Skip to comments.Pilots thrilled by CV-22 capabilities
Posted on 10/16/2006 9:10:13 AM PDT by A.A. Cunningham
Pilots thrilled by CV-22 capabilities
by Staff Sgt. Jeremy Larlee
Air Force Print News
10/6/2006 - KIRTLAND AIR FORCE BASE, N.M. (AFPN) -- When he talks about his new aircraft, the CV-22 Osprey, the lieutenant colonel's face lights up like a kid opening presents on his birthday.
After 10 years of flying the MC-130H Combat Talon II, CV-22 instructor pilot Lt. Col. Darryl Sheets, from the 8th Special Operations Squadron at Hurlburt Field, Fla., said he has enjoyed his time in the aircraft.
"When it's in the airplane mode, to me this is like a C-130 sports car," he said. "It is probably three times more responsive and is a joy to fly."
The CV-22 has two distinct flying modes. It is able to rotate its rotors in different positions to hover like a helicopter or fly like a traditional prop-based aircraft like the C-130.
Colonel Sheets said it was an amazing feeling when he hovered for the first time.
"I had a smile from ear-to-ear," he said. "The aerodynamics of this aircraft makes it extremely stable in hover and in the transition between the two modes. My hat is off to the engineers who designed it."
Hovering is old news for Capt. Paul Alexander, a CV-22 instructor pilot from the 8th SOS, who has 22 years of experience flying helicopters in the Army and the Air Force. But the ability to fly at altitudes of 25,000 feet, about 15,000 feet higher than the he was accustomed to in helicopters, and fly at cruising speeds about two times faster than a helicopter is exciting, he said.
"It's been a lot of years since I have eagerly looked forward to every flight I take," he said. "This is what is keeping me in the military after 22 years of service."
The two pilots are at Kirtland AFB to create the procedures for how the CV-22 will be deployed.
It is a humbling experience to know that generations of pilots will be using the work they created, Captain Alexander said.
"I'm living the dream," he said. "It is an exciting time for us because we are in on the ground floor and writing the book on how we are going to deploy this aircraft."
Colonel Sheets said learning how to operate the aircraft has been like going back to pilot school again. He believes the CV-22 will be an integral piece of the Air Force's special operation's arsenal for years to come.
"Every day is a challenge at work," he said. "Something new comes up daily and this aircraft never ceases to amaze me."
A CV-22 Osprey lands at Kirtland Air Force Base, N.M., Oct. 5 after flying an air-refueling mission. This versatile, self-deployable aircraft offers increased speed and range over other rotary-wing aircraft and can perform missions that normally would require both fixed-wing and rotary-wing aircraft. (U.S. Air Force photo/Tech Sgt. Cecilio M. Ricardo Jr.)
Nice looking aircraft, 'course I think the Chinook is a good looking aircraft. :o)
We dedicated the U.S. Air Force Memorial here in Arlington VA this weekend. The OSPREY pilots cannot stop talking about their aircraft and how great it is!
How did they work out the bugs re: controlling this aicraft? I recall that it killed dozens of Marines in accidents...
And THAT is the best operational test you can get: the acceptance of the user community with enthusiasm. Both the units at New River and Albequerque love their new birds.
I need a little help from the FRairwing. What the heck is "This versatile, self-deployable aircraft"
"Self-deployable" is not a term I'd hook up to aircraft.
"How did they work out the bugs re: controlling this aicraft?"
They re-entered engineering development and did it right. It took five more years, but a superior aircraft resulted.
I would just like to see what is the emergency procedure for a single engine failure. Just curious.
How did we land on the moon?. American know how and the best engineering in the world.
That means that the aircraft can be flown to theatre, rather than being partially dissasembled and shipped by boat or cargo plan, as is the case for helicopters.
cargo plan = cargo plane
Thanks. Make's sense now.
I heard the one crash that killed those Marines out in Arizona was pilot error. Don't know how to fix human error--I haven't seen anyone who hasn't made a
mistke misatke mitsake mistake or three...
An interconnecting driveshaft allows the Osprey to continue flying in the advent of an engine failure. Either engine can power both proprotors, although with reduced performance. The drive train subsystem is comprised of two proprotor gearboxes (PRGB), two tilt-axis gearboxes (TAGB), one mid wing gearbox (MWGB), an interconnect drive train, and an emergency lubrication system (ELS). The primary purpose of the drive system is to distribute engine power to the two proprotors, which generate lift and thrust. The drive system enables power distribution to the proprotors during all engines operating (AEO) and one engine inoperative (OEI) conditions.
Under normal operating conditions, each proprotor gearbox is powered by the nearest engine via the engine output shaft. In the event of engine power loss, the proprotor gearbox associated with the failed engine receives power from the opposite engine through the interconnect drive system. A sprag-type overrunning clutch between the engine output shaft and the helical input gears overruns so that the failed engine will not be back driven by the PRGB
"I heard the one crash that killed those Marines out in Arizona was pilot error. Don't know how to fix human error--I haven't seen anyone who hasn't made a mistke misatke mitsake mistake or three..."
Yup. Pilot error, although they had help from the aircraft and from the flight lead. At any rate, after the horrific Marana mishap, the entire V-22 community had engraved on their brains "Don't let your sink rate build up below 40 knots."
Wish Ford would have found some of that before they went under.
It's really amazing that US tech and innovation does not apply to the auto industry anymore.
Thanks for posting. Great aircraft.
CV-22 is a fantastic aircraft but statements like above scare me ... it not "two distinct flying modes" it ONE vastly expanded flight envelope and its pilot not fully grasping the dynamics in the transition zone in fixed wing VTOL aircraft that causes problems
The flight/pilot communities get it that being a fixed wing pilot is a different kind of pilot then being a roterwing (helicopters)...
Well there a third kind of pilot...a "VTOL" pilot and just like Harrier pilot before them, they better get there heads wrap around the whole flight envelope of the machine...
Greater ability of the machine demands greater responsibly of the operator
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