The U.S. Air Force will receive its final CV-22 Osprey, marking the end of production for this tiltrotor aircraft variant, though maintenance and upgrades will continue amid ongoing safety concerns.
It isn’t the end, or even the beginning of the end, for the CV-22 Osprey, but to paraphrase Sir Winston Churchill, “we’re very much at the end of the beginning” for the Bell Textron and Boeing tiltrotor aircraft.
The
aerospace firms announced
the completion of the Program of Record (POR) for the United States Air Force last month, with the final CV-22 being prepared for delivery.
The aircraft is now being finalized at Bell’s assembly plant in Amarillo, Texas. It will be the fifty-sixth CV-22 to be delivered to the service.
“Finishing the construction of the CV-22 production planes for the U.S. Air Force is a tremendous privilege and a reflection of the remarkable efforts put forth by the dedicated individuals who designed, engineered, and assembled these extraordinary aircraft,” stated Eldon Metzger, the Bell V-22 program director.
As we achieve this landmark in CV-22 production, we begin the next phase of our voyage, shifting focus from full-scale manufacturing to sustaining the entire fleet.
The Air Force is the first operator of the tiltrotor aircraft to see the completion of the POR, while Bell will continue to produce the MV-22 variant for the United States Marine Corps, and the CMV-22 models for the U.S. Navy.
According to
Flight Global
Production will keep going until the end of 2027. Once these programs wrap up over the next few years, the “Team Osprey” coalition of business allies will concentrate on maintaining and upgrading the entire fleet.
“The CV-22 Osprey represents the dedication and determination of all those who had a hand in creating a unique aircraft and capability for the U.S. Air Force,” added Kathleen (KJ) Jolivette, vice president and general manager, Vertical Lift for Boeing Defense, Space & Security.
We take great pride in the efforts invested in the program throughout the years and are excited about sustaining the CV-22 for many decades ahead to support its crucial missions.
The CV-22 Osprey: A Versatile Tiltrotor Aircraft
Every version of the V-22 Osprey is a tiltrotor plane, which means it merges the vertical takeoffs, hovering, and vertical landing capabilities typical of helicopters with the extended range, greater speed, and better fuel economy associated with turboprops.
Similar to the MV-22 and CMV-22 variants,
the CV-22
Enabled “Air Force Special Operations Command (AFSOC) flight crews to conduct extended range special operations missions in challenging environments. The CV-22 is capable of performing tasks that typically necessitate both fixed-wing and rotary-aircraft. It lifts off vertically; however, after becoming airborne, the engine and prop-rotor assemblies located at each wingtip can pivot into a forward orientation.”
AFSOC explained
.
The aircraft is
capable of carrying
Up to thirty-two soldiers or 10,000 pounds of cargo can be carried, making it a versatile and strong option.
The CV-22 boasts increased fuel capacity and is equipped with sophisticated navigation systems, enabling it to “function effectively in a range of challenging environments.”
One of the aircraft’s standout missions was the farthest-reaching night-time hostage rescue in US military history, which took place in Africa in 2020 as part of an operation conducted by the USAF’s 58th Special Operations Wing.
Air Data News
reported
.
The CV-22 Osprey Has Become Less Popular
Despite the flexibility that Osprey offers the three services, in just over three decades from 1991 to 2023, there had been thirty-seven accidents involving V-22s. Sixteen of the V-22s were damaged beyond repair, while the accidents resulted in sixty-two fatalities. The most recent incident, in November 2023, saw eight U.S. Air Force airmen killed when an Osprey crashed off the coast of Japan.
U.S. lawmakers subsequently
launched an investigation
encountered issues with the tiltrotor aircraft.
The primary problem encountered is difficulty engaging the clutch. This usually happens because the clutch, responsible for linking the propeller’s rotor gearbox with the engine, experiences slippage. As a result, the Osprey rapidly shifts the power load to another engine to prevent the aircraft from crashing.
When the initial gearbox’s clutch reconnects, the power load shifts back within milliseconds, leading to significant torque transmission that makes the Osprey jerk. This usually happens shortly following takeoff.
After the accidents, the issue
has been grounded
For weeks and even months, aiming to tackle an persistent issue.
Earlier this year, the Department of Defense introduced two new initiatives aimed at tackling design challenges. One program focused on resolving problems related to the owner’s gearbox, whereas the second was geared towards overhauling an essential part within a gearbox subsystem.
Plans are already underway to eventually replace the V-22 with the Bell V-280 Valor, but that could be years away. In the meantime, the U.S. military will continue to operate this revolutionary aircraft, which has become a workhorse but has also proven problematic. Unfortunately, those issues can
quickly turn deadly.
About the Author: Peter Suciu
Peter Suciu
has
contributed
over 3,200 published pieces to more than four dozen magazines and websites over a thirty-year career in journalism. He regularly writes about military hardware, firearms history, cybersecurity, politics, and international affairs. Peter is also a
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