Boeing MV-22 Osprey

Bell Boeing V-22 Osprey

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"V-22" redirects here. For other uses, see V22 (disambiguation).

V-22 Osprey
A U.S. Marine Corps MV-22 prepares to land aboard USS Nassau in 2008.
Role	V/STOL transport
National origin	United States
Manufacturer	Bell Helicopter Boeing Rotorcraft Systems
First flight	19 March 1989
Introduction	13 June 2007[1]
Status	In production, in service
Primary users	United States Marine Corps United States Air Force
Number built	109
Program cost	US$27 billion as of 2008[2]
Unit cost	US$67 million (CV-22 flyaway cost for 2010)[3]
Developed from	Bell XV-15

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.^[4] 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. 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 and Libya.

Early development

The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need^[5] 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."^[6] 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.^[7][8][9] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.^[10][11] 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.^[12][13]

Early concept illustrations of V-22

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.^[14][15] 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.^[4][16] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; this was reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).^[17] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.^[2] 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.^[18]
The first V-22 was rolled out with significant media attention in May 1988.^[19][20] The project suffered several blows. That year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.^[7] The project faced opposition in the Senate in 1989, surviving two votes that both could have resulted in cancellation.^[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.^[23] When the V-22's projected development budget greatly increased in 1988, then-Defense Secretary Dick Cheney tried to remove funding from 1989 to 1992 in an effort to cancel it. He was eventually overruled by Congress,^[8][23][24] which provided unrequested funding for the program.^[25] Multiple studies of alternative aircraft found the V-22 provided more capability and combat effectiveness with similar operating costs as the alternatives.^[26] The Clinton Administration was supportive of the V-22 and helped the program attain funding.^[8]

Flight testing and design changes

The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,^[27] and on 14 September 1989 as a fixed-wing plane.^[28] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.^[29] The fourth and fifth prototypes crashed in 1991–92.^[30] 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.^[31] V-22 flights resumed in June 1993 after safety improvements were incorporated in the prototypes.^[32] Bell Boeing was awarded a contract for the engineering manufacturing development (EMD) phase in June 1994.^[31] 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.^[33]

U.S. Marines jump from an Osprey.

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.^[34] 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.^[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.^[35]
In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 gatling gun.^[36] The gun was to provide defensive firepower in high threat environments.^[36] The nose gun project was canceled, leading to criticism by retired Commandant James L. Jones, who was not satisfied with the V-22 armament.^[37] 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.^[38]
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.^[24] 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.^[39]

First production Osprey to join the V-22 Navy flight test program since resumption of flight evaluations in May 2002. Aircraft is shown in compact storage configuration.

Controversy

The V-22's development process has been long and controversial, partly due to its large cost increases.^[40] The V-22's development budget was first planned for $2.5 billion in 1986, then increased to a projected $30 billion in 1988.^[24] 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.^[2]

Its [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.^[41]

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.^[2][42] Three officers were later implicated in the falsification scandal.^[40]
The aircraft is incapable of autorotation to make a safe landing 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".^[37] A complete loss of power would require the failure of both engines, as one engine can power both proprotors via interconnected drive shafts.^[43] 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.^[5] But a GAO report stated the V-22 to be "less forgiving than conventional helicopters" during this phenomenon.^[44] In addition, several test flights to explore the V-22's VRS characteristics in greater detail were canceled.^[45] 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.^[24][46]
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.^[37] 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.^[47]

Recent developments

CV-22 flying over New Mexico

On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.^[48] 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 Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.^[2] The V-22 had an incremental flyaway cost of $67 million per aircraft in 2008,^[49] but the Navy hopes to shave about $10 million off that cost after a five-year production contract in 2013.^[50]
On 15 April 2010, the Naval Air Systems Command awarded Bell Boeing a $42.1 million contract to design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.^[51] By 2014 Raytheon will provide an avionics upgrade that includes Situational awareness and Blue Force Tracking.^[52]
Mission improvements have been developed for the "Block C" version. A contract for the Block C upgrade and other improvements was awarded to Bell Boeing in late 2009.^[53] Deliveries of Block C upgrades are ongoing in 2010.^[2][54][55]
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.^[56] Implementation of these upgrades began in September 2011.^[57]
As part of a cost-cutting measure, the co-chairs of the National Commission on Fiscal Responsibility and Reform suggested ending procurement of the V-22 and instead procure the MH-60.^[58]
On 18 February 2011, Marine Commandant General James Amos indicated Marine MV-22s deployed to Afghanistan surpassed 100,000 flight hours and were noted as having become "the safest airplane, or close to the safest airplane” in the Marine Corps inventory.^[59] The average V-22 mishap rate based on flight hours over the past 10 years, has been approximately half the accident rate for the USMC aircraft fleet. The V-22's accident rate is the lowest of any Marine rotorcraft.^[60] Wired Magazine has reported that the recent safety record has been achieved only by excluding V-22 ground incidents; one such incident claimed the life of one crew member.^[61] The Marines responded that MV-22 reporting is done by the same standards as all other aircraft in the Department of the Navy.^[62]

Design

Closeup of rotor and engine of a MV-22B

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.^[63] 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 airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.^[64] Composite materials make up 43% of the V-22's airframe. The proprotors blades also use composites.^[54]
The V-22's two Rolls-Royce AE 1107C engines are connected by drive shafts to a common center gearbox so that one engine can power both proprotors if an engine failure occurs.^[43] Most Osprey missions will use fixed wing flight 75 percent 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 and so improved command and control.^[2] 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.^[65]

A MV-22 Osprey cockpit on display at Andrews Air Show 2011

The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) 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, 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 which will take the aircraft from forward flight into a 50 ft (15 m) hover with no pilot interaction other than programming the system.^[66] The glass cockpit of the canceled CH-46X was derived from the V-22.^[67]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.^[68] 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.^[69] The nacelles can rotate past vertical to 97.5° for rearward flight.^[70][71]

M240 machine gun mounted on V-22 loading ramp.

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.^[72] BAE Systems developed a belly-mounted, remotely operated gun turret system for the V-22,^[73] named the Interim Defense Weapon System.^[38] 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.^[74] The belly gun system was installed on half of the first V-22s deployed to Afghanistan in 2009,^[38] but found limited use due to its 800 lb (360 kg) weight and restrictive rules of engagement.^[75]

Operational history

U.S. Marine Corps

Crew members refuel an MV-22 before a night mission in central Iraq, February 2008

Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263) stood down to begin the process of transitioning to the MV-22 Osprey.^[76] 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 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.^[77]
The Osprey has been replacing the CH-46 Sea Knight on a squadron-by-squadron basis since 2007, a process which is to be completed by 2019 when remaining Sea Knight helicopters will be retired.^[78][79] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.^[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.^[80]

An MV-22 of VMM-162 in Iraq, April 2008

On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Commandant of the Marine Corps James T. Conway indicated that over 150 Marines would accompany the Osprey set for September deployment to Al Asad Airbase.^[81][82] On 17 September 2007, 10 MV-22Bs of VMM-263 left for Iraq aboard the 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 availability of the USS Wasp.^[83]
The Osprey has provided support in Iraq, logging 2,000 flight hours over three months with a mission capable rate of 68.1% as of late-January 2008.^[84] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.^[85] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.^[86]

V-22 landing on the USS New York 19 October 2009

The only major problem has been obtaining spare parts to maintain the aircraft.^[87] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.^[88] General George J. Trautman, III praised the V-22's increased speed and range over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."^[89]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships. They determined that a long-term solution to the problem would require the decks be redesigned with heat resistant coatings, passive thermal barriers, and changes in ship structure in order to operate V-22s and F-35Bs.^[90]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they completed all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.^[91][92] That study also concluded that the "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".^[91] Naval Air Systems Command hopes to reach a 85% reliability rate by 2018.^[93]

Marines prepare to board an MV-22 at Marine Corps Air Ground Combat Center Twentynine Palms in 2010.

The MV-22 was deployed to Afghanistan in November 2009 with VMM-261,^[87][94][95] 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 communication and supply lines of the Taliban.^[38] In January 2010 the MV-22 Osprey was sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there, the aircraft's first humanitarian mission.^[96]
The Marines have found that the V-22's speed and range make it a good operational match for fast jets. The service has therefore split Marine Expeditionary Unit operations into two groups with fast jets and V-22s in one group and helicopters in the other.^[97]
In March 2011, two MV-22s from the USS Kearsarge participated in a mission to rescue a downed USAF F-15E crew member during Operation Odyssey Dawn. This was one of the first times that a USMC Osprey was used in a Tactical Recovery of Aircraft and Personnel (TRAP).^[98][99]

U.S. Air Force

Two USAF CV-22s, landing at Holloman AFB, New Mexico in 2006.

V-22 Osprey USAF video

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.^[100] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.^[101]
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.^[102]
The US 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.^[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.^[103]
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.^[104] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.^[105]

Potential operators

In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,^[106] and multiple times has been a candidate for its Maritime Airborne Surveillance and Control (MASC) project to replace Sea Kings.^[107] Israel had shown interest in the purchase of MV-22s, but no order was placed.^[108][109] Flightglobal.com reported in late 2009 that Israel has decided to wait for the CH-53K instead.^[110] However, in 2011 Israel was again expressing interest in purchasing V-22s to bolster its special operations and search & rescue capabilities.^[111][112]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.^[113] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.^[114]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.^[115] The Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.^[116]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remain unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 for Carrier Onboard Delivery. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between ships beyond helicopter range.^[117] Loren B. Thompson of the Lexington Institute has suggested V-22s for use by the Air Force in combat search and rescue and for the USMC's Marine One presidential transport, which both need replacement aircraft.^[118] Boeing announced on 5 May 2010, that it would submit the V-22 to the DoD's VXX Marine One helicopter replacement program.^[119] V-22s are already planned to support the Marine One mission starting in 2013, because of the urgent need for CH-53E helicopters in Afghanistan.^[120]

Variants

A V-22 Osprey flies a test mission.

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

V-22A 

Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after the 1993 redesign.^[121]

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.^[122] Naval Air Systems Command's 2011/2012 V-22 Osprey Guidebook still lists the HV-22 for the Navy with the USAF and USMC variants.^[123]

SV-22 

The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.^[124]

MV-22B 

Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E and CH-53D.^[125]

CV-22B 

Air Force variant for the U.S. Special Operations Command (USSOCOM). It conducts long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.^[126][127] It replaced the MH-53 Pave Low.^[2]

Operators

A MV-22 Osprey carries an HMMWV vehicle.

A bottom view of a V-22 Osprey at the 2006 Royal International Air Tattoo air show

The U.S. Marine Corps and Air Force have a combined 112 V-22s in service as of May 2010^[update]. Most are used by the Marine Corps.^[128]

 United States

• United States Air Force had 12 CV-22s in service as of April 2010^[update].^[129][130]
  • 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
  • 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
  • 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico

• United States Marine Corps had 83 MV-22s in operation as of March 2010^[update].^[131]
  • VMM-161
  • VMM-162
  • VMM-261
  • VMM-263
  • VMM-264
  • VMM-266
  • VMM-365
  • VMM-561
  • VMMT-204 - Training squadron
  • VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron

Notable accidents

Main article: Accidents and incidents involving the V-22 Osprey

During testing from 1991 to 2000 there were four significant crashes resulting in 30 fatalities.^[24] Since becoming operational in 2007, the V-22 has had one loss due to accident, and seven other notable, but minor, aviation incidents.

• On 11 June 1991, the left nacelle of a pre-production Osprey struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire; subsequent investigation found miswired flight control system to be responsible.^[132] 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.^[133]

• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle of a pre-production V-22, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.^[134] Boeing later denied speculation that pressure to perform had been a factor in the accident.^[135]

• On 8 April 2000, a V-22, loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona; it stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.^[46]

• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.^[136][137]

• On 9 April 2010, a CV-22 crashed near Qalat, Zabul Province, Afghanistan, killing four.^[138] It has been suggested the crash was caused by a loss of situational awareness and aerodynamic control.^[139] Both Brownout conditions and enemy fire were ruled out by the USAF investigation.^[140]

Specifications (MV-22B)

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

Nassau Amphibious Ready Group, showing four V-22s in 2010. Two V-22s are in compact storage configuration.

Data from Norton,^[141] Boeing,^[142] Bell guide,^[54] Naval Air Systems Command,^[143] and USAF CV-22 fact sheet^[126]

General characteristics

• Crew: Four (pilot, copilot and two flight engineers)
• 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)
  • 1× Growler light internally transportable ground vehicle^[144][145]
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• 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)
• Disc area: 2,268 ft² (212 m²)
• 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)
• Powerplant: 2 × Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each

Performance

• Maximum speed: 250 knots (463 km/h, 288 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)^[146]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• 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 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)

Armament

• 1× 7.62 mm (.308 in) M240 machine gun or 0.50 in (12.7 mm) M2 Browning machine gun on ramp, removable
• 1× 7.62 mm (.308 in) GAU-17 minigun, belly-mounted, retractable, video remote control in the Remote Guardian System [optional]

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Eurocopter Tiger

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Tiger / Tigre
Eurocopter Tiger HAP at the Paris Air Show 2007
Role	Attack helicopter
Manufacturer	Eurocopter
First flight	April 1991
Introduction	2003
Status	Active service
Primary users	French Army Australian Army German Army Spanish Army
Unit cost	Tiger ARH: US$31 million, DEM25 million (average, 2001)

The Eurocopter Tiger (company designation EC 665) is an attack helicopter manufactured by Eurocopter. In Germany it is known as the Tiger; in France and Spain it is called the Tigre.

Origins

German Army Tiger UHT

In 1984, the West German and French governments issued a requirement for an advanced multi-role battlefield helicopter. A joint venture consisting of MBB and Aérospatiale was subsequently chosen as the preferred supplier. Due to high costs, the program was cancelled in 1986, but was relaunched during 1987. Subsequently, in November 1989, Eurocopter received a contract to build five prototypes. Three were to be unarmed testbeds and the other two armed prototypes: one for the German anti-tank variant and the other for the French escort helicopter variant.
The first prototype first flew in April 1991. When Aérospatiale and MBB, among others, merged in 1992 to form the Eurocopter Group, the Tiger program was transferred as well. Serial production of the Tiger began in March 2002 and the first flight of the first production Tiger HAP for the French Army took place in March 2003. The delivery of the first of the eighty helicopters ordered by the French took place in September 2003.
At the end of 2003, deliveries began of the 80 UHT version combat support helicopters ordered by Germany to the Federal Office of Defense Technology and Procurement. Due to technical problems, operational capability is not expected to be achieved before the end of 2012 at the latest.^[2]

Exports

Australian Army Tiger in 2005.

In December 2001, Eurocopter was awarded the contract for the Australian Army's "AIR 87 requirement", which was for 22 helicopters of the Tiger ARH (Armed Reconnaissance Helicopter) version. The first Tiger ARH was scheduled to enter service in 2004. 18 of the 22 aircraft will be assembled at the Brisbane facility of Australian Aerospace, the local Eurocopter subsidiary in Australia. However, because of delays in attaining operational capability, Australia's Defence Materiel Organisation had to stop payment for the helicopters on 1 July 2007.^[3] By 2008 the main issues had been addressed and payments resumed.^[4] However, in October 2010 it was revealed that the helicopters will not be fully operational for another two years.^[5]
In September 2003, Spain selected a variant of the Tiger HAP combat support helicopter – the Tiger HAD – for its army. The 24 helicopters of this type that have been ordered will be armed with the PARS 3 LR and Mistral missile systems. They will also have an uprated Enhanced MTR390 engine and so be able to lift a heavier payload. Deliveries are scheduled for 2007–2008.^[6] France opted to upgrade most of its HAP Helicopter to HAD; so the HAC-Variant will never be built. In June 2006, the Rafael Spike-ER was selected by the Spanish Army to be the ATGM of the Spanish HAD, instead of the previously announced Trigat missile system.
In July 2006, the Saudi government signed a contract to purchase a total of 142 helicopters, including 12 Tiger attack helicopters. However the deal later fell through.^[7] Equally, although it was originally reported that the Tiger would be competing with Kamov Ka-50, and Mil Mi-28 for the order of 22 attack helicopters by Indian Air Force, the Tiger was later withdrawn from the competition.^[8][9] In late-2009 it was revealed that the Tiger was undergoing upgrades and as such was not able to participate in the Indian field trials.^[10]
By June 2006, 28 production Tigers were flying, including 18 aircraft delivered to their customers of 4 countries.^{[citation needed]} These 28 aircraft had logged about 4,000 flight hours together.

Design

A closeup of the UHT's possible armament

The body of the Tiger is made from 80% carbon fiber reinforced polymer and kevlar, 11% aluminium, and 6% titanium. The rotors are made from fiber-plastic able to withstand combat damage and bird strikes. Protection against lightning and electromagnetic pulse is ensured by embedded copper/bronze grid and copper bonding foil.^[11]
While the Tiger has a conventional helicopter gunship configuration of the two crew sitting in tandem, it is somewhat unusual in that the pilot is in the front seat and the gunner is in the back, unlike all other current attack helicopters. The seats are offset to opposite sides of the centerline to improve the view forward for the gunner in the back.
Crews coming to the Tiger from other platforms require additional training because the additional capabilities bring a higher workload.^[12]

Protection

The Tiger's armour can withstand 23 mm autocannon fire.^[13] The helicopter includes the AN/AAR-60 MILDS System developed by EADS DE. It includes radar warning, laser warning, and a missile launch/approach detector systems and is connected to a central processing unit from Thales and a SAPHIR-M chaff/flare dispenser from MBDA. The Tiger's visual, radar, infrared, sound signatures have been minimised.

Navigation/communications

The navigation system contains two Thales Avionique three-axis ring laser gyro units, two magnetometers, two air data computers, BAE Systems Canada CMA 2012 four-beam Doppler radar, radio altimeter, global positioning system, and a suite of low air speed sensors and sensors for terrain-following.
Datalinks systems are Link 4A, Thales Proprietary PR4G, and STANAG 5066. Its radios are HF, MF, VHF, UHF, military SATCOM, and GPS receiver.

Engines

The Tiger is powered by two MTU Turbomeca Rolls-Royce MTR390 turboshaft engines.

Cost

The system cost (helicopter, armament, support) depends on number and version:

• Tiger HAP US$35–39 million
• Tiger ARH US$36 million
• Tiger HAD US$44–48 million
• Tiger UHT US$38–43 million

Helmet-Mounted Sight Display

• French helicopters are equipped with TopOwl helmet-mounted sight for both pilot/co-pilot and one HUD for the pilot from Thales Avionics.
• German crew is equipped with HMSD from BAE systems.
• Australian Tigers crew use the TopOwl HMSD from Thales Avionics.

Operational history

French Army Tiger and Gazelle helicopters aboard the amphibious assault ship Tonnerre near Libya, 2011.

On 26 July 2009, three French Tiger HAP helicopters of the 5th Helicopter Regiment arrived at Kabul International Airport in Afghanistan. This is the first active deployment of the Eurocopter Tiger in a war zone. The helicopters were to perform armed reconnaissance and fire support missions to aid the effort of coalition ground troops in quelling the growing Taliban insurgency.^[14] The Tigers had their operational certification in Afghanistan in early August 2009.^[15] Until July 2010, three Tigers have totalled 1,000 hours of operation.^[16] During a night mission on 4 February 2011 a French Tiger crashed about 30 miles east of Kabul, both pilots were lightly injured.^[17][18]
French Foreign Minister Alain Juppe announced on 23 May 2011 that the French ship Tonnerre amphibious assault helicopter carrier with attack helicopters aboard would be deployed to the Libyan coast to enforce UN resolution 1973.^[19] On 4 June 2011 French Tiger and British Apache helicopters were used for the first time against targets within Libya.^[20]

Variants

Tiger HAP

The Tiger HAP/HCP (Hélicoptère d'Appui Protection, French for "Support and Escort Helicopter" / Hélicoptère de Combat Polyvalent^[21] French for "Multipurpose Combat Helicopter"^[22]) is a medium-weight air-to-air combat and fire support helicopter built for the French Army.
It is fitted with a chin-mounted 30 mm gun turret and can carry 68 mm SNEB unguided rockets or 20 mm machine cannons for the fire support role as well as Mistral air-to-air missiles.

UH Tiger

Tiger UHT of the German Army

The UHT (from Unterstützungshubschrauber Tiger German for Support Helicopter Tiger) is a medium-weight multi-role fire support helicopter built for the Bundeswehr (German Armed Forces).
The UHT can carry PARS 3 LR "fire and forget" and/or HOT3 anti-tank missiles as well as 70 mm Hydra air-to-ground fire support rockets. Four AIM-92 Stinger missiles (2 on each side) are mounted for air-to-air combat. Unlike the HAP/HCP version it has no integrated gun turret, but a 12.7 mm gunpod can be fitted if needed. The German Army decided against the French 30 mm GIAT cannon that is used on other Tiger versions because it was dissatisfied with the heavy recoil of this weapon. The upgrade of the UHT with the Rheinmetall RMK30, a 30 mm recoilless autocannon, is not yet clarified due to the budget.
Another noticeable difference with the HAP version is the use of a mast-mounted sight, which has second-generation infrared and CCD TV cameras. Countermeasures include radar/laser/missile launch/missile approach warning receivers and decoy launchers.
In August 2009, the German magazine Der Spiegel reported that the ten operational Tiger aircraft in the German Army were only suitable for pilot training, while others have not been accepted due to defects.^[23] The German defense ministry said that the helicopter has "serious defects particularly with its wiring," while Eurocopter said "Corrective measures related to wiring problems have been developed, agreed by the customer and are being implemented," and that two corrected helicopters will be handed over to the German military in two months.^[24]

Tiger ARH

Australian Army Tiger ARH displaying AGM-114 Hellfire missiles, 2007

The Tiger ARH (Armed Reconnaissance Helicopter) is the version ordered by the Australian Army to replace its OH-58 Kiowas and UH-1 Iroquois-based 'Bushranger' gunships. The Tiger ARH is a modified and upgraded version of the Tiger HAP with upgraded MTR390 engines as well as a laser designator incorporated in the Strix sight for the firing of Hellfire II air-to-ground missiles. Instead of SNEB unguided rockets, the ARH will use 70 mm (2.75 in) rockets from Belgian developer, Forges de Zeebruges (FZ). 22 of the variant were ordered in December 2001. Most of the helicopters will be operated by the 1st Aviation Regiment based at Robertson Barracks in Darwin.^[25]
The first two ARH helicopters were delivered to Australia on 15 December 2004. ARH deliveries were to be completed by June 2010^[update]. Full operating capability was planned for December 2011.^[25]

Tiger HAD

The Tiger HAD (Hélicoptère d'Appui Destruction,^[26] in French or Helicoptero de Apoyo y Destrucción in Spanish for "Support and Attack Helicopter") version is essentially identical to the HAP version, but with 14% more engine power available due to the upgraded Enhanced MTR390 engines (1464 shp) and a better ballistic protection, as a result of the specific requests made by the Spanish Army. It can also be equipped with the PARS 3 LR anti-tank missiles that were originally developed for the German UHT version, the Hellfire II^[27] and is equipped with Spike ER for Spanish Army.^[28][29]
The helicopter is suited for a support and fire suppression role and has been selected by the Spanish Army. The French Army Light Aviation (ALAT) decided to upgrade most of their HAP helicopters to the HAD-Variant and thus the former HAC Variant (i.e. Hélicoptère Anti-Char or "Anti-Tank Helicopter") was cancelled

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Sukhoi PAK FA T-50

Sukhoi PAK FA

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PAK FA
PAK FA T-50
Role	Stealth multirole fighter
National origin	Russia
Manufacturer	Sukhoi
First flight	29 January 2010
Introduction	2016 (planned)
Status	Test flight / pre-production
Primary user	Russian Air Force
Number built	2 flown (4 total)[8]
Program cost	US$8–10 billion (est.)
Unit cost	US$47.5-57 million
Variants	Sukhoi/HAL FGFA

The Sukhoi PAK FA (Russian: Перспективный авиационный комплекс фронтовой авиации, Perspektivny aviatsionny kompleks frontovoy aviatsii, literally "Prospective Airborne Complex of Frontline Aviation") is a twin-engine jet fighter being developed by Sukhoi OKB for the Russian Air Force. The Sukhoi T-50 is the prototype for PAK FA.^[13]
The PAK FA, when fully developed, is intended to be the successor to the MiG-29 and Su-27 in the Russian inventory and serve as the basis of the Sukhoi/HAL FGFA being developed with India.^[14][15] A fifth generation jet fighter, the T-50 performed its first flight 29 January 2010.^[3][16] Its second flight was on 6 February and its third on 12 February 2010. As of 31 August 2010, it had made 17 flights and by mid-November, 40 in total. The second prototype was to start its flight test by the end of 2010, but this was delayed until March 2011.^{[17][18][19][20][21]}
Sukhoi director Mikhail Pogosyan has projected a market for 1,000 aircraft over the next four decades, which will be produced in a joint venture with India, 200 each for Russia and India and 600 for other countries.^[22] He has also said that the Indian contribution would be in the form of joint work under the current agreement rather than as a joint venture.^[23] The Indian Air Force will "acquire 50 single-seater fighters of the Russian version" before the two seat FGFA is developed.^[24] The Russian Defense Ministry will purchase the first 10 aircraft after 2012 and then 60 after 2016.^[25][26] The first batch of fighters will be delivered with current technology engines.^[27] Ruslan Pukhov, director of the Centre for Analysis of Strategies and Technologies, has projected that Vietnam will be the second export customer for the fighter.^[28] The PAK-FA is expected to have a service life of about 30–35 years.

Development

T-50 in-flight at MAKS 2011.

In the late 1980s, the Soviet Union outlined a need for a next-generation aircraft to replace its MiG-29 and Su-27 in frontline service. Two projects were proposed to meet this need, the Sukhoi Su-47 and the Mikoyan Project 1.44. In 2002, Sukhoi was chosen to lead the design for the new combat aircraft.^[29]
The Tekhnokompleks Scientific and Production Center, Ramenskoye Instrument Building Design Bureau, the Tikhomirov Scientific Research Institute of Instrument Design, the Ural Optical and Mechanical Plant (Yekaterinburg), the Polet firm (Nizhniy Novgorod) and the Central Scientific Research Radio Engineering Institute (Moscow) were pronounced winners in the competition held in the beginning of 2003 for the development of the avionics suite for the fifth-generation airplane. NPO Saturn has been determined the lead executor for work on the engines for this airplane.
The Novosibirsk Chkalov Aviation Production Association (NAPO Chkalov) has begun construction of the fifth-generation multirole fighter. This work is being performed at Komsomol'sk-on-Amur together with Komsomolsk-on-Amur Aircraft Production Association; the enterprise's general director, Fedor Zhdanov reported during a visit to NAPO by Novosibirsk Oblast's governor Viktor Tolokonskiy on 6 March 2007. "Final assembly will take place at Komsomol'sk-on-Amur, and we will be carrying out assembly of the fore body of this airplane", Zhdanov specified.
On 8 August 2007, Russian Air Force Commander Alexander Zelin was quoted by Russian news agencies that the development stage of the PAK FA program is now complete and construction of the first aircraft for flight testing will now begin.^[30] Alexander Zelin also said that by 2009 there will be three fifth-generation aircraft ready. "All of them are currently undergoing tests and are more or less ready", he said.^[31] In the summer of 2009 the design was approved.^[29]
On 11 September 2010, it was reported that Indian and Russian negotiators had agreed on a preliminary design contract that would then be subject to Cabinet approval. The joint development deal would have each country invest $6 billion and take 8 to 10 years to develop the FGFA fighter.^[32] The agreement on the pre-design of the fighter was to be signed in December 2010.^[33] The preliminary design will cost $295 million and will be complete within 18 months.^[34]
On 17 August 2011, it was reported by Russian state-run media that the Sukhoi T-50 aircraft cost Russia and India $6 billion to develop, with India shouldering about 35% of the cost.^[35]
On 17 August 2011, Russian Air Force chief says the Sukhoi T-50 will enter service in 2014-2015. "We will receive a T-50 prototype in 2013," Russian Air Force commander-in-chief General Alexander Zelin told reporters. "Mass produced aircraft will not arrive until 2014-2015."^[36]
Former deputy defense minister Vitaly Shlykov has cast doubt on the industrial capacity of Russia to produce the aircraft in significant numbers.^[37]

Flight testing

Prototype T-50 in flight

On 28 February 2009, Mikhail Pogosyan announced that the airframe for the aircraft was almost finished and that the first prototype should be ready by August 2009.^[38] On 20 August 2009, Sukhoi General Director Mikhail Pogosyan said that the first flight would be by year end. Konstantin Makiyenko, deputy head of the Moscow-based Centre for Analysis of Strategies and Technologies said that "even with delays", the aircraft would likely make its first flight by January or February, adding that it would take 5 to 10 years for commercial production.^[39]
The maiden flight had been repeatedly postponed since early 2007 as the T-50 encountered unspecified technical problems. Air Force chief Alexander Zelin admitted as recently as August 2009 that problems with the engine and in technical research remained unsolved.^[40]
On 8 December 2009, Deputy Prime Minister Sergei Ivanov announced that the first trials with the fifth-generation aircraft would begin in 2010.^[41] The testing, however, has commenced earlier than stated, with the first successful taxiing test taking place on 24 December 2009.^[42][43][44]
The aircraft's maiden flight took place on 29 January 2010 at KnAAPO's Komsomolsk-on-Amur Dzemgi Airport; the aircraft was piloted by Sergey Bogdan (Сергей Богдан) and the flight lasted for 47 minutes.^{[3][45][46][47]}
A second airframe was first planned to join the flight testing in the fourth quarter of 2010 but was postponed. On 3 March 2011 a second prototype was reported to have made a successful 44 minute test flight.^[17] These first two aircraft will lack radar and weapon control systems, while the third and fourth aircraft, to be added in 2011, will be fully functional test aircraft.^[48] On 14 March 2011, the aircraft achieved supersonic flight at a test range near Komsomolsk-on-Amur in Siberia.^[49]

PAK FA T-50 with landing gear down, April 2010

The T-50 was displayed publicly for the first time at the 2011 MAKS Airshow. Russian Prime Minister Vladimir Putin was in attendance.^[50][51]
In June 2011, an unauthorized video was made of the Sukhoi PAK FA in flight displaying a variety of acrobatic moves.^[52]
On August 21, 2011 during a take-off run at the MAKS Airshow, a brief flame appeared out of the right-hand engine before liftoff due to a sensor malfunction. The takeoff was aborted, braking parachutes were deployed and the aircraft returned to its park position under its own power.^{[citation needed][importance?]}

Naval version

Navalized Sukhoi T-50 PAK FAs will be deployed on the Russian aircraft carrier Admiral Kuznetsov and future Russian aircraft carriers.^[53] There will be a competition between the Sukhoi, Mikoyan and Yakovlev design bureaus to choose the new naval aircraft.^[54]

Light fighter

Alexei Fedorov has said that any decision on applying fifth generation technologies to produce a smaller fighter (in the F-35 range) must wait until after the heavy fighter, based on the T-50, is completed.^[55]

Design

NIIP's AESA Radar for the PAK FA on display MAKS-2009

APAA in slat at MAKS-2009

Optical detection pod for the Sukhoi PAK FA at MAKS-2009

Although most of information about the PAK FA is classified, it is believed from interviews with people in the Russian Air Force and Defense Ministry that it will be stealthy,^[10] have the ability to supercruise, be outfitted with the next generation of air-to-air, air-to-surface, and air-to-ship missiles, incorporate a fix-mounted AESA radar with a 1,500-element array^[56] and have an "artificial intellect".^[57]
According to Sukhoi, the new radar will reduce pilot load and the aircraft will have a new data link to share information between aircraft.^[58]
Composites are used extensively on the T-50 and comprise 25% of its weight and almost 70% of the outer surface.^[48] It is estimated that titanium alloy content of the fuselage is 75%. Sukhoi's concern for minimizing radar cross-section (RCS) and drag is also shown by the provision of two tandem main weapons bays in the centre fuselage, between the engine nacelles. Each is estimated to be between 4.9-5.1 m long. The main bays are augmented by bulged, triangular-section bays at the wing root.^[59]
The Moskovsky Komsomolets reported that the T-50 has been designed to be more maneuverable than the F-22 Raptor at the cost of making it less stealthy than the F-22.^[60] One of the design elements that have such an effect is the Leading Edge Vortex Controller (LEVCON).

[edit] Avionics

The PAK FA SH121 radar complex includes three X-Band AESA radars located on the front and sides of the aircraft. These will be accompanied by L-Band radars on the wing leading edges.^[61][62] L-Band radars are proven to have increased effectiveness against very low observable (VLO) targets which are optimized only against X-Band frequencies, but their longer wavelengths reduce their resolution. However the initial prototypes will use legacy passive electronically scanned array radar.^{[63][verification needed]}
The PAK FA will feature an IRST optical/IR search and tracking system, based on the OLS-35M which is currently in service with the Su-35S.^{[citation needed]}
Hindustan Aeronautics Limited will reportedly provide the navigation system and the mission computer.^{[60][dubious – discuss]}

Engines

PAK FA was expected to use a pair of Saturn 117S engines on its first flights. The 117S (AL-41F1A) is a major upgrade of the AL-31F based on the AL-41F intended to power the Su-35BM, producing 142 kN (32,000 lb) of thrust in afterburner and 86.3 kN (19,400 lb) dry. In fact, PAK FA already used a completely new engine 117 (AL-41F1) in its first flight, as stated by NPO Saturn.^[64] The engine is not based on the Saturn 117S
The 117 (AL-41F1) is a new 5th generation engine custom built for Russia’s fifth-generation stealth fighter jet PAK-FA according to Sukhoi General Director Mikhail Pogosyan. Mikhail Pogosyan has clarified that claims that fifth-generation fighter allegedly has an old engine are wrong. Such claims are made by people with limited knowledge, he said. Though most parameters of the new 5th Gen Engine remains classified General Director Mikhail Pogosyan provided some information on the new engine, The engine thrust was enlarged by 2.5 tonnes when compared with the AL-31 engine, while the engine weight was cut by 150 kilograms. That allowed the new jet to supercruise i.e. move at a supersonic cruise speed without the use of after burner. ^[65]
The Saturn Research and Production center made digitally controlled system (FADEC) of Project 117 Engine. The new engine produces 33,000 lbs (147 kN) of thrust in afterburner has a Dry weight of 1420 kilogram and T:W ratio of 10.5:1^[66]
Mikhail Pogosyan further mentioned that this engine (117) meets the client’s (Russian AirForce) requirements. This is not an intermediate product made particularly for test flights. The engine will be installed in production PAK-FA fighter which will be supplied to the Russian Air Force and prospective foreign clients he said.^[67] The engine generates a larger thrust and has a complex automation system, to facilitate flight modes such as maneuverability. It is expected that each engine will be able to independently vector its thrust upwards, downward or side to side. Vectoring one engine up with the other one down can produce a twisting force. Therefore the PAK FA would be the first fifth generation fighter with full 3-D thrust vectoring along all three aircraft axes: pitch, yaw and roll. These engines will incorporate infrared and RCS reduction measures.^[68][69]

Armament

The PAK FA has a reported maximum weapons load of 7,500 kg.^[70] It has an apparent provision for a cannon (most likely GSh-301). It could possibly carry as many as two 30 mm cannons.^[27] It has two internal bays estimated at 4.6-4.7 metres by 1-1.1 metres.^[71] Some sources suggest two auxiliary internal bays for short range AAMS and six external hardpoints.
Two Izdeliye 810 Extended beyond visual range missiles per weapons bay. Multiple Izdeliye 180 / K77M beyond visual range missiles. K74 and K30 within visual range missiles can also be carried.^[71] Two KH38M or KH58 USHK air-to-ground missiles per weapons bay. Multiple 250–500 kg precision guided bombs per weapons bay,^[71] with a maximum of 10 bombs in internal bays.^[70] Other possible loads include one 1,500 kg bomb per weapons bay or two 400 km+ range anti-AWACS weapons on external hardpoints.^[72]

Operational history

Testing

The first flight video shows that PAK FA has no conventional rudders, its vertical tails are fully movable.^[73] This special tail fin design is mechanically similar to V-tails used by the Northrop YF-23 in 1990s,^[74] but is supplemented by dedicated horizontal stabilators (as on the F-22). The T-50 has wing leading-edge devices above the jet engine intakes that have been called a challenge for signature control.^[75]

Exports

Russia has offered the PAK-FA for South Korea's next generation jet fighter.^[76] South Korea's defence procurement agency has confirmed that the Sukhoi PAK-FA is a candidate for the Republic of Korea Air Force's next-generation fighter (F-X Phase 3) aircraft.^[77]

Specifications

Because the aircraft is in development, these specifications are preliminary and are taken as estimates from the available images.

Data from warfare.ru,^[78]pravda.ru^[79]

General characteristics

• Crew: 1
• Length: 19.8 m (65.9 ft)
• Wingspan: 14 m (46.6 ft)
• Height: 6.05 m (19.8 ft)
• Wing area: 78.8 m² (848.1 ft²)
• Empty weight: 18,500 kg (40,785 lb)
• Loaded weight: 26,000 kg (57,320 lb)
• Useful load: 7,500 kg (combat load) (16,534 lb)
• Max takeoff weight: 37,000 kg (81,570 lb)
• Powerplant: 2 × AL-41F1 for prototypes turbofan, 147 kN (33,047 lb for prototype;^[80] >157 kN (34,620 lb) for definitive version^[80]) each
• Fuel capability: 10,300 kg (22,711 lb)^[78]

Performance

• Maximum speed: 2,100 - 2,500 km/h (Mach 2+)^[78][81] (1,300 - 1,560 mph) ; at 17,000 m (45,000 ft) altitude
• Cruise speed: 1,850 - 2,100 km/h^[81] (1,150 - 1,300 mph)
• Ferry range: 5,500 km^[72] (3,417 miles)
• Service ceiling: 20,000 m (65,600 ft)
• Rate of climb: 350 m/s (68,900 ft/min)
• Wing loading: 330-470 kg/m² (67-96 lb/ft²)
• Thrust/weight: 1.19
• Maximum g-load: 9+ g

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Grumman X-47

Northrop Grumman X-47B

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X-47B UCAS-D
The Northrop Grumman X-47B during its first takeoff at Edwards Air Force Base, California in 2011.
Role	Unmanned Combat Aerial Vehicle
Manufacturer	Northrop Grumman
First flight	4 February 2011
Primary user	United States Navy
Developed from	X-47A Pegasus

The Northrop Grumman X-47B is an American demonstration Unmanned Combat Aerial Vehicle (UCAV) which first flew in 2011. The X-47 project began as part of DARPA's J-UCAS program, and is now part of the United States Navy's UCAS-D (Unmanned Combat Air System Demonstration) program, which aims to create a carrier-based unmanned aircraft. Unlike the similar Boeing X-45, the development of the original X-47A Pegasus was company-funded. The X-47A's follow-on naval version is designated X-47B.

Design and development

The US Navy did not commit to practical UCAV efforts until mid-2000, when the service awarded contracts of US$2 million each to Boeing and Northrop Grumman for a 15-month concept-exploration program.^[1] Design considerations for a naval UCAV included dealing with the corrosive saltwater environment, deck handling for launch and recovery, integration with command and control systems, and operation in an aircraft carrier's high-electromagnetic-interference environment. The Navy was also interested in procuring UCAVs for reconnaissance missions, penetrating protected airspace to identify targets for following attack waves.^[2]
The J-UCAS program was terminated in February 2006 following the US military's Quadrennial Defense Review. The US Air Force and US Navy proceeded with their own UAV programs. The Navy selected Northrop Grumman's X-47B as its unmanned combat air system demonstrator (UCAS-D) program.^[3] The X-47B carries no weapons, but has a full-sized weapons bay. In order to provide realistic testing, the demonstration vehicle is the same size and weight as the projected operational craft.^[4][5][6]
The X-47B prototype rolled out from Air Force Plant 42 in Palmdale, California, on December 16, 2008. Its first flight was planned for November 2009, but the flight was delayed as the project fell behind schedule. On December 29, 2009, Northrop Grumman oversaw towed taxi tests of the aircraft at the Palmdale facility,^[7] with the aircraft taxiing under its own power for the first time in January 2010.
The first flight of the X-47B demonstrator, designated Air Vehicle 1 (AV-1), took place at Edwards Air Force Base, California, on February 4, 2011.^[8][9] The aircraft first flew in cruise configuration with its landing gear retracted on September 30, 2011.^[10]
The X-47B is planned to have a three-year test program at Edwards AFB and NAS Patuxent River, Maryland, culminating in sea trials in 2013.^[11] The aircraft will be used to demonstrate carrier launches and recoveries, as well as autonomous inflight refueling with a probe and drogue. The X-47B has a maximum unrefueled range of over 2,000 miles (3,200 km), and an endurance of more than six hours.^[12]

Variants

A mockup of the Northrop Grumman X-47B.

X-47A

Original proof-of-concept prototype with a 19-foot (5.9-m) wingspan, first flown in 2003.

X-47B

X-47C

Proposed larger version with a payload of 10,000 lb (4,500 kg) and a wingspan of 172 ft (52.4 m).^[13]

Specifications (X-47B)

General characteristics

• Crew: None aboard
• Length: 38.2 ft (11.63 m)
• Wingspan: 62.1 ft (30.9 ft folded) (18.92 m)
• Height: 10.4 ft (3.10 m)
• Empty weight: 14,000 lb (6,350 kg)
• Max takeoff weight: 44,567 lb (20,215 kg)
• Powerplant: 1 × Pratt & Whitney F100-220U turbofan

Performance

• Maximum speed: Subsonic
• Cruise speed: 0.45 mach
• Range: 2,100+ NM (3,889+ km)
• Service ceiling: 40,000 ft (12,190 m)

Armament
2 weapon bays, providing for up to 4,500 lb (2,000 kg) of ordnance^[14]
Avionics
Provisions for EO/IR/SAR/ISAR/GMTI/MMTI/ESM

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