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.
“Completing the CV-22 production aircraft for the U.S. Air Force is an immense honor and testament to the amazing men and women who have worked to design, engineer, and build these incredible aircraft,” said Eldon Metzger, Bell V-22 program director.
“As we reach this milestone of CV-22 production, we embark on the next chapter of our journey as we transition from full-rate production to fleet-wide sustainment.”
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 continue through the end of 2027. When those programs are completed in the coming years, the “Team Osprey” group of industry partners will focus on fleet-wide sustainment and upgrades.
“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 are proud of all the work that has gone into the program over the years and look forward to maintaining the CV-22 for decades to come in support of its mission-critical operations.”
The CV-22 Osprey: A Capable Tiltrotor
All variants of the V-22 Osprey are tiltrotor aircraft, meaning they combine the vertical takeoff, hover, and vertical landings of a helicopter but also offer the longer range, higher speed, and fuel efficiency of a turboprop aircraft.
Like the MV-22 and CMV-22 models, the CV-22 enabled “Air Force Special Operations Command (AFSOC) aircrews to execute long-range special operations missions in austere environments. The CV-22 can perform missions that normally require both fixed-wing and rotary-wing aircraft. The CV-22 takes off vertically and, once airborne, the nacelles (engine and prop-rotor group) on each wing can rotate into a forward position,” AFSOC explained.
The aircraft is capable of carrying up to thirty-two troops or 10,000 pounds of cargo and is seen as a robust and flexible platform.
The CV-22 has expanded fuel capacity and is outfitted with advanced navigation systems, while it can also “operate in various austere conditions.”
“One of the aircraft’s most notable missions was the longest-distance nighttime hostage rescue in U.S. military history, carried out in Africa in 2020 by the USAF’s 58th Special Operations Wing,” Air Data News reported.
The CV-22 Osprey Has Grown Unpopular
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 into problems with the tiltrotor aircraft.
The biggest issue has been hard clutch engagement. This typically occurs when the clutch, which connects the propeller’s rotor gearbox to its engine, slips. Subsequently, the Osprey transfers the power load to the other engine almost instantaneously to keep the aircraft from crashing.
The original gearbox’s clutch reengages, the power load transfers back in milliseconds, and the large torque transfer causes the Osprey to lurch. This has typically occurred just after takeoff.
Following the mishaps, the problem has been grounded for weeks and even months, seeking to address an ongoing problem.
The Department of Defense announced two new programs to address design problems earlier this year. The first was meant to fix the issues with the proprietor gearbox, while the other sought to redesign a critical gearbox subcomponent.
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 Contributing Writer for Forbes and Clearance Jobs. He is based in Michigan. You can follow him on Twitter: @PeterSuciu. You can email the author: [email protected].
Image Credit: Shutterstock/ Andrew Harker.
