Platinum Collection v-22 Osprey Manual

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Printed in the U.S.A.

ISBN 1-55755-793-4

10 9 8 7 6 5 4 3 2 1

About The Platinum Collection

This V-22 Osprey is one of several aircraft that you’ll find at ourwww.abacuspub.com website. The Platinum Collection is aseries of high quality add-ons for Microsoft Flight Simulator2004 and FSX that are delivered directly to you over the Internet.Although you can find hundreds of add-ons in virtually everycategory of flight simulation, you may have already discoveredthat the quality of these add-ons varies greatly. We have, however,carefully selected only top of the line aircraft to include in theAbacus Platinum Collection.

By working with the best designers in flight simulation, whosenames that you know and trust, we are able to deliver some of thefinest products in their category.

Contents

INTRODUCTION ................................................................................................... 5

Advantages Over Helicopter and Aircraft ......................................................................................................................6

How The Osprey Flies ...................................................................................................................................................7

Long, expensive and controversial development ..........................................................................................................7

Development .................................................................................................................................................................8

Design ...........................................................................................................................................................................9

SPECIFICATIONS............................................................................................... 13

CHECKLIST ........................................................................................................ 17

COCKPIT & INSTRUMENTS .............................................................................. 21

Cockpit ............................................................................................................................................. 22

Throttle Panel .................................................................................................................................. 24

Radio Stack ..................................................................................................................................... 26

5Abacus Platinum Collection: V-22 Osprey

INTRODUCTION


Aircraft designers tried for many years to design anaircraft that was both capable of flying long ranges athigh speeds and carrying heavy cargo as well ashovering and landing similar to a helicopter. Manydesigners believed that this type of aircraft had theflexibility not only to handle many different types ofmilitary missions but would also have civilian andcommercial uses.

The V-22 Osprey is one such aircraft. It’s designed toperform missions similar to a conventional helicopterbut with the long-range, high-speed cruise performanceof a turboprop aircraft. It’s a tilt-rotor vertical/shorttakeoff and landing (VSTOL), multi-mission aircraft.The aircraft’s rotors can fold, and the wings can rotateso it can be stored on an aircraft carrier.

The idea of a VSTOL aircraft isn’t new; the GermanLuftwaffe considered the idea during the last monthsof World War II. Although the U.S. Navy developedtwo experimental VTOL fighter aircraft after World WarII, called the Pogo and the Salmon, both programs werecancelled because of technical problems. Bell and theU.S. Air Force developed and tested the first successfulVTOL to hover in 1958, called the Bell XV-3, but it wasn’ttested in airplane flight.

Although the XV-3 never was tested in airplane flight,Bell considered the program to be at least feasible andcontinued working. The research and work by Bell

resulted in the XV-15 tilt-rotor program, which in July1979 became the first aircraft to tilt from helicopter toairplane and back again. It was also capable of traveling346 miles per hour in airplane mode. The success of thetests lead to the expansion of the program, which wasrenamed the V-22 Osprey.

The tilt-rotor vertical takeoff and landing CV-22 Osprey will meet a long-standing Air Force Special Operations Command requirement for a vehiclethat can conduct long-range, high-speed, vertical lift operations in adverseweather and night conditions. (Photo Courtesy United States Air Force)


Two Navy Seals get hoisted up into a CV-22 Osprey during a trainingmission June 28. The Osprey and aircrew are from the 8th Special Operations

Squadron at Hurlburt Field, Fla. (Photo Courtesy U.S. Air Force |Photographer Senior Airman Andy M. Kin)


Advantages Over Helicopter and Aircraft

The V-22 Osprey has several important advantages overa helicopter, including:

❖ Higher speedThe Osprey’s top airspeed is 315 mph, or abouttwice the airspeed of a helicopter.

❖ Increased cargo capacityThe Osprey can carry 10,000 pounds of cargo or 24troops.

❖ Longer rangeThe Osprey can fly greater distances (up to 580miles) than a helicopter and in a quicker time.

The Osprey has advantages over an airplane such as:

❖ Capability of taking off, hovering and landing likea helicopter.

❖ More versatile than an aircraft for missions suchas transporting troops to remote areas, especiallythose without landing strips, or conducting long-range rescue operations at sea.

How The Osprey Flies

The Osprey has two, large, three-bladed rotors thatrotate in opposite directions and produce lift. Ahelicopter requires a tail rotor to maintain stability but

this is unnecessary on the V-22 because the rotors spinin opposite directions. The wing tilts the rotors betweenairplane and helicopter modes and generates lift in theairplane mode. The pilot can convert the Osprey fromhelicopter mode to airplane mode in only a few seconds.

The ability to create lift is critical to any aircraftregardless whether it’s a Piper Cub or an Airbus A380.The V-22, however, must create lift a bit differently fromeither a helicopter or aircraft.

The CV-22 Osprey fires countermeasures out of one of the rear buckets, orstorage areas for countermeasures, during a safe-separation test over the

precision impact range area here. (Photo Courtesy United States Air Force |Photo by Kevin Kidd)


When the Osprey is ready to take off, its rotors are in avertical position so that it resembles a two-bladedhelicopter. When the Osprey is in helicopter mode (ontakeoff, landing and when hovering), the rotorsgenerate lift. While in flight, the rotors move down to ahorizontal position. In this position, it’s the wings thatgenerate lift, as on a conventional airplane, and therotors function as they do in a propeller aircraft. TheOsprey lands like a helicopter by reversing the process,raising the rotors from a horizontal to a vertical position.

Long, expensive and controversial development

The development of the V-22 has been long, expensiveand controversial. Its mechanical, technical and evenpolitical difficulties have not only delayed itsavailability to the US military but also threatened toend the program entirely. When the developmentbudget went from the projected $2.5 billion in 1986 to$30 billion in 1988, Secretary of Defense Dick Cheneyattempted to downsize or even eliminate the programfour times. Congress, however, overruled his decisionseach time. It’s been over 25 years since the V-22 programhas begun and the Pentagon has already spent over $20billion. Although this seems like a small amountcompared to the hundreds of billions of dollars thegovernment is spending in rescues and bailouts todaybut the Pentagon may spend another $35 billion beforethe V-22 Osprey program is finally completed.

Various V-22 crashes have claimed the thirty lives – andthis was before the aircraft even saw combat.

Time magazine in a September 2007 article about thefirst combat deployment of the MV-22 condemned theaircraft as unsafe, overpriced and completelyinadequate. (Read the article by clicking here: http://w w w. t i m e . c o m / t i m e / p o l i t i c s / a r t i c l e /0,8599,1665835,00.html). The Marine Corps respondedby mentioning that much of the article’s data was dated,obsolete, inaccurate, and with expectations that ran toohigh for any new field of aircraft.

Development

The Pentagon began the V-22 program in 1981, initiallyunder Army leadership before the Navy and MarineCorps took the lead in developing what was thenknown as the Joint-service Vertical takeoff/landingExperimental (JVX) aircraft. Full-scale development ofthe V-22 tilt-rotor aircraft began in 1986.

NOTE:

The FAA (Federal Aviation Administration) hasclassified tilt rotors as powered lift aircraft, whichmeans they’re neither airplane nor rotorcraft.


Air Force CV-22 Ospreys take off from a Kirtland Air Force Base, N.M. May 1for a training mission. The Osprey is a tiltrotor aircraft that combines vertical

takeoff, hover and landing qualities of a helicopter with the normal flightcharacteristics of a turboprop aircraft. (Photograph Courtesy U.S. Air Force

photo | Photographer Staff Sgt. Markus Maier)


The first of six MV-22 prototypes flew for the first timeon March 19, 1989 in the helicopter mode and onSeptember 14, 1989 as a fixed-wing aircraft. The thirdand fourth prototypes successfully completed the firstsea trials on the USS Wasp in December 1990. However,two prototypes crashed in 1990 and 1991. Flight testswere resumed in August 1993 after various changes andmodifications were made to the remaining prototypes.

The first pre-production V-22 was delivered to the NavalAir Warfare Test Center in Patuxent River, MD in early1997. Flight testing on this V-22 began shortly thereafter.The first EMD (Engineering & ManufacturingDevelopment) flight occurred in early February 1997.The first of four low-rate initial production aircraft,ordered in April 1997 was delivered the followingmonth. Another Osprey completed the program’ssecond sea trials testing in January 1999 from the USSSaipan. Meanwhile, Boeing performed external loadtesting in April 1999 during which a V-22 was used tolift and transport an a 7,000-pound M777 howitzer.

The V-22 completed its final operational evaluation inJune 2005, which was considered successful. Theseevaluation tests included long-range deployments, highaltitude, desert and shipboard operations.

The Pentagon formally approved full-rate productionfor the V-22 in September 2005. The plan was to boostproduction from eleven a year to up to 48 a year by

2012. The Pentagon V-22 production plans include 360for the Marine Corps, 48 for the Navy, and 50 for theAir Force at an average cost of $110 million per aircraft.In addition to the U.S. military, Bell is also exploring itsdesign for possible civilian uses.

Design

One pilot and copilot control the V-22 along with anaircrew appropriate for the specific service and type ofmission being flown. Two engines supply the powerfor the V-22. Its design incorporates advanced butproven technologies in composite materials, fly-by-wireflight controls, digital cockpits and other manufacturingdesigns.

The airframe consists mostly of graphite-reinforcedepoxy composite material for strength, corrosionresistance and ability to withstand battle damage. TheV-22 also features redundant and separate flight control,electrical and hydraulic system. Other defensivefeatures include a radar warning receiver, a missilewarning set and a countermeasures dispensing system.

The V-22 also has a rear loading ramp that also makesup the lower portion of the aft fuselage section whenit’s closed. There is one side-entry personnel door.


The empennage consists of ahorizontal stabilizer and twovertical stabilizers. Thehorizontal stabilizer consistsof two spars that are attachedat each end to the verticalstabilizer. The verticalstabilizer consists of twospars that coincide with thetwo horizontal stabilizerspars.

The T406-AE-1107 engines,auxiliary internal fuelcapacity and an aerialrefueling capability give theV-22 the ability to fly to anylocation. Two 6150 shafthorsepower turboshaftengines each drive 38-footdiameter, 3-bladed tiltablerotating propellers, calledproprotors. The proprotorsare connected to each other

by interconnect shafting for proper synchronization andprovides single engine power to both proprotors in caseone engine fails. The engines and flight controls arecontrolled by a triple-redundant digital fly-by-wiresystem.

This image highlights many of the external features of the V-22Osprey. Please note that not all the features listed here are featuredon the Abacus Platinum Collection V-22 Osprey.

SPECIFICATIONS

Checklists

CHECKLIST


This section describes the checklist procedures for theV-22 Osprey. They describe necessary settings andoperations for the aircraft.

Although you don’t need to start with a "dark and cold"panel/engine, if you want to get the maximum fromthis information, you should create an adequate startingsituation.

As a reminder, these checklists are only for MicrosoftFlight Simulator and not any real world flying situationsor conditions. The data is as accurate as possible butmay contain some inaccuracies. In any event, the datawill serve as useful reading for pilots interested in flyingthis magnificent Platinum Collection Aircraft.

PRE-START CHECKLIST

Parking Brake TEST & SET

Throttle SET FOR START

Fuel Selector BOTH

Battery Master Switch ON (Shift-M as required)

Panel Lights AS REQUIRED

Landing Gear Level CHECK DOWN

Altimeters SET

Fuel Quantity CHECK

Engine Instruments CHECK

Aircraft Lighting OFF

Flight controls CHECK

Gear CHECK DOWN

Avionics/Master ON

Check Weather (ATIS, FLIGHT SERVICES)

Standy Instruments TEST / CHECK

Request Clearance:

Transponder STANDBY

Beacon ON

BEFORE TAXI CHECKLIST

Nav Lights As Required

Power & Fllight Instruments SET & CHECK

Elevator Trim SET

Altimeters Set

Standy Instruments Set

Radios and Avionics SET FOR DEPARTURE

Request taxi clearance


TAKEOFF CHECKLIST

Flaps DOWN (Rotors UP)

Collective Pitch INCREASE (F3 as necessary)


Directional Control AS REQUIRED

Cyclic Contro AS REQUIRED to accelerate smoothly

Collective AS REQUIRED

AFTER LIFT-OFF CHECKLIST

At 50' AGL 1 NOTCH Flaps UP (F7)

At 100' AGL 2 NOTCHES Flaps UP (F7 again)

AT 200' AGL 3 NOTCHES Flaps UP (F7 again)

At 400' AGL 4 NOTCHES Flaps UP (F7 again or F8)

IN-FLIGHT OPERATIONS


Fuel Quantity CHECK

Altimeter SET and CHECK

DESCENT CHECKLIST

ATIS/Airport Information CHECK

Altimeter CHECK

Radios SET

Anti-ice AS REQUIRED

Fuel CHECK

Landing Lights On As Required

APPROACH CHECKLIST

ATIS/Airport Information CHECK

Altimeter CHECK

Radios SET

LANDING CHECKLIST

Landing Gear DOWN (G)

Lights ON AS REQUIRED

At 160 KTS 1 NOTCH FLAPS DOWN (F6)

Pitch LEVEL

At 130 KTS 2 NOTCHES FLAPS DOWN (F6 again)

Altitude Lower to 1000' AGL







At 30 KTS 6 NOTCHES FLAPS DOWN (F6 again orF5)

Pitch MAINTAIN TO LAND

Brakes AS NEEDED


SHUTDOWN CHECKLIST

Electrical OFF

Lights OFF

Engine 2 GROUND IDLE

Engine 1 GROUND IDLE

Boost Pumps OFF

Engine 2 OFF

Engine 1 OFF

Engine 2 Fuel OFF

Engine 1 Fuel OFF

Generators OFF

Battery OFF

Parking Brake SET

COCKPIT & INSTRUMENTS


Cockpit

The real world V-22 Osprey has one pilot and copilotalong with an enlisted aircrew appropriate for thespecific service and type of mission being flown.

The forward section of the cockpit includes the controlsfor the pilot on the port (left) and starboard side for theco-pilot.

We’ll take a look at the instrument panel in this section.


Documents

Platinum Collection v-22 Osprey Manual