“I Think They Didn’t Want Anything to Go Wrong, Perhaps,
… So They Only Did the Easy Parts”
A bold, plain spoken, widely admired Marine of my aquaintance, who was instrumental in the introduction and stand-up phase of the Osprey, was once queried at a party by exhuberant Bell executives about how he liked their ‘program’. He told them…
“It’s a train wreck.”
…which blew every chance we had of EVER living in a Dallas McMansion when he retired, BUT I was SO proud of him (::My Hero::). The look on their corporate faces was PRICELESS. In shock. To this day, Bell and the hierarchy aren’t trying very hard to prove him wrong.
By almost every objective measurement, the aircraft — a Marine Corps MV-22 Block A model — performed significantly better than in the last round of operational testing in 1999-2000.
But the report notes that little realistic testing was done at night and in severely dusty environments, and it expressed continued concern about the aircraft’s ability to conduct aggressive defensive maneuvers. Critics argue that the aircraft can become unstable if pilots have to maneuver sharply out of certain situations.
In tests against simulated enemy defenses, the report states, “pilots noted that the current flight restrictions on aircraft maneuvering in airplane mode…restricted the aircraft’s ability to perform defensive maneuvers.” More testing is needed “in realistic tactical approaches to landing zones in high threat areas,” the report added.
Not being able to get the hell out of Dodge when they’re shooting at you could be considered a BAD thing, given what Marines do for a living. There’s more. The article, in it’s entirety, is in the extended section.
October 12, 2005
Is V-22 Ready For Takeoff?
Questions on combat readiness remain despite Pentagon approval
By Bob Cox, Star-Telegram Staff Writer
When senior Pentagon officials approved plans to increase production of Bell Helicopter’s V-22 Osprey two weeks ago, the decision was based in part on the final report of operational testing.
But the 44-page report was not an unqualified endorsement. In careful language, it acknowledges that some key questions about the V-22’s capability to perform in combat and real-world military situations weren’t adequately answered during the tests.
A Marine Corps version of the aircraft was effective in “assault support missions in low and medium-threat environments,” the report states. Marine test crews “accomplished all required missions within the test limitations encountered.”
Bob Leder, a Bell spokesman, said that the report shows the V-22 performed well and that Marine pilots and ground crews “were very enthusiastic about the aircraft.” Military officials also said they will continue to work with Bell and its partner, Boeing, to expand the V-22’s capabilities.
By almost every objective measurement, the aircraft — a Marine Corps MV-22 Block A model — performed significantly better than in the last round of operational testing in 1999-2000.
But the report notes that little realistic testing was done at night and in severely dusty environments, and it expressed continued concern about the aircraft’s ability to conduct aggressive defensive maneuvers. Critics argue that the aircraft can become unstable if pilots have to maneuver sharply out of certain situations.
In tests against simulated enemy defenses, the report states, “pilots noted that the current flight restrictions on aircraft maneuvering in airplane mode…restricted the aircraft’s ability to perform defensive maneuvers.” More testing is needed “in realistic tactical approaches to landing zones in high threat areas,” the report added.
Philip Coyle, former chief weapons tester at the Pentagon, said the new report indicates
“the V-22 still hasn’t been proven for combat.”
The report language indicates that the Marine test squadron couldn’t perform numerous missions or carefully worked around some requirements, Coyle said.
“I think they didn’t want anything to go wrong, perhaps, so they only did the easy parts,” he said.
In September 2004, the Star-Telegram reported that officials overseeing the V-22 program had previously refused to perform some specific hard maneuvers requested by the testing office for fear of severely damaging the aircraft’s rotors.
Leder, the Bell spokesman said the company continues to work on improving the aircraft.
“There are always issues,” he said. “It’s an enormously complex system. There’s always something we can do to make it better, and we’re doing that.”
One defense industry analyst said defense officials viewed the report, which wasn’t released to the public until after the decision to approve increased production, as the final link in an unbroken chain of successful tests since the program was grounded in December 2000 after two fatal crashes.
“All of the concerns about the technology have pretty well been resolved,” said Loren Thompson of the Lexington Institute, a consultant to defense contractors.
Although Thompson says the price of the aircraft, about $72 million each, is still too high, he expects the V-22 will be widely adopted by the U.S. and foreign military services, and that would bring down the price.
“The Marine Corps’ determination to field the aircraft will lead to it being used for other things,” Thompson said, adding that he expects the Navy, the Air Force and even the National Guard to end up flying the V-22.
Bell and the Boeing Co.’s helicopter division in Ridley Park, Pa., jointly developed and produce the V-22. Bell builds components for the aircraft in Fort Worth and assembles the aircraft in Amarillo.
The testing report contains data on how far, how fast and how well the Osprey flew in performing various missions. All comparisons are made with the Marines’ Vietnam-era CH-46 helicopters, rather than more modern helicopters, which critics say can perform most of the same missions as well as the Osprey at a far lower cost.
The MV-22 is the Marines’ version of the Osprey. The Block A model consists of about 35 aircraft built, or rebuilt, since 2001 and contains many safety and performance improvements mandated by the Pentagon after the aircraft’s poor showing in earlier tests.
A Block B version, containing more improvements, will be built for active-duty Marine squadrons. Bell will deliver the first Block B aircraft by the end of the year.
An Air Force version, the CV-22, is being developed and tested for special-operations forces. It won’t be put through operational testing until 2007.
The report indicates that the Block B version, which is supposed to have a machine gun installed and other weight-adding improvements, might not be able to fly as far with a full load of troops and fuel as the test aircraft but should still exceed the minimum performance requirements.
Coyle said the report’s language reflects the tension between the testing office and the military, and sometimes among members of the test team itself. The testing office and the military contract with a quasi-independent agency, the Institute for Defense Analysis, for technical analysis and guidance. There have historically been strong disagreements between the weapons testing experts and the military over the conduct and outcomes of tests.
A spokesman with the Navy’s V-22 program office, which supervises development of the aircraft, said the operational testing is designed to measure specific performance requirements, not to answer every question.
The Navy and Marines will continue to work with Bell and Boeing to improve the V-22, said James Darcy, the Navy spokesman. “A lot of the follow-on testing for this aircraft you will see will be aimed at expanding the capabilities,” Darcy said.
Findings of V-22 operational tests
The V-22 demonstrated significant speed and range advantage over the 1960s-era helicopters it will replace.
Flight crews were able to perform all missions while remaining outside the danger zone posed by vortex ring state, an aerodynamic condition that can cause pilots to lose control.
The redesigned hydraulics system is safe.
There was limited testing at night and in “severe brownout” conditions.
Flight limitations in airplane mode limit the aircraft’s ability to perform defensive maneuvers.
Further testing is needed to expand the flight envelope in helicopter mode to allow more extreme helicopter-style maneuvering in a high-threat environment.
The flight deck of an amphibious ship temporarily buckled when V-22 was idling on deck for 20 minutes.
Emergency landings after loss of both engines are “not likely to be survivable.”
SOURCE: Director, Operational Test and Evaluation report on V-22 Osprey Program
Military Thingies | Mr. Bingley | 
October 13, 2005 11:07 am
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Joy, another great idea foisted off on the military.
According to the Grinch, Eastern Air Lines spent a gazillion dollars in the 60’s trying to develop this very thing and decided it was untenable. This is (oh, cynical me) all driven by Bell getting the Marine Corps/Pentagon to foot the R&D bill, work the kinks out cheaply (usually nobody sues the manufacturer when grunts get killed) and then keepsies all the cashies when they sell a commercial version to the airlines for short commuter hops. As this report stands right now, it’s PERFECT for Newark to Boston/Seattle to Tacoma distances, plus it doesn’t need an airport ~ just a landing pad. Why does Bell give a sh$t if it can’t get out of a firefight?
Or into one, for that matter……