BELL BOEING V-22 PROGRAM OFFICE
Amarillo, Texas806-341-3200

Please visit our websites at:www.bellhelicopter.com
www.boeing.com

fii
MPD07-64214-001

V-22
OspreyPocket Guide© 2007 Bell Boeing
Approved for Public Release
NAVAIR Control Number 021-07
fiv

Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Program Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Background/History . . . . . . . . . . . . . . . . . . . . . . . . . . .4
General Characteristics . . . . . . . . . . . . . . . . . . . . . . . .5
Design Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Propulsion System . . . . . . . . . . . . . . . . . . . . . . . .9
Payload Systems . . . . . . . . . . . . . . . . . . . . . . . .10
Flight Control System . . . . . . . . . . . . . . . . . . . . .15
Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . .20
Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . .21
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Environmental Systems . . . . . . . . . . . . . . . . . . . .23
Pneumatic Systems. . . . . . . . . . . . . . . . . . . . . . .23
Cockpit and Avionics . . . . . . . . . . . . . . . . . . . . . .23
Shipboard Compatibility . . . . . . . . . . . . . . . . . . . .26
Survivability Features . . . . . . . . . . . . . . . . . . . . .28
Operating Environment . . . . . . . . . . . . . . . . . . . .30
Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Multiservice Configurations . . . . . . . . . . . . . . . . . . . .34
V-22 Top Tier Suppliers . . . . . . . . . . . . . . . . . . . . . . .37
Studies and Analyses . . . . . . . . . . . . . . . . . . . . . . . . .38
Pilot Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Multimission Capabilities . . . . . . . . . . . . . . . . . . . . . .42

fv

Introduction
The V-22 Osprey is the world’s first production tiltrotor
aircraft. Unlike any aircraft before it, the V-22 successfully
blends the vertical flight capabilities of helicopters with the
speed, range, altitude, and endurance of fixed-wing transports. This unique combination provides an “unfair advantage” to warfighters, allowing the conduct of current missions more effectively, and the accomplishment of new
missions, heretofore unachievable with legacy platforms.
Comprehensively tested and approved for full rate production, the V-22 provides strategic agility, operational reach,and tactical flexibility - all in one survivable, transformational platform.

1Background/History
Both Bell and Boeing have over 50 years of experience in
V/STOL aircraft design. In 1956, Boeing began development of the world’s first tiltwing aircraft the VZ-2.
Its maiden flight was in 1958.

XV-15 (1977)

VZ-2 (1958)
Concurrently, Bell’s research had focused on tilting thetransmissions to achieve the conversion to conventional
flight. Bell’s XV-3 tiltrotor (begun in 1954) successfully
achieved full conversion from helicopter to airplane modein 1958. It continued in flight test until 1966 and did muchto demonstrate the feasibility of tiltrotor technology.

Drawing upon the strengths of their respective research
efforts during the preceding 30 years, the Bell-Boeing team
was officially formed in April 1982. In April 1983, theU.S. Navy selected the Bell-Boeing team as the prime
contractor to develop the JVX aircraft – now known as the
V-22 Osprey.
The V-22 was approved for full-rate production in 2005,
with initial operational capability in 2007. Projected production quantities are 360 for the U.S. Marine Corps, 50 for
U.S. Special Operations Command (operated by the Air
Force Special Operations Command), and 48 for the U.S.
Navy.

XV-3 (1958)

In the 1960s and 1970s, Boeing completed over 3,500
hours of wind-tunnel testing of tiltrotor models. Thesemodels included a full-scale rotor system. Based on its
experience with the XV-3, Bell was awarded a NASA-U.S.
Army contract (in 1973), to develop two XV-15 tiltrotors.
Its first flight occurred in 1977 and full conversion occurredin 1979. The two XV-15s demonstrated the maturity oftiltrotor technology and were directly responsible for the birthof the Joint Services Advanced Vertical Lift Aircraft (JVX).

2

V-22 (1989)

3

Program Events
Activity

General Characteristics
Date

JVX Program Commenced . . . . . . . . . . . . . . . . . . . . . . .1981
Bell-Boeing Team Formed . . . . . . . . . . . . . . . . . . . . . . .Apr 82
Bell-Boeing Awarded 24-Month JVX
Preliminary Design Stage I Contract . . . . . . . . . . . . . . .Apr 83
Bell-Boeing Awarded JVX Preliminary
Design Stage II Contract . . . . . . . . . . . . . . . . . . . . . . . .Jun 84
FSD Contract Award . . . . . . . . . . . . . . . . . . . . . . . . . .May 86
V-22 First Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Mar 89
Awarded Collier Trophy . . . . . . . . . . . . . . . . . . . . . . . . . .1990
EMD Contract Award . . . . . . . . . . . . . . . . . . . . . . . . . ..Oct 92
ADM Signed for MV-22/CV-22 Program . . . . . . . . . . . .Feb 95
Authorized to Proceed with CV-22 EMD . . . . . . . . . . . .Dec 96
LRIP Lots I, II, III Contract Award . . . . . . . . . . . . . . . . .Jun 96
EMD V-22 First Flight . . . . . . . . . . . . . . . . . . . . . . . . . .Feb 97
Completed Sea Trials . . . . . . . . . . . . . . . . . . . . . . . . . .Feb 99
V-22 Pilot Team Wins AHS Feinberg Award . . . . . . . . . .Apr 99
Receives 1999 DoD Defense ValueEngineering Award . . . . . . . . . . . . . . . . . . . . . . . . . . . .Apr 99
Operational Flight Training Simulator
Delivered to VMMT-204 . . . . . . . . . . . . . . . . . . . . . . . .Apr 99
Lightweight 155mm Howitzer Lifted Externally . . . . . . .May 99
First Production V-22 Delivered to USMC . . . . . . . . . . .May 99
VMMT-204 (MV Training Squadron) . . . . . . . . . . . . . . .Jun 99
V-22 Completes Initial OPEVAL (pre Block A) . . . . . . . . .Sep 00
Live Fire Test and Evaluation . . . . . . . . . . . . . . . . . . . .Nov 00
Operational Pause . . . . . . . . . . . . . . . . . . . . . . . . . . . .Dec 00
Return to Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .May 02
VMX-22 Standup (MV Operational Test and
Evaluation Squadron) . . . . . . . . . . . . . . . . . . . . . . . . . .Aug 03
V-22 ITT Wins AHS Grover Bell Award . . . . . . . . . . . . .Jun 04
st
71 SOS Standup (CV Training Squadron) . . . . . . . . . .May 05
V-22 Completes Final OPEVAL (Block A) . . . . . . . . . . .Jun 05
V-22 Approved for Full Rate Production . . . . . . . . . . . .Sep 05
stVMM-263 Standup (1 MV Combat Squadron) . . . . . .Mar 06
th
75 MV-22 Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jun 06
VMM-162 Standup (2nd MV Combat Squadron) . . . . . . .Aug 06
st
1 Transatlantic Flight . . . . . . . . . . . . . . . . . . . . . . . . . .Jul 06thst
8 SOS Standup (1 CV Operational Squadron) . . . . . .Oct 06
VMM-266 Standup (3rd MV Combat Squadron) . . . . . . .Mar 07

4

Performance @ 47,000 lb
Max cruise speed (MCP) Sea Level (SL), kts (km/h). . . . . . 250 (463)
Max RC, A/P mode SL, fpm (m/m). . . . . . . . . . . . . . . . . . 3,200 (975)Service Ceiling, ISA, ft (m) . . . . . . . . . . . . . . . . . . . . . . 25,000 (7620)
OEI Service Ceiling ISA, ft (m), . . . . . . . . . . . . . . . . . . 10,300 (3139)
HOGE ceiling, ISA, ft (m) . . . . . . . . . . . . . . . . . . . . . . . . 5,400 (1,646)
Weights
Takeoff, vertical, max, lb (kg). . . . . . . . . . . . . . . . . . . . 52,600 (23859)
Takeoff, short, max, lb (kg) . . . . . . . . . . . . . . . . . . . . . 57,000 (25855)
Takeoff, self-deploy, lb (kg) . . . . . . . . . . . . . . . . . . . . . 60,500 (27443)
Cargo hook, single, lb (kg) . . . . . . . . . . . . . . . . . . . . . . 10,000 (4536)
Cargo hook, dual, lb (kg). . . . . . . . . . . . . . . . . . . . . . . . 15,000 (6804)
Fuel Capacity
MV-22, gallons (liters) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,721 (6513)
CV-22, gallons (liters) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,037 (7710)
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Model . . . . . . . . . . . . . . . . . . . . . . . . . AE1107C (Rolls-Royce Liberty)
AEO VTOL normal power, shp (kW) . . . . . . . . . . . . . . . 6,150 (4586)
Crew
Cockpit – crew seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MV/3 CV
Cabin – crew seat/troop seats/litters . . . . . . . . . . . . . . . . . . . . . 1/24/9

38 ft 1 in
18 ft
5 in

22 ft 1 in

17 ft
11 in
25 ft

15 ft
4.2 in57 ft 4 inHelicopter
Mode
45 ft 10 in

18 ft 5 in

84 ft 7 in

AirplaneMode

83 ft 11 in

38 ft 1 in Dia

57 ft 4 in

5Design Features
The V-22 has been designed to the most stringent set ofdesign requirements of any rotary wing aircraft ever built,
including safety, reliability, readiness, all-weather operations, survivability, crash worthiness, and performance.
The ability to rapidly carry large payloads over long distances and its self-deployability make the V-22
capable of supporting numerous missions worldwide.

}• Sustained cruise speed: 250+ knots• Self-deploy worldwide• Unrefueled radius of action: 500+ nmi

Fixed-wing • High level of ballistic
tolerance
tactical• Cockpit integrated colortransport
displays, avionics to navigate
worldwide, civil and military fields

Modular construction• Large structural assemblies: forward fuselage, center fuselage,
aft fuselage, ramp, empennage, wing, and nacelles
Airframe material• Aluminum major frames with graphite/epoxy (fabric andunidirectional prepregs) subframes, skins, and main landing
gear door
Airframe construction• Machined aluminum and composite frames/stiffenedskins/molded longerons
Mechanical fasteners• Subassemblies and skins assembled with compatible
titanium fasteners
Major honeycomb components• Cockpit and cabin floors, sponsons (fuel tanks and ECS
compartment), fairings and select airframe components
Major fittings• Predominantly metal: steel, titanium, and aluminum
Lightning protection• Continuous metal mesh molded into outside surface of fuselage
Transparencies• Windshield: laminated acrylic/polycarbonate• Canopy and side windows: laminated hard coat/hard coatpolycarbonate .

Structural Features

Airframe

More than 43 percent of the V-22 airframe structure isfabricated from composite materials. The wing is madeprimarily with IM-6 graphite/epoxy solid laminates that are
applied unidirectionally to give optimum stiffness. The
fuselage, empennage, and tail assemblies have additional AS4 graphite fiber materials incorporated during theirfabrication. Many airframe components (such as stiffeners, stringers and caps) are co-cured with the skin panels. This technique provides subassemblies with fewer
fasteners, thus fewer fatigue effects.

A key enabling technology for the development of the
V-22 was the use of composite materials to reduce cost
and weight, improve reliability, and increase ballistic tolerance. The past two decades of extensive research anddevelopment on composite materials in the aerospaceindustry has directly benefitted the V-22 structural design.

The composite airframe delivers the necessary stiffness andlight weight for V/STOL. It also provides additional resistanceto environmental corrosion caused by salt water. The composite airframe is fatigue resistant and damage tolerant – afeature particularly desirable for ballistic survivability.

6

7• Operate from amphibious ships• Hover hot and high• Carry 15,000 lb external payload• Vertical insertion/ extraction}

Helicopter
assaulttransport• Fold/stow and corrosion
protection to meet shipboard
compatibility

Top Level V-22 Design Requirements

Landing Gear
The retractable tricycle landing gear is a crashworthy
design that allows routine operations over field conditions
consisting of rocks, sand, dust, dirt, grass, brush, snow,
rain, and ice. Its clearance for boulders and stumps is up
to 30.5 cm (12 in).

Propulsion System
Two Rolls-Royce AE1107C Liberty engines provide thepropulsion for the V-22. The AE1107C is a 6,150 shaft
horsepower, two-spool, turboshaft, gas-turbine engine.
The engines are located within the nacelles. The interconnect driveshaft provides safe one-engine-out flight inall modes of operation.

Design highlights include:• Main landing gear
- Two hydraulically activated main landing gear
located in the left and right sponsons- Hydraulic master braking cylinders- Manually-activated, cable-operated parking brake

An Engine Air Particle Separator (EAPS) is integral to theengine installation, and can be selected to manual pilot
control or automatic.

• Steerable nose landing gear
- Hydraulically activated located under the cockpit
floor- Hydraulic power steering unit provides 75 degree
left and right steering authority, which is controlled
by the rudder pedals.
• A 19.3 mPa (2800 psi) nitrogen bottle provides emergency extension power.
• Descent conditions- 3.7 m/s (12 ft/s) for normal operations- 7.3 m/s (24 ft/s) during a crash landing

A rotor brake assembly is integral to the mid-wing gearbox.

• Landing gear loading- Designed for a California Bearing Ratio (CBR) of 4.0
Weight distribution
Main landing gear (ea)Nose gear

kg
5,595
4,202

lb
12,337
9,264

Footprint area, per tireTwo mains, (ea)Nose wheels

sq cm
348
116

sq in
54
18

Footprint pressure
Main landing gear (ea)Nose gear

kPa
827
1,860

psi
120
270

Fire detection and extinguishing systems are provided in
the engine compartments, wing bays and mid-wingareas.
Proprotors• Blades• Hub and controls• Pendulum
absorbers
Auxiliary power

Engines• Inlet particle separator• Rolls Royce AE1107C• IR suppressor

Fuel system• Wing tanks• Cabin auxiliarytanks• Sponson tanks• Retractablerefueling probe

Drive system• Midwing gearbox• Interconnect driveshaft• Tilt-axis gearbox• Proprotor gearbox

Propulsion System Components
Proprotor gearbox

IR suppressor

EngineLanding gear loading at the aircraft empty weightin helicopter mode at the one g static condition
Engine air
inlet

Engine Nacelle

89Payload Systems
The V-22 is designed to fulfill the multimission role, with its
large open cabin, rear loading ramp, and a variety of cabin
and cargo systems.
Personnel transport• Crashworthy seats- Crew chief and 24 troops- Folding, removeable seats for loading flexibility- Inboard facing• Medevac litter stanchions- Up to three stations of (3) litter positions each

Cargo
• External- (2) external cargo hooks• 10,000 lb single hook (forward or aft hook)• 15,000 lb dual-hookCabin Seating• Cabin accessible- Air-drop capability• Internal
2- 300 lb/ft floor loading capacity for up to 20,000 lb ofinternal cargo- Floor tie-down fittings within cabin and ramp
- Flip, roller rails for cargo loading- 2,000 lb cargo winch, 150 ft cable- (2) 463L half-pallets, (4) 40 in x 48 in warehouse pallets, and other loading as available

MEDEVAC Cabin Configuration- Light Tactical Vehicles - Several vehicles can beloaded internally, including the M151 Jeep (top cover
removed and windshield folded), and the M274
Mechanical Mule. The U.S. Marine Corps and The
U.S. Special Operations Command are designing afamily of Internally Transportable Vehicles (ITV) sized
to be carried inside of the V-22.

10

11

RBL
34.00 LBL

Pallet loading

Cargo envelope
cross section

Cargo envelope

17

Foldedtroop
seats

40 inch x 48 inch
pallet14

34.00

58.18 66.23

463L half pallet

10

14

Sta. 701.50
7Sta. 559.00
40 inch x 48 inch pallet

463L half pallet

All dimensions are in inches.

All dimensions are in inches

Sta. 309.00
Note: Dimensions define the shape that must be clear fromsta. 309.to sta. 559, and from sta. 559 to 701.5 in the aft fuselage,
with the ramp floor level with the cabin floor.

Cabin Volume

Vertical insertion/extraction- Rescue hoist at rear ramp
• Electric hoist, 250 ft usable cable• 600 lb capacity, > 250 fpm speed• Emergency cable cutting system- Two fast rope attachments in cabin area
- Parachute static lines

12

13

Flight Control System
The V-22 incorporates both fixed-wing and rotary-wingflight controls in the electronic, fly-by-wire system. The
Flight Control System (FCS) provides control throughout
the flight envelope, as well as a smooth transition between
helicopter and airplane flight modes.
The figures below present the locations and numbers ofhydraulic actuators used in controlling the V-22. It also
includes the functions of the flight control surfaces.

Swashplate
actuator

Conversion
actuator

Conversion
actuator

Avionics

Swashplate
actuator

Pilot
control

Copilot
control

Flightcontrolelectronics
EngineFADEC

Engine

FADEC

Flaperon actuators

Flaperon actuators

Rudderactuator

Elevator
actuators

Rudderactuator

Flight Control System Block Diagram
RudderRudder

Swashplate
Flaperon

Elevator

Flaperon
Swashplate
Conversion

Conversion

Hydraulic Flight Control Actuators

14

15

Helicopter

Airplane
Flaperon

Differential collective
pitch and lateral cyclic• Right proprotor increases
collective pitch• Left proprotor decreases
collective pitch• Proprotor discs tilt to left
• Aircraft rolls to left
Airplane control• Full-span control surfaces- Combination flap/aileron (flaperon)- Rudder- Elevator• Proprotor pitch controlled automatically through (TCL) input- Reduces flapping- Maintains constant RPM• Right flaperon deflects
downward• Left flaperon deflects upward• Aircraft rolls to left

Lateral Control Input (Left Stick Shown)
Helicopter

AirplaneElevator

Forward longitudinal
cyclic pitch• Proprotor discs tilt forward• Aircraft assumes nose-down attitude• Airspeed increases• Elevator deflects downward• Aircraft assumes nose-down attitude• Altitude decreases• Airspeed increases

Longitudinal Control Input (Forward Stick Shown)
Helicopter

Helicopter control• Proprotor blades are primary flight control• Thrust Control Lever (TCL) is throttle and collective pitch

AirplaneRudderDifferential longitudinal cyclic pitch

Flight Control Mechanisms

The primary flight controls consist of:• Cyclic sticks located in front of each cockpit crew seat
• Thrust control levers mounted to the left of each seat
• Floor-mounted directional pedals• Proprotor nacelle angle control (thumbwheel on TCL)
The pilot and copilot controls are mechanically connected under the cockpit floor by push-pull control tubes. Sensors detect
control displacements in each of three axes and relay the information directly to the digital flight control computers. These
high-speed computers provide commands directly to the aircraft’s flight control actuators. The rudder pedals also control
the nose wheel steering and wheel brake systems.

• Right proprotor disc tilts forward• Left proprotor disc tilts aft• Aircraft yaws left

• Rudders deflect to the left
• Aircraft yaws left

The following figures illustrate the effect of each pilot’s control
input on aircraft motions in both helicopter and airplane modes.

Directional Control Input (Left Pedal Shown)

16

17

Helicopter

Airplane• Thrust/power lever controls
proprotor collective pitch
and throttles• Acts as altitude control• Thrust/power lever controls
blade pitch and engine throttle• Acts as airspeed control

Thrust/Power Input (Forward/Increase Shown)
Helicopter

Airplane

The V-22 can perform a complete transition from helicopter mode to airplane mode in as little as 16 seconds.
The aircraft can fly at any degree of nacelle tilt within its
conversion corridor (the range of permissible airspeeds foreach angle of nacelle shift).
During vertical takeoff, conventional helicopter controls are
utilized. As the tiltrotor gains forward speed (between 40 to
80 knots), the wing begins to produce lift and the ailerons,
elevators, and rudders become effective. The rotary-wing
controls are then gradually phased out by the flight control
system. At approximately 100 to 120 knots, the wing isfully effective and pilot control of cyclic pitch of the proprotors is locked out.
40-80
Airplane Controls

Helicopter Controls
100-120• Both nacelles rotate upward• Aircraft decelerates• Both nacelles rotate forward• Aircraft accelerates

Nacelle Control Input

Helicopter

Airplane• Both flaperons deflect downward• Downwash effects on wing reduced• Both flaperons deflect downward• Lift, drag increase

The conversion corridor is very wide (approximately 100
knots) in both accelerating and decelerating flight. Thiswide corridor results in a safe and comfortable transition,
which is free of the threat of wing stall.
100
Helicopter 90
Mode
80
70
Nacelle 60
Incidence
50
Angle
40
(deg)

Flap Input
Airplane
Mode

Conversion
coridor

30
20
10
0
0

50

100
150
200
Airspeed (kts)Conversion Corridor

18

19

250

300

Hydraulic Systems
There are three independent 34.5 MPa (5,000 psi)
hydraulic systems. Systems 1 and 2 are designated as primary and are dedicated to the flight control systems.

Engine inlet particle
separator blower
motors (4 places)

Wing lock pin actuators,
drive, and control valve

Parking brake valve

Winchcontrolvalve

Rotor brake

System 3 is designated as the utility hydraulic system, andalso powers the following equipment/functions:• Landing gear (extend/retract)• Ramp/door• Main wheel brakes• Nose wheel steering• Engine start• Cargo winch• Engine Air Particle Separator (EAPS)• Wing stow
• Rotor brake• Retractable aerial refuel probe

Master brake cylinders(4 places)

NLG/nose wheel
swivel actuators

RPU

No. 3 module/reservoir

Heat
exchanger

Pump

Wheel brakes

Utility isolation
valve

Landing gear
control valve

MLG actuator (2 places)

EAPS/main engine
start control valve(2 places)

Engine starter(2 places)

Electric motor/pump
Ramp control valve
Ramp latch
actuator (2 places)

Door actuator (2 places)
Ramp actuator (2 places)

JB-076

Utility Hydraulic System (System 3)

In the event of failure in the primary hydraulics system(Systems 1 and 2), System 3 provides pressure to theswashplate and conversion actuators (providing additional
redundancy). For maintenance and ground operations,
System 3 is powered by the APU (prior to rotor spin up).

Electrical Systems
The V-22 is equipped with a redundant power generation
system capable of producing up to 240 total kVA. The system consists of:• Two 40 kVA constant frequency generators• Two 50/80 kVA variable frequency generators• Three AC to DC regulated converters

Thermal control valve(4 places)

Local switchingisolation valve (2 places)

Swashplate actuators(6 places)• One 24 ampere-hour sealed lead acid battery

Nacelle swivel fittings(6 places)

Remote switchingvalve (2 places)

Ground power may be provided by external AC power unit
or by the on-board APU.

Conversion
actuator (2 places)

Wing swivel
fitings (3 places)

The AC power is distributed as 115/200 volt (3-phase), and115-volt, (single phase). There are four utility electrical outlets provided in the cabin.

TC

TC
TC

FC

TC
FC

No. 3 moduleand reservoir

Heat exchanger(3 places)

No. 3 pump

Module / res.
(2 places)

No. 2 pump
Flaperon actuators(8 places)

No. 1 pump

Rudder actuator(2 places)

The V-22 DC electrical system supplies 24/28 Volts Direct
Current (VDC) to the flight-essential systems, the primaryaircraft DC electrical loads, the electrical components powered from the essential bus, and the electrical components
powered from the battery bus.

Fluid compensation valve(2 places)
Elevator actuators (3 places)

JB-075Flight Control Hydraulic System (Systems 1 & 2)

20

21

Environmental Control System
Fuel System
The fuel system is integrated into the wing and fuselage
systems and consists of:• Two wing feed tanks – one in each outboard section ofeach wing• Two sponson tanks – one in each forward sponson bay• Eight wing tanks – 4 in each wing between the wing feedtank and the mid-wing area.
• Retractable aerial refueling probe
For extended range operations, up to (3) mission auxiliarytanks (MAT) in the cabin, or (2) MAT and an aft sponson
tank can be used. Electrical, plumbing, and vent connections are provided for the installation of the internal cabintanks.
Base full-fuel configuration

Extended range configurations

The V-22 incorporates a modern Environmental Control
System (ECS) to provide for crew and passenger health,safety, and comfort over a wide range of aircraft and environmental operating conditions. It also protects theavionics/mission systems during operation in extreme
climatic conditions as well as under thermal stress.
The ECS includes:• Pneumatic power system• Onboard Oxygen Generating System (OBOGS)• Onboard Inert Gas Generating System (OBIGGS)• Cockpit and cabin heating and cooling• Avionics air conditioning• A pneumatic wing deicing system
The pneumatic system supplies low-pressure (3.5 kg/sq
cm, or 50 lb/sq in) compressed air to the ECS. The ECS
distributes conditioned air to the cockpit and cabin, andpartially conditioned air to the O2N2 concentrator, wing
deicing boots, and avionics cooling air particle separators.
Compressed air for the pneumatic system is supplied by
the Shaft-Driven Compressor (SDC). The SDC is mounted
on the mid-wing gearbox and operates when the APU or
engines are running.
Cockpit and Avionics

V-22 Fuel Configuration

Configuration

Usable Fuelper Tank

Number of
Tanks

(gal)

(liters)

Fuel Weight
per Tank
(lb)

(kg)

Wing Feed Tanks
Fwd Sponsons
Wing Tanks

2
2
8

88
478
74

334
1,809
278

600
3,250
500

272
1,474
227

Total - Standard

All Tanks

1,721

6,513

11,7005,307

Mission Aux Tanks
Rt Aft Sponson (Optional)

Up to 3
1

430
316
2,037

1,628
1,197
7,710

2,924
2,150
13,850

1,326
975
6,282

Fuel System Capacities (JP-5 or JP-8)

22

The V-22 Integrated Avionics System (IAS) is a fully integrated avionics suite using a combination of off-the-shelfequipment and specially developed hardware and software. The functionality integrated into this system is asfollows:• Controls and Displays
Provides aircrew and maintenance personnel with theresources to monitor cockpit information and control aircraft functions.
• Mission Computers
Provides for dual-redundant processing using primaryand backup advanced mission computers that process
and control all functions of the IAS.

23• Navigation
Provides primary navigation data. This data is gatheredfrom the inertial navigation sensors and radio navigation
sensors.

• Interface Units (IUs)
Provides the capability to control and monitor the aircraft
and its avionics systems that are incompatible with the
MIL-STD-1553 data bus protocol.

Navigation data includes: position, heading, altitude,
geographic frame velocities, radar altitude, radio navigation (data such as distance and bearing to ground stations), and marker beacon station passage.

The IUs provide the capability to communicate with
ARINC-429, RS-422, and other discrete signal devices.

An optional enhanced suite can include Terrain
Following/Terrain Avoidance (TF/TA) Multimode Radarand traffic collision avoidance system (TCAS).
• Communications
Provides for internal and external radio control and intercommunications, VHF/UHF radio communication, SATCOM, and IFF.

• Vibration, Structural Life, Engine Diagnostics (VSLED)VSLED is an onboard system designed to capture andrecord vital aircraft data for enhanced safety and maintenance. An active vibration suppression system is also
onboard to detect and suppress cockpit and cabin vibration.

• Turreted Forward Looking Infra-Red System
Provides for reception of infrared energy and its conversion to video signals (to assist the aircrew in piloting andnavigation).
• Digital Map
Provides a real-time, color, moving map imagery on themulti-function displays. It may be operated independently by both operators. The aircraft’s position is shown withrespect to the display, and multiple overlay options areavailable.
• Electronic Warfare Suite
Provides detection and crew notification of missiles,
radars, and laser signals that pose a threat to the aircraft.

V-22 Cockpit Instrument Panel

The suite also includes dispensers for expendable
countermeasures.
An optional enhanced suite includes active jamming systems, additional countermeasure launchers, and othersystems.

24

25

Shipboard Compatibility
The V-22 is designed to operate within the space limitations imposed by the flight deck, hangar deck, and aircraft
elevators of the U.S. Navy's amphibious assault ships aswell as compatible with the limited maintenance facilities
aboard these ships.

V-22 Landing Aboard Amphibious Assault Ship

The basic requirements, which support this capability,
include:• Operating from a launch and recovery spot locatednext to the island superstructure of an amphibious
assault ship
• Corrosion resistant composite rotor blades, hubs, andairframe• Marinized engines• Electromagnetic Environmental Effects (E3) protection• Compact airframe footprint for easy stowage• Tiedowns incorporated for winds up to 60 knots instowed configuration and for 100 knot heavy weather
configuration• Blade fold/wing stow in and up to 45 knot winds• Many maintenance tasks to be accomplished in thefolded/stowed configuration.

26

Blade Fold/Wing Stow Sequence27

Survivability Features
The V-22 design has numerous inherent and intentionallydesigned survivability features, as itemized below.
Reduced Susceptibility• Performance- Speed- Range- Altitude- Maneuverability• Defensive Warning System• Threat Warning and Countermeasures• Tactics- Night- Low-level- All-weather• Signature Reduction- Infrared - 95% reduction compared to CH-46- Acoustic - 75% reduction compared to CH-46- EMCON- Visual
Reduced Vulnerability• Systems Protection- Redundancy- Isolation- Separation- Armor• One Engine Inoperative Capability• Dry Bay and Engine Fire Suppression• Ballistic Tolerance- Composite Structure- Hydraulic Ram Protection- Self-sealing Fuel Bladders- Nitrogen-Inerted Fuel System
Improved Crashworthiness• Energy Management- “Broomstraw” Blade Failure- Mass Remote Design- Controlled Wing Failure- Anti-plow Bulkhead• Crashworthy Fuel System• Ditching Buoyancy, Stability and Emergency Egress• Stroking Seats and Shoulder Harness for Troops and Crew

28

Operating Environment

NBC

The V-22 has been designed to operate within the specified set of environmental conditions summarized below.
Exposure to Solar
Radiation
Ambient Temperature
Pressure Altitude

Humidity

Tropical Exposure

Vibration
Shock Method
Sand and Dust

Water Resistance
Mold Growth
Salt Mist
Salt Spray-65° F(-54°C) to 125°F (+52°C)
Method 520.0, Procedure III, MILSTD-810; Temperature, Humidity,
Vibration, Altitude
Method 507.3 of MIL-STD-810;
Humidity
45% RH at 21oC
95% RH at 38oC
80% RH at 52oC
20% RH at 71oC
Combination of Temperature,
Humidity, Rain, Solar Radiation,and Sand/Dust requirements allow
the V-22 to operate in a
Tropical Environment.
Method 514.3, Procedure I,
MIL- STD-810; Vibration
516.3, Procedure I & V,
MIL-STD-810; Shock
Method 510.1, Procedure I,
MIL-STD-810; Sand and Dust
Particle
concentrations of 1.32 X-4
10 pounds per cubic foot in
multidirectional winds of 45 knots.
The upper nacelleblower will withstand particle-6
concentrations of 4.0 X 10
pounds per cubic foot.
Method 512.3 of MIL-STD-810;
Leakage (Immersion)
Method 508.4 of MIL-STD-810;
Fungus
Method 509.2, MIL-STD-810;
Salt Fog
Sea salt fallout up to 200 parts
per billion. The aircraft’s components
operate reliably after exposure
to Method 510.1, Procedure I,
MIL-STD-810

30Power, wiring, and connections
provided for seven stations for
NBC protective garments andmasks (three are located in the
cockpit and four located in thecabin).
Radiant energy at a rate of 355
BTU per square foot per hour or
104 watts
per square foot (11202
W/M ).

Bird Strike

The windshield is capableof resisting the impact of a threepound bird at 275 knots.

Rain and Wind

8 inches per hour minimum. The
aircraft is designed to withstanddamage in winds of: up to 60 knots
with wing ready for flight and blades
folded; up to 100 knots with bothwing and blades ready for flight;
up to 60 knots from any direction
with blades folded and wing stowed.
Able to withstand 1 inch hailstones in multiple aircraft
conditions - in-flight, take off andlanding, taxi and hover, andparked.
Snowload capability of 20 pounds
per square foot on horizontal
surfaces. This is assuming aircraft is
not operating and will be cleared ofsnow between storms.
Operation at full mission capability
in icing conditions, ice fog, andhoarfrost up to moderateintensities down to -20oC
ambient temperatures.
No Category 1 effects due todamage to or temporary upset of
Category 1 CFE and GFE from asevere lightning attachment with a
200 kAmp first return strokewith11
a peak rise time of 1.4x10
Amp/sec to the air vehicle.
No Category 2 effects due to damage
to or permanent upset of category
2 CFE or due to damage to
Category 2 GFE from a lightning
attachment with a 50 kAmp first
return strokewith peak rise time10of 3.5x10 Amps/sec to the air vehicle.

Hail Strike

Snow

Icing

Lightning31

V-22 Flight Performance

20,000Sh

The V-22 is capable of sustained cruise speeds in excess
of 275 ktas and an unprecedented V/STOL aircraft mission
radius. Standard day capabilities are shown in the figures
below.

Sea Level - ISA
ort

Tak
e

Payload - lb

16,00014,000Short

12,000ica/Ru

off/Ve

l Ta

keo

n-O

rtical

ff /

Ve
rt

8,000

nL

an

din

Land

ica

g(

Cruise speed for 99% best range
20 min landing fuel reserve
57,000 lb max GW
STOLing (S

)

TOV
L)

Mi
ss
ion
l La

nd

ing

(VT
OL

12,000(1) MAT

Integral Fuel

Hover out of ground effect ≥ 50 ft
0% torque margin
Auto flaps
Zero wind

Ve
rt

Take

off

)

4,000

Au
xil
iar
y

Ta
nk
s:

(2) MAT%95(3) MAT

100

700

600

500

Internal Payload Mission
16,000V-22 Block B Aircraft Baseline
F.E. = 33.0 sq ft
External Load F.E. = 28.0 sq ft

%

Nr

04

%

1
r,

04

we

1
r,

po

we

e

po

gin

e

en

gin

8,000

300
400
Mission Radius - nm

200

um

en

im

um

ax

im

Pressure Altitude - ft

0

M

ax

m

10,000Nr
14,0006,000

Warmup:10 min at Idle Power
Takeoff:
1 min at 95% max power (HOGE)
Outbound Cruise: V99br, airplane mode
Hover to Drop PL: 5 min at 95% max power (HOGE)
Drop External Load
Return Cruise:
V99br, airplane modeLand:
1 min at 95% max power(VTO HOGE or STO)

We = 33,835 lb
FUL = 1464 lb
OWE = 35,299 lb
Fuel Capacity = 11,700 lb

Sea Level / STD
12,0004,000

Mission Definition:

Reserves:

Payload - lb

10,0002,000

20 min at Vbe at 10,000 ft

Takeoff Limits(95% Max Power):
Sea Level/Std:
51,688 lb
3000 ft/ISA +20C: 48,418 lb

8,000

3000 ft / ISA +20C

6,000

4,000

0

+1 MAT

36

40

44

48

52

56

2,000

Hover Gross Weight (OGE) - lb x 1,000
700

650

600

550

500

450

400

350

300

250

200

150

50

0

100

0

Hover Performance
V-22 Standard Day Hover Envelope (OGE)

Radius - nmExternal Payload Mission
28,00020,00024,000

Sea Level - ISA

Se

ep

Payload - lb

Gross weight (1,000 lb)
Maximum continuous power
Autoflaps
Airplane mode (84% NR)

12,000

rm

al

loy

ST

OL

(1) A

eria

ST

OL

refu

ling

with

Mi

OL

160

180

200

220

240

260

el

ss

ion

Au

xil

4,000

140

bing

o fu

VT

4,000

120

RTB

(1) MAT

12,000(2) MAT

8,000

8,000

0
100

No

16,000

55

ta ll

45

VS

16,000

1.2

Pressure Altitude - ft

lf-D

35

20,000280

300

Cruise speed for 99% best range
20 min landing fuel reserve
60,500 lb max self-deploy GW
15,000 max altitude cruise

iar

yT

an

ks

:

(3) MAT

320

True Airspeed - kt

Cruise Flight Envelope

0

200

400

600

800

1000

1200

1400

Range - nm

V-22 Airplane Mode Flight Envelope (Standard Day)

Self-Deployment Mission

32

33

1600

1800

2000

Multiservice Configurations
Mission equipment• Single and dual point external cargo hooks• Advanced cargo handling system• Fast rope
• Rescue hoist• Paradrop static lines• Ramp mounted defensive weapon system• Up to (3) mission auxiliary fuel tanks

MV-22 U.S. Marine Corps
The V-22 is being developed and produced utilizing incremental,
time-phased upgrades (“Blocks”).
• Block A - safe and operational• Block B - combat capability improvements plus enhanced
maintainability• Block C - mission enhancements and upgrades
Block B will be the first Block to deploy.
Inherent features• Composite/aluminum airframe• Triple redundant fly-by-wire flight controls• Rolls-Royce AE1107C engines• Interconnect drive shaft• 5000 psi hydraulic system

Avionics• Dual avionics MIL-STD-1553B data buses• Dual 64-bit mission computers• Night Vision Goggle (NVG) compatible, multifunction displays• Inertial navigation system (3)• Global positioning system• Digital map system• SATCOM• VOR/ILS/ marker beacon• Radar altimeter• FM homing system• Dual VHF/UHF/AM/FM radios• Digital intercommunications system• Turreted Forward Looking Infra-Red (FLIR) system• Identification, Friend or Foe (IFF) transponder• Tactical Air Navigation (TACAN) system• Troop commander’s communication station• Flight incident recorder• Missile/radar warning and laser detection• 240 kVA electrical capacity• Blade fold/wing stow
• Anti-ice and deice systems• Vibration, structural life, and engine diagnostics• Engine air particle separators• Loading ramp
• Aerial refueling probe• 5.7’ W x 5.5’ H x 20.8’ L cabin• Onboa rd oxygen and inert gas generating systems(OBOGS/OBIGGS)

34

35

V-22 Top Tier Suppliers
Supplier

SystemBAE

Flight control system

EFW

Digital map, MFD, DEU

Engineering Fabrics

Fuel cells

General Dynamics

Mission computer

Honeywell

ECS system and components, LWINS, VF generator, CDS, FDP, TCAS,
SDC, IR suppressor, heatexchanger• Block 10 - MV-22 Block B plus improved special operations
capabilities

ITT

AN/ALQ-211 (SIRFC)• Block 20 - MV-22 Block C plus mission enhancements andupgradesMoog

MV-22 Block B and CV-22 Block 10 have the same propulsion
system, and 90% common airframe. The primary differences arein the avionics systems.

Flight control actuators,
vibration suppression actuators

MRA

Structural components

CV-22 unique equipment

Northrup Grumman

DIRCM

Raytheon

FLIR, MMR, MAGR, IFF,
mission planning, maintenance system

Rolls RoyceEnginesSmithsStandby altimeter, AIU, rudder actuator, CF generator,
flight incident recorder,
lighting controllers, forwardcabin control station, transmission blowers

VoughtEmpennage, fiber placement skins

CV-22 U.S. Special Operations Command
The CV-22 is being developed and produced in parallel with theMV-22 configuration in incremental upgrades (“Blocks”)• Block 0- MV-22 Block A plus basic special operations
capabilities• Multimission Advanced Tactical Terminal (MATT) integrated
with digital map, survivor locator equipment, and the electronic
warfare suite• Multimode Terrain Following/Terrain Avoidance (TF/TA) radar• Advanced, integrated defensive electronic warfare suite- Suite of Integrated RF Countermeasures (SIRFC)- Directed IR Countermeasures (DIRCM)• Additional tactical communications with embedded communication security• Upgraded intercommunications• Computer and digital map upgrades• RF interference canceller system• Flight engineer seating accommodation• Crash position indicator

36

37

Studies and Analyses
Numerous major studies and analyses have shown that
the V-22 is more cost and operationally effective than any
helicopter (including compound helicopter designs), or any
combination of helicopters.
Compared to a range of current and advanced helicopter
designs:• The V-22 has superior speed, range and survivability:- Increases the tactical options available to the operational commander- Dramatically reduces friendly force casualties in postassault ground operations• When equal lift capability aircraft fleets are considered:- Significantly fewer V-22 were required to accomplish
the specified missions.
- Likewise, proportionately fewer support assets andpersonnel were required.
• When equal cost aircraft fleets are considered:- The V-22 fleet is more effective than any of thehelicopter alternatives.
- Lower through-life costs of the tiltrotor
V-22 offers best value for the money.
For example, in a recent V-22 in GWOT Scenario, the disparity in required mission resources was evident. The
V-22 needed about one-quarter of the resources requiredof conventional helicopters. Specifically, the asset requirements were:• 3 V-22s, 1 strategic airlift aircraft, 1 strategic tanker, 3combat service support aircraft, and 1 support baseVS• 5 helicopters, 7 tactical tankers, 9 strategic airlift aircraft,
12 combat service support aircraft, and 4 support bases
Reduced complexity increases the probability of success,while decreasing requirements and total mission cost. The
V-22 significantly reduces the logistical complexity toaccomplish the mission.

38

39

Flight Crew and
Maintenance Mechanic Training
The V-22 Training System is comprised of fully integrated
aircrew and maintainer training and training devices.
Safety, proper procedures, and effectiveness are stressed
within all training courses. They are designed to meet theneeds of initial entry and transition personnel. The BellBoeing training strategy takes advantage of a full suite oftraining services and equipment developed specifically for
the V-22. These include:• A Federal Aviation Agency (FAA) Level-D equivalent full
flight simulator (FFS),• Level 7 equivalent Flight Training Device (FTD),• Suite of Part Task Maintenance Trainers• Interactive audio/video computer-based training (CBT)
devices, and• Computer-based presentation
instructor-led training.

40

systemsupportingMultimission Capabilities
The V-22 is a highly flexible, multipurpose aircraft capableof performing many missions. The U.S. Government,
Bell-Boeing, and commercial analysis companies haveevaluated the suitability and effectiveness of tiltrotor variants for over 30 different potential missions. These potential missions are summarized in the following list:
Special Warfare••
Sea Control••••
Theater Operations •
•
•
•
•
•
Recovery andCivil Support

Communications

Intelligence

Transport

SupportSpecial Operations
Electronic Warfare
Anti-Submarine Warfare
Anti-Surface Ship Warfare
Maritime Interception Operations
Mine Warfare
Assault Medium Lift
Tactical Mobility
Advanced Rotary Wing Attack
Gunship/Close Air Support
Aerial Refueling
Combat Rescue• Search and Rescue• Medical Evacuation• Joint Emergency Evacuation of
Personnel• Civil Disaster Response• Forward Air Control• Surface, Subsurface, andSurveillance Coordination• Over-the-Horizon Targeting• Surface Combatant Airborne
Tactical System• Observation• Armed Reconnaissance• Airborne Early Warning-Surface
Combatants• Signal Intelligence• Battle Group SurveillanceIntelligence• Fleet Logistics• Carrier/Surface Ship Onboard
Delivery• Operational Support Airlift• Mid-Air Retrieval System• Light Intratheater Transport• National Executive Transport• Missile Site Support• Range Support

42

43