Posted on 12/23/2016 5:50:07 AM PST by sukhoi-30mki
The U.S. Marine Corps is progressing with a new project to arm its MV-22 Osprey aircraft with new weapons such as laser-guided 2.75in rockets, missiles and heavy guns - a move which would expand the tiltrotor's mission set beyond supply, weapons and forces transport to include a wider range of offensive and defensive combat missions, Corps officials said.
"Currently, NSWC (Naval Surface Warfare Center) Dahlgren explored the use of forward firing rockets, missiles, fixed guns, a chin mounted gun, and also looked at the use of a 30MM gun along with gravity drop rockets and guided bombs deployed from the back of the V-22. The study that is being conducted will help define the requirements and ultimately inform a Marine Corps decision with regards to armament of the MV-22B Osprey," Marine Corps spokeswoman Capt. Sarah Burns told Scout Warrior in a written statement.
Adding weapons to the Osprey would naturally allow the aircraft to better defend itself should it come under attack from small arms fire, missiles or surface rockets while conducting transport missions; in addition, precision fire will enable the Osprey to support amphibious operations with suppressive or offensive fire as Marines approach enemy territory.
Furthermore, weapons will better facilitate an Osprey-centric tactic known as "Mounted Vertical Maneuver" wherein the tiltrotor uses its airplane speeds and helicopter hover and maneuver technology to transport weapons such as mobile mortars and light vehicles, supplies and Marines behind enemy lines for a range of combat missions -- to include surprise attacks.
The initial steps in the process will include arming the V-22 are to select a Targeting-FLIR, improve Digital Interoperability and designate Integrated Aircraft Survivability Equipment solutions. Integration of new weapons could begin as early as 2019 if the initiatives stay on track and are funded, Burns added.
Burns added that "assault support" will remain as the primary mission of the MV-22 Osprey, regardless of the weapons solution selected.
"Both the air and ground mission commanders will have more options with the ability to provide immediate self-defense and collective defense of the flight. Depending on the weapons ultimately selected, a future tiltrotor could provide a range of capabilities spanning from self-defense on the lighter side to providing a gunship over watch capability on the heavier scale," Burns explained.
So far, Osprey maker Bell-Boeing has delivered 290 MV-22s out of a planned 360 program of record.
This story originally appeared in Scout Warrior
Laser-guided Hyra 2.75inch folding fin rockets, such as those currently being fired from Apache attack helicopters, could give the Osprey a greater precision-attack technology. One such program firing 2.75in rockets with laser guidance is called Advanced Precision Kill Weapons System, or APKWS.
Bell-Boeing designed a special pylon on the side of the aircraft to ensure common weapons carriage. The Corps is now analyzing potential requirements for weapons on the Osprey, considering questions such as the needed stand-off distance and level of lethality.
"We did a demonstration with Bell where we took some rockets and we put them on a pylon on the airplane using APKWS. We also did some 2.75 guided rockets, laser guided weapons and the griffin missile. We flew laser designators to laser-designate targets to prove you could do it," Rick Lemaster - Director of Business Development, Bell-Boeing, told Scout Warrior in an interview.
Lemaster also added that the Corps could also arm the MV-22 with .50-cal or 7.62mm guns.
New Osprey Variant in 2030
The Marine Corps is in the early stages of planning to build a new, high-tech MV-22C variant Osprey tiltrotor aircraft to enter service by the mid-2030s, service officials said.
While many of the details of the new aircraft are not yet available, Corps officials told Scout Warrior that the MV-22C will take advantage of emerging and next-generation aviation technologies.
The Marine Corps now operates more than 250 MV-22 Ospreys around the globe and the tiltrotor aircraft are increasingly in demand, Corps officials said.
“This upgrade will ensure that the Marine Corps has state-of-the-art, medium-lift assault support for decades to come,” Corps spokesman Maj. Paul Greenberg told Scout Warrior in a written statement.
The Osprey is, among other things, known for its ability to reach speeds of 280 knots and achieve a much greater combat radius than conventional rotorcraft.
Due to its tiltrotor configuration, the Osprey can hover in helicopter mode for close-in surveillance and vertical landings for things like delivering forces, equipment and supplies – all while being able to transition into airplane mode and hit fixed-wing aircraft speeds. This gives the aircraft an ability to travel up 450 nautical miles to and from a location on a single tank of fuel, Corps officials said.
“Since 2007, the MV-22 has continuously deployed in a wide range of extreme conditions, from the deserts of Iraq and Libya to the mountains of Afghanistan and Nepal, as well as aboard amphibious shipping. Between January 2007 and August 2015, Marine Corps MV-22s flew more than 178,000 flight hours in support of combat operations,” Greenberg added.
Corps officials said the idea with the new Osprey variant is to build upon the lift, speed and versatility of the aircraft’s tiltrotor technology and give the platform more performance characteristics in the future. While few specifics were yet available -- this will likely include improved sensors, mapping and digital connectivity, even greater speed and hover ability, better cargo and payload capacity, next-generation avionics and new survivability systems such as defenses against incoming missiles and small arms fire.
Greenberg also added that the MV-22C variant aircraft will draw from technologies now being developed for the Army-led Future Vertical Lift program involved in engineering a new fleet of more capable, high-tech aircraft for the mid-2030s
“The MV-22C will take advantage of technologies spurred by the ongoing joint multi-role and future vertical lift efforts, and other emerging technology initiatives,” Greenberg added.
The U.S. Army is currently immersed in testing with two industry teams contracted to develop and build a fuel-efficient, high-speed, high-tech, next-generation medium-lift helicopter to enter service by 2030.
The effort is aimed at leveraging the best in helicopter and aircraft technology in order to engineer a platform that can both reach the high-speeds of an airplane while retaining an ability to hover like a traditional helicopter, developers have said.
The initiate is looking at developing a wide range of technologies including lighter-weight airframes to reduce drag, different configurations and propulsion mechanisms, more fuel efficient engines, the potential use of composite materials and a whole range of new sensor technologies to improve navigation, targeting and digital displays for pilots.
Requirements include an ability to operate in what is called “high-hot” conditions, meaning 95-degrees Fahrenheit and altitudes of 6,000 feet where helicopters typically have difficulty operating. In high-hot conditions, thinner air and lower air-pressure make helicopter maneuverability and operations more challenging.
The Army’s Joint Multi-Role Technology Demonstrator, or JMR TD, program has awarded development deals to Bell Helicopter-Textron and Sikorsky-Boeing teams to build “demonstrator” aircraft by 2017 to help inform the development of a new medium-class helicopter.
Textron Inc.’s Bell Helicopter is building a tilt-rotor aircraft called the Bell V-280 Valor – and the Sikorsky-Boeing team is working on early testing of its SB>1 Defiant coaxial rotor-blade design. A coaxial rotor blade configuration uses counter-rotating blades with a thrusting technology at the back of the aircraft to both remain steady and maximize speed, hover capacity and maneuverability.
The Bell V-280 offering is similar to the Osprey in that it is a tiltrotor aircraft.
Planned missions for the new Future Vertical Lift aircraft include cargo, utility, armed scout, attack, humanitarian assistance, MEDEVAC (medical evacuation), anti-submarine warfare, anti-surface warfare, land/sea search and rescue, special warfare support and airborne mine countermeasures, Army officials have said.
Other emerging technology areas being explored for this effort include next-generation sensors and navigation technologies, autonomous flight and efforts to see through clouds, dust and debris described as being able to fly in a “degraded visual environment.”
Meanwhile, while Corps officials say they plan to embrace technologies from this Army-led program for the new Osprey variant, they also emphasize that the Corps is continuing to make progress with technological improvements to the MV-22.
These include a technology called V-22 Aerial Refueling System, or VARS, to be ready by 2018, Greenberg explained.
“The Marine Corps Osprey with VARS will be able to refuel the F-35B Lightning II with about 4,000 pounds of fuel at VARS' initial operating capability. MV-22B VARS capacity will increase to 10,000 pounds of fuel by 2019. This will significantly enhance the F-35B's range, as well as the aircraft's ability to remain on target for a longer period,” he told Scout Warrior.
The aerial refueling technology on the Osprey will refuel helicopters at 110 knots and fixed-wing aircraft at 220 knots, Lemaster added.
"The intent is to be able to have the aircraft on board the ship have the auxiliary tanks on board. An aircraft can then fill up, trail out behind the Osprey about 90-feet," he explained.
The VARS technology will also be able to refuel other aircraft such as the CH-53E/K, F-18, AV-8B Harrier jet and other V-22s, Greenberg added.
The Corps is also developing technology to better network Osprey aircraft through an effort called “Digital Interoperability,” or DI. This networks Osprey crews such that Marines riding in the back can have access to relevant tactical and strategic information while in route to a destination. DI is now being utilized by the 15th Marine Expeditionary Unit and is slated to be operational by 2017.
Kris Osborn became the Managing Editor of Scout Warrior in August of 2015. His role with Scout.com includes managing content on the Scout Warrior site and generating independently sourced original material. Scout Warrior is aimed at providing engaging, substantial military-specific content covering a range of key areas such as weapons, emerging or next-generation technologies and issues of relevance to the military. Just prior to coming to Scout Warrior, Osborn served as an Associate Editor at the Military.com. Osborn previously served at the Pentagon as a Highly Qualified Expert with the Office of the Assistant Secretary of the Army - Acquisition, Logistics & Technology. Osborn has also worked as an anchor and on-air military specialist at CNN and CNN Headline News. This story originally appeared in Scout Warrior.
They are "a mass of machinery that has been forced into the air against its will", a "collection of spare parts, flying in loose formation"!
(BTW, I've got about 10 hours CH-46 PIC time in my logbook, in addition to all the other helos. The Frog has a very nice, stable hover, and it will stop very quickly on a approach.)
Yep, now the kids at Whiting have touch screen multi function displays. The T-6B can boogie but we had to lengthen the runways for them before I retired.
No more “ma and pa airfields” on cross countries.
It would be a better thing if they could just do the job as they advertised; Lift 24 Combat loaded Marines!
They absolutely can not! You are lucky to get a Combat Loaded Rifle Squad to lift!
The Osprey has proven to be highly effective for VP transport and Mail delivery in a combat zone. Any real troop lift is left to the CH53!
Terry L Walker
CWO5
Marine Gunner
USMC Retired
My sole point was that the A-10 and Osprey have different jobs.
Whether the Osprey can actually do that job is a separate issue. I wouldn't know, but your expertise indicates that it can't.
yup..Those replaced the loach......My loachs replaced the 23’s....Talk about a great improvement!....I just missed 58’s....I was with D troop 1st 10th Cav “Shamrocks” 67-69 out of Camp Enari........Welcome home brother!
Cav Ho...Scouts out!...”Eye of an eagle, Heart of a lion...Balls of a scout”
I was in CAG-5 back in the Indy days in VF-21.
One of the good things about manpads is that require frequent maintenance if they aren’t maintained they don’t work.
What a load of cockamamie BS. Even ignoring the science fiction technology, the author clearly has little to no comprehension of physics or chemistry totally screwing up concepts like mass, gravity, aerodynamics...
It replaced the CH-46E (Phrog), that only had a door gunner for defense.
My hook transition IP at Rucker was a guns a go go pilot with 1st Cav. His one war story was about a scary mechanical between Phi Bai and DaNang.
While technically capable of autorotation if both engines fail in helicopter mode, a safe landing is difficult; in 2005, a director of the Pentagon’s testing office stated that in a loss of power while hovering below 1,600 feet (490 m), emergency landings “...are not likely to be survivable.” V-22 pilot Captain Justin “Moon” McKinney stated that: “We can turn it into a plane and glide it down, just like a C-130.” A complete loss of power requires both engines to fail, as one engine can power both proprotors via interconnected drive shafts.
Sure it can glide.
Vertically.
Just reread your post #20. Wow, I thought all C-box failures on CH-47s were fatal.
True story: I set foot in a Chinook for the first time in 2005 during Armed Forces wkd at Ft Rucker. The pilots invited me at age 56 to join their USAR unit & transition (last flew in 1986). Went to a flight surgeon & by golly I got my up slip.
Told their CO I was honored, but flying was a young man’s game. Retired in 2011 at 62.
Indy centurion here, VF-21 was before my time though. The COD could stuff 6000 pounds inside before it cubed out. Technically we could haul 10K pounds of trash. We could trap with 30 people including 2 pilots, 2 crew.
The cool think about the COD was the ability to fly 1000 miles in 3.8 hours with 6000 pounds of pony and ice cream, and then get clear of the LA like any other airplane in CAG 5.
AND... since our two airplanes were too big to spend the night on the boat, we could tell all the chicas on the beach that we flew F-14s -— and there were no Tomcat guys around to tell them we were lying.
As you know, the x-box or combining box in a hook, same as in a 46 (Frog) connects forward and rear rotor transmissions so the blades are always in synch.
I was carrying an external load in '69 out of LZ English, Master caution lit up, x-box temp way up, x-box oil pressure way down. Trouble!!
Punched off the external load and made a maximum effort descent. I focused on a dark green spot for some reason and when I flared, discovered it to be a canal overgrown with weeds.
I asked the flight engineer if we had 10 seconds to move it to the right. He is 40 feet back where the action was and he replied "Sir, put it down"
Remembering that the hook will float I put it into the water. I forgot the hatch to the cargo hook was still open and sure enough the CH-47 proceeded to sink right there.
We shut down and climbed on top and were soon rescued by a slick. A couple of days later, a CH-54 Skycrane came and drug it out of the canal where it drained water until it was light enough for the ride home.
Maintenance later told me one of the shafts in the X-box was crystallized, meaning it was red hot and ready to let go
So Yes, i survived a failure of the combining transmission failure by seconds.
All this to say "So what if the transmissions on the Osprey are linked, things can and will go south in a hurry!"
When we got up to the deck, it was a complete mess, high winds, high waves and a COD trying to bring parts aboard. After a couple wave offs for pitching deck and a sketchy hookskip bolter they sent him home. At that point the Boss tossed the launch plan in the circular file and told anybody that was ready to call up. We were closest to the cat and got to go 2nd behind an S-3 off the waist. As we taxied up to cat 4, I saw the skipper's head pop up from the cat walk. He seemed stunned to see us getting ready to launch and my RIO gave him the ultimate Forrest Gump wave.
That was winning. -Benny
“...one of the shafts in the X-box was crystallized, meaning it was red hot and ready to let go...”
Wasn’t your time yet, Someone was watching over you.
What caused the fluid leak? Glad you made it.
Sounds familiar. Only time we never got aboard in Japan. But it was Nov 1996 during the typhoon off Iwakuni, right? Bud Light tried twice. I tried 5 times. We only dragged hook once, but saw the Indy screws a few times. Only time that I ever saw them out of the water. The seat cushion was nowhere to be found, pucker factor emergency. Code brown. LSO’s saved us all 7 times.
I heard the popcorn machine dislodged and fell & broke in the wardroom due to high seas, right? Biggest tragedy of the day.
My airplane was destroyed from hail, and after we hobbled the plane airborne from Iwakuni back to Atsugi, we saw Elmo’s Fire jump around in the cockpit for about 20 minutes in an ice storm.
We had a prop fire and had to be vectored around Fuji because we could no longer hold altitude. The prop fire kept returning when we were trying to deice the blades, so we were trapped in an alternating cycle of severe icing and fire.
I vaguely remember that a Tomcat slid across the deck in the typhoon, was that you?
“Transmissions are linked in event of an engine failure.”
Isn’t that like being a Siamese Twin when one of them dies...
Damn that makes sense.
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