of the Marine Corps has been to perform an amphibious landing, and they were particularly interested in the JVX program. They realized that a concentrated strike force was vulnerable to a single nuclear weapon, airborne solutions with good speed and range allowed for significant dispersal; and their CH-46s were wearing out; without replacement, the threat of a merger between the Marine Corps and the Army lingered, similar to President Truman's proposal following World War II.

The U.S. Navy and Marine Corps were given the lead in 1983. The JVX combined requirements from the U.S. 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 an 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.

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 U.S. Air Force variant received CV-22; this was reversed from normal procedure to prevent Marine Corps 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 U.S. Navy. At this point, all four U.S. military services had acquisition plans for V-22 versions.

The first V-22 was rolled out with significant media attention in May 1988. The project suffered several blows. That year, the U.S. 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 U.S. Navy not to spend more money on the Osprey. When the V-22's projected development budget greatly increased in 1988, Defense Secretary Dick Cheney tried to remove funding from 1989 to 1992 in an effort to cancel it. 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.

Flight testing and design changes

The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode, and on 14 September 1989 in fixed-wing mode. The third and fourth prototypes successfully completed the Osprey's first sea trials on USS Wasp in December 1990. The fourth and fifth prototypes crashed in 1991–92. From October 1992-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. 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 USS Saipan in January 1999. During external load testing in April 1999, Boeing used a V-22 to lift and transport the light-weight M777 howitzer.

In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun. The gun was to provide defensive firepower in high threat environments. The nose gun project was canceled, leading to criticism by retired USMC Commandant James L. Jones, who was not satisfied with the V-22 armament. A remote-controlled, belly-mounted, Minigun turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.

In 2000, there were two further fatal crashes, killing a total of 19 marines, and the aircraft was again grounded while the cause of these crashes was investigated and various parts were redesigned. The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.

Controversy

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 had 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's production costs are considerably greater than for helicopters with equivalent capability—specifically, 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".
—Michael E. O'Hanlon, 2002.

The V-22 squadron's former commander at Marine Corps Air Station New River, Lieutenant 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 aircraft appear more reliable. Three officers were later implicated in the falsification scandal.

Although technically capable of autorotation if both engines fail in helicopter mode, performance is very poor and it is very difficult to make a safe landing. 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 that the V-22 is "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.

With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate. The Marine Corps responded by arguing that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.

Changes have been made to the Osprey hardware, software, and procedures in response to hydraulic fires in the nacelles, vortex ring state control issues, and opposed landings.

Recent developments

On 28 September 2005, the Pentagon formally approved full-rate production for the V-22. The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the U.S. Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs. The V-22 had an incremental flyaway cost of $67 million per aircraft in 2008, but the U.S. Navy hopes to shave about $10 million off that cost after a five-year production contract in 2013.

On 15 April 2010, the Naval Air Systems Command awarded Bell Boeing a $42.1 million contract to design an integrated processor in response to avionics obsolescence and add new network capabilities. By 2014, Raytheon will provide an avionics upgrade that includes Situational awareness and Blue Force Tracking. In late 2009, a contract for Block C upgrades upon the V-22 was awarded to Bell Boeing . In February 2012, the Marine Corps received the first Block C Ospreys; these aircraft feature a new radar, along with additional mission management and electronic warfare equipment.

U.S. Naval Air Systems Command is working on software upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance. Implementation of these upgrades began in September 2011 and proved largely effective.

Between 2008 and 2011, the estimated lifetime cost for maintaining the V-22 fleet grew by 61 percent, mostly from increased maintenance and support costs. By 2010, air readiness rates rose 28 percent, while maintenance costs per flight hour decreased 19 percent. In early 2013, the U.S. was reportedly hoping to sell up to 100 Ospreys internationally; perspective foreign operators then included Israel, the United Arab Emirates, and Japan. It has been suggested that training exercises may be performed from French Navy Mistral-class amphibious assault ships to demonstrate its capabilities and operational compatibility with similar vessels.

By 2012, the USMC reported fleet wide readiness rate had risen to 68 percent. However, the DOD's Inspector General later found 167 of 200 reports had "improperly recorded" information. Captain Richard Ulsh blamed these errors on incompetence and said that they were "not malicious" or deliberate.

In 2013, the USMC leveraged the unique abilities of the V-22 Osprey to form an intercontinental response force, the Special Purpose Marine Air-Ground Task Force for Crisis Response.

Design Overview

The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration. 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 turboprop aircraft. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. Other orientations are possible, such as the "80 Jump" takeoff which uses nacelles at 80° to quickly achieve high altitude and speed.

Composite materials make up 43% of the V-22's airframe. The proprotors blades also use composites. For compact storage and transport, partly on Marine launch ships, the V-22's rotors fold in 90 seconds and its wing rotates to align, front-to-back, with the fuselage. Due to the requirement of folding the rotors, their 38 feet diameter is 5 feet less than optimal for vertical takeoff, resulting in high disk loading. Most Osprey missions use fixed wing flight 75% or more of the time, reducing wear and tear on the aircraft and reducing operational costs. This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications for improved command and control.

Propulsion

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. However, if a proprotor gearbox fails that proprotor cannot be feathered, and both engines must be stopped before an emergency landing. The aircraft's autorotation characteristics are poor partly because the rotors have low inertia.

The V-22 has a maximum rotor downwash speed above 80 knots, more than the 64 knots lower limit of a hurricane. The rotorwash usually prevents usage of the starboard door in hover, instead the rear ramp is used for rappelling and hoisting. Boeing has stated the V-22 design loses 10% of its vertical lift over a tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the tiltrotor design has better short takeoff and landing performance.

In September 2013, Rolls-Royce announced it had increased the AE 1107C engine's power by 17% via the adoption of a new Block 3 turbine, an increase in fuel valve flow capacity, and accompanying software updates. The upgrade should increase the aircraft's reliability in high-altitude, high-heat conditions; maximum payload limitations are boosted from 6,000 ft to 8,000 ft. A Block 4 upgrade is reportedly being examined, which may increase power by up to 26%, producing close to 10,000 hp, and improve fuel consumption.

Avionics

The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs, compatible with night-vision goggles) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery (from the Turreted Forward Looking Infra-Red System) primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully coupled (autopilot) functions that take the aircraft from forward flight into a 50 ft (15 m) hover with no pilot interaction other than programming the system. The glass cockpit of the canceled CH-46X was derived from the V-22. The fuselage is not pressurized, and personnel must wear on-board oxygen masks above 10,000 feet.

The V-22 has triple-redundant fly-by-wire flight control systems. With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with 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 the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces. The nacelles can rotate past vertical to 97.5° for rearward flight. The aircraft also has computerized damage control that automatically isolates damaged elements. The controls so automate and simplify aspects of the V-22's flight that without wind it can hover with no hands on the controls; according to some who have flown the aircraft, former fixed-wing pilots may be preferable because they, unlike those with helicopter experience, are not trained to constantly adjust the controls while hovering.

Armament

The Osprey can be armed with one 7.62x51mm NATO (.308 in caliber) M240 machine gun or .50 in caliber (12.7 mm) M2 machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A .50 in GAU-19 three-barrel Gatling gun mounted below the V-22's nose was studied for future upgrade. BAE Systems developed a belly-mounted, remotely operated gun turret system for the V-22, named the Interim Defense Weapon System. This system is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery. The belly gun system was installed on half of the first V-22s deployed to Afghanistan in 2009, but found limited use due to its 800 lb (360 kg) weight and restrictive rules of engagement.

As of June 2012, 32 Interim Defense Weapon Systems were available to the Marine Corps. The system has not been fired in combat as V-22s have been routinely escorted by helicopter gunships and close air support aircraft, allowing them to focus on their transport role; squadrons also often flew without the belly gun, as the added weight reduced its cargo-carrying capacity. The Osprey's speed means it can outrun supporting conventional helicopters, requiring a self-defense capability on long-range missions and operate independently. The infrared gun camera has proven valuable for reconnaissance and surveillance. Other weapons are being studied to provide an all-quadrant defensive weapon system, including nose guns, door guns, and nonlethal countermeasures to work with the current ramp-mounted machine gun and the IDWS.

Refueling capability

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 off Wasp-class amphibious assault ships would increase the striking power of Marine F-35Bs, as they would not rely on refueling assets that could only be based on full-sized Nimitz-class aircraft carriers or from land bases. The roll-on/roll-off kit can also be applicable to intelligence, surveillance, and reconnaissance functions. Boeing has funded a non-functional demonstration on a VMX-22 aircraft. On 29 August 2013, proximity tests were conducted between a MV-22 and an F/A-18 Hornet.

The high-speed version of the hose/drogue refueling system is designed to be deployed at 185 kn (213 mph; 343 km/h) and function at up to 250 kn (460 km/h; 290 mph). Onboard tanks and a roll-on/roll-off bladder can contain up to 12,000 lb (5,400 kg) of fuel. The operator must open the ramp to extend the refueling hose, then raise the ramp back up once it is extended, with the top ramp door left open. The Osprey could refuel rotary-wing aircraft, but it would require a separate drogue used specifically by helicopters and a partially converted nacelle. Bell and Boeing are hoping for funding for additional testing to include contact between the refueler and receiver and eventually the passage of fuel between the two aircraft.

Operational history

U.S. Marine Corps

Since March 2000, Marine Corps crew training on the Osprey has been conducted by VMMT-204. On 3 June 2005, Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263) stood down to begin transitioning to the MV-22. On 8 December 2005, Lieutenant General James Amos, commander of II Marine Expeditionary Force, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.

The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007. The Osprey has been replacing the CH-46 Sea Knight since 2007, the Sea Knight will be retired by 2019. On 10 July 2007, an MV-22 landed aboard the Royal Navy aircraft carrier HMS Illustrious, the first time a V-22 had landed on a non-U.S. vessel.

On 13 April 2007, the Marine Corps announced the first combat deployment of the V-22 at Al Asad Airbase, Iraq. On 17 September 2007, 10 MV-22Bs of VMM-263 left for Iraq aboard USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the Wasp's availability.

On arrival, they were used in Iraq's western Anbar province for cargo and troop movements, as well as riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to visit troops around Iraq on Christmas Day 2007. Then-presidential candidate Barack Obama also flew in Ospreys during his 2008 tour of Iraq. The only major problem was obtaining spare parts for the aircraft. The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008. General George J. Trautman, III praised the V-22's increased speed and range over legacy helicopters, stating that "it turned his battle space from the size of Texas into the size of Rhode Island." By 2009, Ospreys had been fired upon several times by Man-portable air-defense systems and small arms, none had been lost to enemy fire.

Heat from the V-22's engines can potentially damage the flight deck on some amphibious ships of the U.S. Navy. Naval Air Systems Command devised a temporary fix of portable heat shields placed under the engines, and determined that a long-term solution would require redesigning the decks with heat resistant coating, passive thermal barriers, and changes in ship structure, similar changes are required for F-35B operations. In 2009, DARPA requested solutions for installing robust flight deck cooling.

A Government Accountability Office study reported that by January 2009, 12 MV-22s were operating in Iraq and they completed all assigned missions; mission capable rates averaged 57% to 68%, and an overall full mission capable rate of 6%. The report also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and transport capability. The study concluded that "...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 it is replacing." Naval Air Systems Command hopes to reach an 85% reliability rate by 2018.

The MV-22 deployed to Afghanistan in November 2009 with VMM-261, and saw its first offensive combat mission, Operation Cobra's Anger, on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt Taliban communication and supply lines. On 18 February 2011, Marine Commandant General James Amos indicated MV-22s deployed to Afghanistan had surpassed 100,000 flight hours and were noted as "the safest airplane, or close to the safest airplane” in the Marine Corps inventory. The average V-22 mishap rate per flight hour over the past 10 years was approximately half of the accident rate for the USMC aircraft fleet; the V-22's accident rate was the lowest of any Marine rotorcraft. Wired Magazine reported that the safety record was achieved by excluding V-22 ground incidents; the Marines responded that MV-22 reporting is done by the same standards as all other aircraft in the Department of the Navy.

In January 2010, the MV-22 was sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there, the type's first humanitarian mission. In March 2011, two MV-22s from Kearsarge participated in a mission to rescue a downed USAF F-15E crew member during Operation Odyssey Dawn. 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 a MV-22 to the aircraft carrier Carl Vinson in the Northern Arabian Sea, prior to his buried at sea.

The USMC stated that the cost per flight hour had fallen from $12,000 to $8,300 in January 2012, averaging $10,000. The required mission capable rate was 82%, but the average was 53% from June 2007 to May 2010. As of 2013, the V-22 has reached almost 140,000 hours of operational flying; the US Marines having flown approximately 100,000 hours.

MV-22s began supporting the Marine One presidential transport squadron in 2013 due to the urgent need for CH-53Es in Afghanistan. These MV-22s received additional upgrades for communications and passenger comfort. On 11 August 2013, two MV-22 Ospreys from Marine Helicopter Squadron One made their presidential debut ferrying Secret Service agents, White House staff, and members of the media from CGAS Cape Cod to Martha's Vineyard during the President's vacation. In May 2010, Boeing announced that it would submit the V-22 for the VXX presidential transport replacement.

Several Japanese politicans and Okinawa residents had opposed a planned V-22 deployment in Japan following the 2012 accidents; the deployment proceeded in July 2012. On 14 June 2013, an MV-22 landed on the JDS Hyūga during an amphibious training mission off the coast of California, the first time a V-22 had landed on a Japan Maritime Self-Defense Force vessel.

On 12 June 2013, the U.S. DoD awarded a $4.9 billion contract to Bell and Boeing for 99 V-22s in production Lots 17 and 18, including 92 MV-22s for the Marine Corps. Work is expected to be completed in September 2019. A provision gives NAVAIR the option to order 23 more Ospreys. The contract awarded in June 2013, a contract awarded in December 2012, and other ancillary contracts total $6.5 billion for the 99-Osprey order.

From 2–5 August 2013, two MV-22 Ospreys completed the longest distance Osprey tanking mission to date. The aircraft flew from Marine Corps Air Station Futenma in Okinawa to Townsville, Australia. Two KC-130J refueling aircraft supported the Ospreys. After leaving Okinawa, the Ospreys flew to Clark Air Base in the Philippines on 2 August, then to Darwin, Australia on 3 August, and reached Townsville on 4 August. The two aircraft rendezvoused with Bonhomme Richard on 5 August and remained there while the two KC-130s returned to base.

In late 2013, following Typhoon Haiyan, parts of the 3rd Marine Expeditionary Brigade were deployed to the Philippines for disaster relief operations, including a total of 12 MV-22s. The tiltrotor's capabilities were described as "uniquely relevant", being able to fly faster and with greater payload, crucial for disaster relief, they were able to move essential supplies into remote sites throughout the island archipelago.

In January 2014, a MV-22 successfully landed aboard the French ship Dixmude (L9015), a Mistral-class amphibious assault ship, supporting the use of the Mistral-class to operate Ospreys as part of American Expeditionary Strike Groups.

U.S. Air Force

The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use. On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.

The Air Force first used the Osprey on a non-training mission to perform search and rescue from Kirtland Air Force Base on 4 October 2007.

The U.S. Air Force's first operational deployment of the Osprey 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. AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six CV-22s in service.

In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles. In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.

In August 2012, the USAF found that "CV-22 wake modeling is inadequate for a trailing aircraft to make accurate estimations of safe separation from the preceding aircraft."

As part of a contract awarded on 12 June 2013 to Bell and Boeing for 99 V-22s, including 7 CV-22s for the Air Force Special Operations Command. Work is expected to be completed in September 2019.

On 21 December 2013, three CV-22s came under small arms fire while on a mission to evacuate American civilians in South Sudan during the 2013 South Sudanese political crisis. The three aircraft were damaged and four Americans were wounded, the mission was aborted and the aircraft flew 500 miles to Entebbe, Uganda. The U.S. referred to the attackers as "unknown forces"; South Sudanese officials have stated that the gunmen were rebels.

Potential operators

The Marine Corps has identified at least 15 possible candidates for sale of the V-22. Most are countries in the Middle Eastern and Pacific region. Although foreign nations are expected to only buy a handful of aircraft, they could account for up to 100 sales over 10 years.

U.S. Navy

The United States Navy could potentially employ the V-22 in search and rescue, transport and anti-submarine warfare roles. The V-22 program has included 48 HV-22s for the navy, but none have been ordered. One proposal is to replace the C-2 Greyhound with the V-22 for Carrier Onboard Delivery duties. One specific advantage of the V-22 in this role would be able to support non-carriers, delivering supplies and people between ships beyond helicopter range.

V-22 proponents have said that it is capable of similar speed, payload capacity and lift performance as the C-2, the V-22 can also carry greater payloads over short ranges; up to 20,000 lb, and can also carry suspended external loads. The C-2 can only land on carriers, requiring further distribution to smaller vessels via helicopters; the Osprey is already certified for operating upon amphibious ships, aircraft carriers, and logistics ships; certification on hospital and small combatant ships has not yet been achieved. The V-22 could also take the roles of some helicopters, with a 600 lb hoist fitted to the ramp and a cabin configuration for 12 non-ambulatory patients and five seats for medical attendants.

A MV-22 Osprey landed and refueled onboard Nimitz as part of an evaluation for COD in October 2012. COD cargo handling trials were to start 19 April 2013 on Harry S. Truman.

Bell and Boeing are pitching the Osprey to the Navy as more than a transport, but a platform for various missions, including hosting communications hardware or electronic-attack systems. Successful trials as an aerial refueling aircraft are hoped to persuade the Navy by filling a capability gap in tactical aerial refueling; this role is currently handled by Marine Lockheed Martin KC-130s, Air Force McDonnell Douglas KC-10 Extenders, and select Boeing KC-135 Stratotankers with a hose-and-drogue delivery system.

Israel

Israel showed an early interest in the V-22. Reports in late 2009 stated that Israel favored the Sikorsky CH-53K. In 2011, Israel expressed a new interest in the V-22 to support special operations and in search & rescue operations. In 2013, Israel was reportedly interested in a possible lease of six to eight aircraft for special operations missions; the type is not to act as a replacement for existing rotorcraft.

On 22 April 2013, Defense Secretary Chuck Hagel finalized an arms agreement to sell the V-22 to the Israel Air Force, along with tanker aircraft, radars, and anti-radiation missiles. The Israeli aircraft are to be moved to the front of the production queue, jumping ahead of some USMC deliveries. They are possibly expected to arrive as early as 2015. These aircraft are to be optimized for special operations and rescue missions. Israel is interested in doubling the purchase from six MV-22B Ospreys to 12 aircraft. The initial order of six aircraft could cost up to $1.13 billion including additional equipment and support.

Japan

The Japanese Defense Ministry studied the possibility of buying V-22s for the Japan Self-Defense Forces. The Osprey exceeds current Japanese helicopters in terms of range, speed, and payload. In 2012, former Defense Minister Satoshi Morimoto ordered ministry officials to seek expenses on research and studies of the Osprey. The ministry expects deployments to the Nansei Islands and the Senkaku Islands; the type is also likely be used in cooperation with U.S. forces. Japan is considering plans to have V-22s in service in a maritime role by as early as 2015. Pending approval from the Cabinet, Japan plans to buy 17 V-22 Ospreys. A five-year defense program outline calls for deliveries from FY 2014 to FY 2019. The budget plan to buy the Ospreys was approved on 24 December 2013.

United Arab Emirates

In May 2012, it was reported that the United Arab Emirates was in the final negotiation stages to purchase several V-22s. The UAE intends to use the Osprey to support special forces, possible use includes in territorial island disputes with Iran in the Strait of Hormuz. Both UAE and the Pentagon seek a $58 million unit cost.

Variants

  • V-22A : Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after the 1993 redesign.
  • CV-22B : U.S. Air Force variant for the U.S. Special Operations Command (USSOCOM). 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, and AN/AAQ-24 Nemesis Directional Infrared Counter Measures. The fuel capacity is increased by 588 gallons (2,230 L) with two inboard wing tanks; three auxiliary tanks (200 or 430 gal) can also be added in the cabin. The CV-22 replaced the MH-53 Pave Low.
  • 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; replacing the Marine Corps' CH-46E and CH-53D fleets. The aircraft has received the latest modifications in the Block C upgrade.
  • EV-22 : Proposed airborne early warning and control variant. The Royal Navy studied this AEW variant as a replacement for its current fleet of carrier-based Sea King ASaC.7 helicopters.
  • 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. Naval Air Systems Command's 2011/2012 V-22 Osprey Guidebook lists the HV-22 for the U.S. Navy with the USAF and USMC variants.
  • SV-22 : The proposed anti-submarine warfare variant. The U.S. Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.

Operators

  • Israeli Air Force (6 on order)
  • Japan Self-Defense Forces (17 on order)
  • United States Air Force
  • United States Marine Corps

Notable accidents

The V-22 Osprey has had seven hull-loss accidents with a total of 36 fatalities. During testing from 1991-2000, there were four crashes resulting in 30 fatalities. Since becoming operational in 2007, the V-22 has had three crashes resulting in six fatalities, and several minor incidents. The aircraft's accident history has generated some controversy over its perceived safety.

  • June 1991 : A miswired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire on 11 June 1991. The pilot, Grady Wilson, suspected that he may have accidentally set the throttle lever the opposite direction to that intended, exacerbating the crash if not causing it.
  • July 1992 : On 20 July 1992, pre-production V-22 #4's right engine failed and caused the aircraft to drop into the Potomac River by Marine Corps Base Quantico with an audience of congressmen and other government officials. Flammable liquids collected in the right nacelle and led to an engine fire and subsequent failure. All seven on board were killed and the V-22 fleet was grounded for 11 months following the accident. A titanium firewall now protects the composite propshaft.
  • April 2000 : A V-22 loaded with Marines, to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona on 8 April 2000. It descended faster than normal (over 2,000 ft/min or 610 m/min) from an unusually high altitude with a forward speed of under 45 miles per hour (72 km/h) when it suddenly stalled its right rotor at 245 feet (75 m), rolled over, crashed, and exploded, killing all nineteen on board.
    The cause was determined to be vortex ring state (VRS), a fundamental limitation on vertical descent which is common to helicopters. At the time of the mishap, the V-22's flight operations rules restricted the Osprey to a descent rate of 800 feet per minute (4.1 m/s) at airspeeds below 40 knots (74 km/h) (restrictions typical of helicopters); the crew of the V-22 in question exceeded this operating restriction with a rate more than 100% greater. Another factor that may have triggered VRS was their operating in close proximity, which is believed to be a risk factor for VRS in helicopters. Subsequent testing has shown that the V-22, and the tiltrotor in general, is less susceptible to VRS, the conditions are easily recognized by the pilots; recovery from VRS requires a more natural action by the pilot than recovery in helicopters, the altitude loss is significantly less than for helicopters, and, with sufficient altitude (2,000 ft or 610 m or more), VRS recovery is relatively easy.
    As a result of testing, the V-22 will have a descent envelope as large as or larger than most helicopters, further enhancing its ability to enter and depart hostile landing zones quickly and safely. The project team also dealt with the problem by adding a simultaneous warning light and voice that says "Sink Rate" when the V-22 approaches half of the VRS-vulnerable descent rate.
  • December 2000 : On 11 December 2000, a V-22 had a flight control error and crashed near Jacksonville, North Carolina, killing all four aboard. A vibration-induced chafing from an adjacent wiring bundle caused a leak in the hydraulic line which fed the primary side of the swashplate actuators to the right side rotor blade controls. The leak caused a Primary Flight Control System (PFCS) alert. A previously undiscovered error in the aircraft's control software caused it to decelerate in response to each of the pilot's eight attempts to reset the software as a result of the PFCS alert. The uncontrollable aircraft fell 1,600 feet (490 m) and crashed in a forest. The wiring harnesses and hydraulic line routing in the nacelles were subsequently modified. This caused the Marine Corps to ground its fleet of eight V-22s, the second grounding in 2000.
  • April 2010 : On 8 April 2010, a USAF CV-22 crashed in southern Afghanistan. Three US service members and one civilian were killed and 16 injured in the crash. It was initially unclear if the accident was the result of enemy fire. The loaded CV-22B was at its hovering capability limit, landing at night near Qalat (altitude approx. 5,000 feet) in brownout conditions, in turbulence due to the location in a gully. The USAF investigation ruled out brownout conditions, enemy fire, and vortex ring state as causes. The investigation found several factors that significantly contributed to the crash; these include low visibility, a poorly executed approach, loss of situational awareness, and a high descent rate.
    Brig. Gen. Donald Harvel, board president of the first investigation into the crash, fingered the "unidentified contrails" during the last 17 seconds of flight as indications of engine troubles. Harvel has become a critic of the aircraft since his retirement and states that his retirement was placed on hold for two years in order to silence him from speaking publicly about his concerns about the aircraft's safety. The actual causes of the crash may never be known because US military aircraft destroyed the wreckage and black box recorder. Former USAF chief V-22 systems engineer Eric Braganca stated that the V-22's engines normally emit puffs of smoke and the data recorders showed that the engines were operating normally at that time.
  • April 2012 : On 11 April 2012, an MV-22 from the VMM-261 on USS Iwo Jima (LHD-7) crashed near Tan Tan and Agadir, Morocco, during a joint training exercise, named "African Lion". Two Marines were killed and two others were seriously injured, and the aircraft was lost. U.S. investigators found no mechanical flaw with the aircraft, and human error was determined to be the cause.
  • June 2012 : On 13 June 2012, a USAF CV-22 crashed at Eglin Air Force Base in Florida during training. All five aboard were injured; two were released from the hospital shortly after. The aircraft ended upside down and received major damage. The cause of the crash is being investigated. The USAF has restarted formation flight training in response.

— — — = = — — —

This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Bell Boeing V-22 Osprey of Wikipedia ( authors )

Specifications (MV-22B)

    Crew: Four (pilot, copilot and two flight engineers/crew chiefs).
  • Capacity:
    • 24 troops (seated), 32 troops (floor loaded), or.
    • 20,000 lb (9,070 kg) of internal cargo, or up to 15,000 lb (6,800 kg) of external cargo (dual hook).
    • One Growler light internally transportable ground vehicle.
  • Length: 57 ft 4 in (17.5 m).
  • Rotor diameter: 38 ft (11.6 m).
  • Disc area: 2,268 ft² (212 m²).
  • Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²).
  • Wingspan: 45 ft 10 in (14 m).
  • Width with rotors: 84 ft 7 in (25.8 m).
  • Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins).
  • Wing area: 301.4 ft² (28 m²).
  • Empty weight: 33,140 lb (15,032 kg).
  • Loaded weight: 47,500 lb (21,500 kg).
  • Max. takeoff weight: 60,500 lb (27,400 kg).
  • Maximum speed: 275 kn (509 km/h, 316 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m).
  • Cruise speed: 241 kn (277 mph, 446 km/h) at sea level.
  • Stall speed: 110 kn (126 mph) in airplane mode.
  • Range: 879 nmi (1,011 mi, 1,627 km).
  • Combat radius: 390 nmi (426 mi, 722 km).
  • Ferry range: 1,940 nmi (2,230 mi, 3,590 km) with auxiliary internal fuel tanks.
  • Service ceiling: 25,000 ft (7,620 m).
  • Rate of climb: 2,320 – 4,000[52] ft/min (11.8 m/s).
  • Glide ratio: 4.5:1.
  • Power/mass: 0.259 hp/lb (427 W/kg).
  • Powerplant: Two Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts.
  • Power: 6,150 hp (4,590 kW) each.
  • Armament:
    • One 7.62 mm (0.308 in) M240 machine gun or 0.50 in (12.7 mm) M2 Browning machine gun on ramp, removable.
    • One 7.62 mm (.308 in) GAU-17 minigun, belly-mounted, retractable, video remote control in the Remote Guardian System [optional].

— — — = = — — —

This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Bell Boeing V-22 Osprey of Wikipedia ( authors )
Bell-Boeing V-22 Osprey : Your comments on this subject
Powered by Disqus
Top
Legal Credits FAQ Help Site Map

Terms of use for the services available on this site

By using this Website, Users agree to the following terms of use and rules :

Definitions

  • Webmaster : Head Administrator with all authority over the management and development of the Website.
  • Administrator : Anyone that was given by the Webmaster full or partial access to the Website's structure or with moderation rights on messages posted by Users.
  • User or Visitor : Any person visiting the Website pages.
  • Website : The following provisions apply to a single Website accessible via the www.aircraftube.com, www.aircraftube.org, www.aircraftube.net and www.all-aircraft.com. URL's
  • Service : All free informations and tools contained on the Website.
  • Comments : All text written by users on Blogs and comment pages available on the Website.
  • Media : All media available on or through the Website. One must distinguish the local media (photos, curves, drawings) and the external media (videos) which the Website refers.

    • Purpose of this site

    The purpose of this non-commercial site is purely educational. Reflecting a passion, it is also there to preserve the memory of all those who gave their lives, their health or energy in the name of freedom, aviation safety or simply our passenger comfort.

    Copyright

    Some media may have escaped the vigilance of Administrators with regard to copyrights. If a user reports copyright infringement, he will be asked to prove that he is indeed the rights's owner for the concerned media. If so, his decision on the Administrator's next action will be respected: A total suppression of the Media on the Website, or the addition of some owner's reference. The publication of a media on the internet normally having as a goal to make it visible to many people, the Administrators expect in any case that the second option will be most often chosen.

    Pursuant to the Law on copyright and related rights, the user has the right to download and reproduce information on the Website for personal use and provided that the source is mentionned. They cannot however be used for commercial or advertising purposes.

    Using Blogs and filing comments

  • Moderator : The Administrator reserves the right to prevent the publication of comments that are not directly related to the Service without providing any explanation. Similarly, all insults, out of scope or unethical material will be banned.
  • Identification : Persons wishing to post a comment or use any form of contact are required to provide identification by the means of a valid e-mail address.
  • Responsibilities : Comments are posted on the Website under the unique responsability of their authors and the Administrators may in no case be liable for any statements or claims that the users might have issued.

    • As the comment system is hosted and maintained on servers external to the Website, the Administrators may in no circumstances be held responsible for the use that administrators of these servers or other third parties may have with those comments or filed data.

    Content Liability

    The Administrators carefully check the reliability of the sources used. They cannot, however, guarantee the accuracy of any information contained on the Website, partly because of the multiple sources from which they come.

    JavaScript and cookies - Storing information

    This Website imperatively uses JavaScript and cookies to function properly. Neither of these technologies, or other means shall in no case be used on the Website for the retention or disclosure of personal information about Visitors. Exceptions to this rule will involve storing the Users banned for inappropriate comments they might have given as well as contact information for Users wishing to subscribe to future newsletters.

    When a user accesses the Website, the corresponding servers may automatically collect certain data, such as IP address, date and time of Website access, viewed pages and the type of browser used. This information is kept only for the purpose of measuring the number of visitors to the different sections of the site and make improvements.

    Donations - Advertising

    To continue providing the Service for free, the Webmaster reserves the right to insert advertising or promotional messages on any page of the Site. In the same idea, any donations will only by used to cover the running costs of the site, such as hosting, connection fees, hardware and software necessary for the development and maintenance of the Website.

    Links and other websites

    Administrators shall in no case be liable for the non-availability of websites operated by third parties to which users would access through the Website.

    Administrators assume no liability for any content, advertising, products and/or services available on such third party websites. It is reminded that those sites are governed by their own terms of use.

    Placing a link to third party sites or authorize a third party to include a link on their website refering to this Website does not mean that the Administrators recommend in any way the products or services offered by these websites.

    Modifications

    The Webmaster reserves the right to modify at any time without notification the present terms of use as well as all content or specific functionality that the Website offers.

    The modified terms and conditions immediately apply to the using Visitor when changes come online. Visitors are invited to consult the site regularly on the most current version of the terms and conditions

    Governing Law and Jurisdiction

    These general conditions are governed by Belgian law.

    In case of dispute regarding the interpretation and/or execution of the above terms, the parties agree that the courts of the district of Nivelles, Belgium shall have exclusive jurisdiction power.

    Credits page

    Wikipedia.org

    Wikipedia is a collaboratively edited, multilingual, free Internet encyclopedia.

    Youtube

    YouTube is a video-sharing website on which users can upload, view and share videos.

    Special thanks to all Youtube quality aviation vids providers, specially (Those I forgot, please excuse me or report) :

    Airboyd
    Andys Video
    Aviation videos archives
    Bomberguy
    Classic Aviation TV
    Historical Aviation Film Unit
    Horsemoney
    Jaglavaksoldier
    Joluqa Malta
    Just Planes
    Koksy
    Classic Airliners & Vintage Pop Culture
    Memorial Flight
    Octane130
    Okrajoe
    SDASM archives
    Spottydog4477
    The Aviators TV
    Valentin Izagirre Bengoetxea
    Vexed123
    VonBerlich
    Zenos Warbirds

    Bundesarchiv

    The German Federal Archives or Bundesarchiv are the National Archives of Germany.

    FAQ

    I don't see my comments any more!

    Please note that each page has it's own comment entry. So, if you enter a comment i.e. on the B-747, you will only see it on that related page.

    General comments are accessed via the "BLOG En" button.

    Comments are moderated, so please allow some delay before they appear, specially if you are outside Europe.

    Menus are developing below the page, because they are too long!

    But they remain accessible, for example by scrolling the mouse wheel, or with your finger (on the menu) on a smartphone or tablet.

    I see adds on all videos.

    Use a good free add remover software.

    The site is loading random pages at startup.

    We think it is a good way to bring back the memory of aircraft, persons or events sometimes quite forgotten.

    HELP PAGE

    Why this site?

    Discovery

    This website is dedicated to one's aeronautical passion (which I hope we share) and was realised mainly as an educationnal tool. Knowing that, you'll notice that each new visit brings random topics for the purpose of making new discoveries, some achievements or characters certainly not deserving the oblivion into which they have sometimes fallen.

    By these pages, we also want to pay tribute to all those who gave at one time or another, their lives or health in the name of freedom, aeronautical security or simply our comfort.

    Centralisation

    Internet is full of websites dedicated to aviation, but most are dedicated to subjects or periods that are very limited in space or time. The purpose of this site is to be as general as possible and thus treats all events as well as characters of all stripes and times while putting much emphasis on the most significant achievements.

    The same years saw birth of technologies like photography and cinema, thus permitting illustration of a large part of important aeronautical events from the start. Countless (and sometimes rare) media recently put online by enthousiasts finally give us access to these treasures, but the huge amount of information often makes things a little messy. A centralization effort is obviously most needed at this level.

    All persons who directly or indirectly contributed to the achievement or posting of such documents are here gratefully acknowledged.

    General

    Fluid website

    This site automatically fits the dimensions of your screen, whether you are on a desktop computer, a tablet or a smartphone.

    Bilingual website

    You can change the language by clicking on the flag in the upper left or via "Options" in the central menu. Of course, the videos remain in the language in which they were posted ...

    Browser compatibility

    The site is not optimized, or even designed to run on older browsers or those deliberately deviating from standards. You will most probably encounter display issues with Internet Explorer. In this case, it is strongly recommended installing a modern (and free!) browser that's respecting the standards, like Firefox, Opera, Chrome or Safari.

    Cookies and Javascript

    This site uses cookies and JavaScript to function properly. Please ensure that your browser is configured accordingly. Neither of these technologies, or other means shall in no case be used on the Site for the retention or disclosure of personal information about its Visitors. See the "Legal" page for more on this subject.

    Website layout

    Left menus

    Because of the lack of space on smartphones and small tablets, these menus are hidden. Everything is nevertheless accessible via the main menu option, located between the video and photo sections. This menu is placed there for compatibility reasons with some browsers, which play the videos over the menus.

    "Search" and "Latest" :
    The link "In Titles" restricts the search to the titles of different forms. Use this option if you are looking for a plane, a constructor, a pilot or a particular event that could have been treated as a subject.

    The link "In Stories" will bring you to a search in all texts (the "Story" tab) and will take more time. The search term will appear highlighted in green when opening the corresponding story.

    Would you believe, "Timeline" will show all subjects in chronological order.

    "Random" will reload the entire page with a new random topic.

    The bottom section keeps you abreast of the latest five entries. New topics are added regularly. Don't hesitate to come visit us often : add bookmark.

    Blogs and Comments central section

    Under the photos section comes the comments tabs window :

    You can enter general comments in your own language via one of the two buttons on the left (BLOG EN and BLOG FR). Note that these buttons are accessible regardless of the language to allow some participation in the other language.

    All comments are subject to moderation and will be published only if they comply with the basic rules of decorum, while remaining relevant to the purpose of this site.

    The third tab allows you to enter comments on the shown topic and is bilingual. Personal anecdotes, supplements and other information questions will take place here.

    The "Story" tab shows the explanatory texts. They are most often taken from Wikipedia, a site where we participate regularly.

    The "Data" tab is reserved for list of features and specifications.

    Right menus

    On a smartphone, the lack of space is growing and this menu is moved to the bottom of the page to give priority to videos and pictures.

    The top right icons are links to videos posted by third parties (on their own responsabilities) or by ourselves. The link below these icons will take you to the channel of the one who posted the video. Feel free to suggest other videos if you think they are of some interest (Use the BLOG button or the "Contact" link).