WarSclerotic

Higher, Farther, Costlier.

It isn’t completely an airplane or a helicopter – however, will the V-22 Osprey be the replacement for the IDF’s Yasur (Sikorsky CH-53) helicopters, which will conclude 50 years of IAF service in 2019?

As of now, the IDF intends to operate a small portion of its Yasur helicopters, at least until 2025. At the same time, initial flights were carried out by IAF pilots on the unusual aircraft being offered to the corps.

An IAF delegation visited a US Marine base in North Carolina in November 2011 and examined the aircraft by carrying out low altitude flights, night flights, and air refueling exercises. Former IAF commander Major General Ido Nechushtan (who finished his service in May 2012) flew the aircraft himself during his last visit to the US in the spring of 2012.

The acquisition of an entire squadron of V-22 aircraft is not expected to be included in the framework of the IDF’s multi-year plan slated for the autumn of 2012 (intended for the 2013 -2017 timeframe). However, it is not inevitable that the IDF will later decide to acquire or lease several such aircraft, as an initial stage. In such a case, the question would be where the funding would come from. Will it come from the IAF budget or from the IDF’s central budget?

An Unusual Aircraft

The V-22 is unusual by any criterion. The aircraft-helicopter is a joint product of Boeing and Bell. Boeing is constructing the hull and Bell is building the “helicopter” parts, which include the propellers. It also possesses a tilt-rotor thrust and engines by Rolls-Royce.

The design for the aircraft began on paper during the Cold War. The intention was to design a unique aircraft that could take off vertically from any vessel at sea or any point on the ground and then switch to a horizontal flight mode as a swift aircraft, after tilting the thrusters at a 90° forward angle.

Initial aircrafts were engineered only at the start of the last decade after aerodynamics engineers overcame considerable obstacles. However, additional years of development were needed to overcome all the problems in the wake of an accident that resulted in the deaths of 19 marines. At the end of development, since the start of 2007, the new aircraft has fully served in missions in Iraq and Afghanistan – and its personnel participated in rescue operations while under fire.

The V-22 does not possess the capabilities of a swift fighter aircraft, nor of a quick assault helicopter. Instead, it integrates the capabilities of both. It always takes off and lands vertically like a helicopter, and after transitioning to flight mode, it can reach a maximum speed of 565 km per hour and a flight altitude of 25,000 ft. The aircraft is intended to carry 24 sitting or 32 standing fighters, and can handle 9,070 kg of internal cargo, or up to 6,800 kg of external cargo. Its two versions – one in service to the US Marines, and the other used by special forces – are difficult to differentiate. The main difference is in the radar systems, most of which are not visible from the outside.

Flight in England

In order to inspect the aircraft closely, which may join the IAF’s aircraft fleet, I joined the flight of a V-22 with a Marines configuration, held by Bell-Boeing in the framework of the Farnborough Air Show in England held in the second week of June 2012.

The V-22 was already prominent at the takeoff point (the backyard of the Embraer aircraft factory). This is not only because it has two pairs of wings and a tail (like any standard aircraft) alongside vertical thrusters (which change angle in flight during the transition from helicopter to aircraft). It also has a wide underbelly that sits atop three pairs of small wheels – one frontal pair and two rear pairs.

“The only way to understand this aircraft is to fly in it. I will be shocked if you aren’t amazed from the flight,” said Bell’s CEO, John Grisso, before taking off. Minutes later, the passengers boarded the aircraft using a rear ramp. We took off after quickly strapping into our seats.

Prior to the take-off, it is difficult to understand how the giant lump of metal rises – but it does so quickly. After dozens of seconds, the aircraft was already hovering low above the infinite meadows that surround Farnborough, to the east of London. The British grass and castles gleamed in the sunlight, which shone brightly after days of continuous rainfall.

The take-off, which was explained by the pilot on the internal communications network, can be done entirely vertically. However, it is usually done at an 80° angle to provide the aircraft with immediate horizontal speed.

During the initial stages of take-off, the aircraft behaves like any other helicopter. It is only at a speed of 40 knots that the wide wings (a wingspan of 25.8 m) take effect. When the pilot decides to switch to airplane flight mode, the maneuver takes him 12 – 15 seconds. He can continue the flight and end it as a helicopter. However, 95% of the flight time is carried out as an airplane, simply because the aircraft is faster and more efficient. The helicopter flight capabilities primarily serve for takeoff and landing, or in situations in which there is a need to fly close to the ground, in order to avoid enemy fire or to search for survivors.

The initial flight stages are reminiscent of the flight of a Yasur helicopter, only one that is more modern. It was possible to see the electrical wiring systems in the aircraft we flew in – most of the aircraft systems are mechanical and do not convey technology that is not known from other helicopters or airplanes. Then comes the significant change – during the transition to airplane mode, the V-22 displays considerably impressive maneuverability capabilities. The takeoff and climbing is carried out sharply. The iPhone in my hand became surprisingly heavy during the climb. Of course, the aircraft did not reach a miniscule portion of its maneuverability capabilities, but at least 2-3 G forces were applied to the generally light device, which nearly slipped from my grasp.

Suitable for Israel?

While in the air, I tried to think whether the V-22 was suitable for the IAF, or would it be more of a luxury? On one hand, its market price is intimidating – something in the area of $70 million, which is about 70% compared to a Hercules C-130I cargo aircraft (the IAF is buying three such aircraft from Lockheed Martin), yet more expensive than a standard cargo helicopter. A squadron of V-22’s could cost a fortune.

On the other hand, the aircraft has clear advantages with regards to the IAF’s combat outline (and not just when discussing the US marines or special forces that have to operate quickly and from any point across the globe). A clear advantage is its ability to take off and land beyond air force bases, which are expected to be within the range of rockets in any future war scenario. Beyond that, the aircraft’s operational range is large and can be suitable for special operations in very distant locations or for a war scenario in Iran.

The V-22 can easily reach an operational radius of nearly 700 km (the precise distance depends on the amount of cargo it carries). This means that it can reach places such as Iran and return, with just a single fueling, compared to the Yasur helicopter that flies slowly and requires at least three refuels. Its refueling is simple and fast in itself. The aircraft is equipped with an opening, and it can fly at the same speed as a Hercules aircraft and get another portion of fuel while still in the air. The Yasur helicopter, on the other hand, must accelerate to top speed and catch up with the Hercules at the point where it is flying as slowly as possible, in order to improvise the refueling. In distinguishing from an ordinary helicopter, the V-22 can fly above clouds and can essentially operate in all weather conditions. Its ability to avoid antiaircraft fire is also considered superior to any helicopter.

However, are these advantages worth $70 million per unit? The IDF has not made a decision, and is perhaps waiting for another US gift. Can the Bell-Boeing factories supply the aircraft to the IAF quickly, should it decide to procure it? According to Bell’s personnel, the answer is yes. The V-22’s production lines are at record activity. Every month, three new aircraft are produced; however, the rate will soon decrease.

The production of an aircraft intended for the IAF can be integrated immediately, and it would be received within two years, once a decision is made. “This aircraft is equipped with safety systems that completely control it. Once I take off, I trust my aircraft almost to the point of being blindfolded,” said US Marine pilot Crew Chief Timothy Guest Bachelor, while trying to convince the IAF to acquire the V-22. The question remains whether he will convince them.

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