MV-22B OSPREY

CONTENTS
INTRODUCTION .................................................................................................................. 4
CONSOLES, PANELS AND CONTROLS ................................................................................... 5
OVERHEAD PANEL .................................................................................................................. 5
CDU KEYBOARD...................................................................................................................... 6
THRUST CONTROL LEVER (TCL) .............................................................................................. 7
RIGHT CONSOLE ..................................................................................................................... 8
CENTRAL CONSOLE ................................................................................................................ 9
CDU PAGES ........................................................................................................................... 10
AUTOPILOT PANEL ............................................................................................................... 13
PRIMARY FLIGHT DISPLAYS .................................................................................................. 14
CHECKLISTS....................................................................................................................... 15
COLD AND DARK START ....................................................................................................... 15
FINAL EXTERIOR CHECK ....................................................................................................... 15
MANUAL TAKEOFF AND HOVER .......................................................................................... 15
TRANSITION TO AIRPLANE MODE........................................................................................ 16
UP AND AWAY FLIGHT ......................................................................................................... 16
IN-FLIGHT REFUELING .......................................................................................................... 16
CONVERSION TO HELICOPTER MODE .................................................................................. 16
TAXI ...................................................................................................................................... 16
SHUTDOWN ......................................................................................................................... 16
PROP ROTOR AND WING STOW .......................................................................................... 17
DETAILED PROCEDURES .................................................................................................... 18
START WITH ENGINES RUNNING, OR COLD & DARK? ......................................................... 18
COLD & DARK ....................................................................................................................... 18
ENGINE(S) START ................................................................................................................. 19
TUNE YOUR EARS TO THE SOUND OF THE PROP ROTORS .................................................. 20
COCKPIT FAMILIARIZATION TOUR ....................................................................................... 20
FINAL EXTERIOR CHECK ....................................................................................................... 21
DOOR/RAMP LOGIC ............................................................................................................. 21
AUTO WHEEL BRAKES .......................................................................................................... 22
COCKPIT ............................................................................................................................... 22
OPTIONAL HUD .................................................................................................................... 22
NACELLE TILT "BUMP" SWITCH ON HOTAS THROTTLE ....................................................... 23
WIND DISPLAY...................................................................................................................... 23
TAKEOFF AND HOVER .......................................................................................................... 24
NACELLE CONTROL MODES: MANUAL AND AUTO .............................................................. 25

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UNDERSTANDING AUTO TILT LOGIC .................................................................................... 25

TRANSITION TO AIRPLANE MODE........................................................................................ 25
TRIM AND FLAP MODES....................................................................................................... 26
LANDING GEAR .................................................................................................................... 27
UP AND AWAY FLIGHT ......................................................................................................... 27
REFUELING THE OSPREY ...................................................................................................... 28
MANEUVERING THE OSPREY ............................................................................................... 30
YAW, PITCH AND ROLL ......................................................................................................... 30
AUTO PILOT FLIGHT CONTROL SERVO ACTUATORS ............................................................ 31
CONVERSIONS TO HELICOPTER MODE ................................................................................ 31
TAXI ...................................................................................................................................... 33
STOWING THE PROP ROTOR AND WING ............................................................................. 33
DAS AND R2C ....................................................................................................................... 34
Support ............................................................................................................................ 36

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INTRODUCTION
The V-22 Osprey "tilt rotor" is part unconventional helicopter, part conventional airplane. It
has two engines, one in a nacelle attached to each of the wing tips. When the nacelles are
vertical the Osprey can take off and land vertically. When the nacelles are horizontal, the
Osprey flies like a normal airplane. I suppose the Osprey could have been called a tilt
naceller, but it wasn't.

Two large, 38-foot diameter prop rotors sit on top of the nacelles. When the nacelles tilt
from vertical to horizontal, so do the prop rotors. Why are the large, spinning blades called
prop rotors? Perhaps because they are a propeller during one phase of flight and a rotor in
another phase. Airplanes have propellers, helicopter has rotors. So tilt rotors must have
prop rotors? You decide.

Prop rotors are highly twisted, in a good way. Root incidence is ~ 45 degrees, decreasing to
~ 0 degree at the tip. They turn in opposite directions, both left and right rotor tips turning
toward the fuselage at the bottom of their arc and away from the fuselage at the top.

Now you know what a tilt rotor is, let's hop in and see what it does.

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CONSOLES, PANELS AND

CONTROLS
OVERHEAD PANEL
STARTUP SEQUENCE

1. Battery (on)
2. Avionics (on)
14 3. Anti-ice (as required)
4. Rotor Brake (off)
5 5. Beacon Light (on)
6. Fuel (on)
7. APU (start)
8. Starter (engage left)
9. Starter (engage right)
10. Generator (on)
11. APU (stop)

7 11
OTHER SWITCHES
10 1
12. Propellers Fold /
Nacelles Tilt / Wing
2 3
Stow
13. Crew Stairs / Steps /
Cargo Door
4
13 14. Nav / Taxi / Tail
Lights
8 9 15. Fuel Dump

12
6 15

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CDU KEYBOARD

3
2

1. Click to open FMS Popup 3. Flaps

2. Landing Gear Handle 4. Parking Brake

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THRUST CONTROL LEVER (TCL)
1. Tilt nacelles backward (up arrow)
2. Tilt nacelles forward (down arrow)
(or use mouse wheel above TCL)
AOA Simulations 2018
MV-22B OSPREY
IMPORTANT
We recommend to program a switch on
your throttle control or map the Page
UP/Page Down keys on your computer
keyboard to control Thrust Vector in the
simulator
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RIGHT CONSOLE

2
1

1. Transponder ON/OFF
2. Transponder Code (click on digits to
increase/decrease)

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CENTRAL CONSOLE

3 4
6

2
5

1. Control Display Unit (CDU) 3. Wipers (3 speeds)

 See next page 4. Backup IAS
2. Backup LCD 5. Backup altimeter
 Nacelle tilt 6. Backup artificial horizon
 Flaps settings/mode 7. RWR (not simulated, storms
 Engine performance information represented as threats)

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CDU PAGES
CDU PAGE

Use buttons on the left side to

enable/disable the following
features:

 Night Vision Glasses

 Auto-tilt
 Auto-trim
 Auto-flaps
 Jettison payload

FUEL PAGE

Use buttons on the left side to

enable/disable the following
features:

 Night Vision Glasses

 Auto-tilt
 Auto-trim
 Auto-flaps
 Jettison payload

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STAT PAGE

Use buttons on the left side to

enable/disable the following
features:

 Night Vision Glasses

 Auto-tilt
 Auto-trim
 Auto-flaps
 Jettison payload

Use buttons on the right side to

enable/disable the following
features:

 IFR Probe
 Landing Lights
 Beacon
 Nav Lights
 Tail Light

EICAS PAGE (Engine Indication

and Crew Alerting System)

Use buttons on the left side to

enable/disable the following
features:

 Night Vision Glasses

 Auto-tilt
 Auto-trim
 Auto-flaps
 Jettison payload

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TERRAIN MAP PAGE

 GREEN  Safe: below

the plane and lower
 YELLOW  Unsafe:
between the plane and
500 ft above
 RED  Dangerous:
500ft above the plane
and higher

FMS PAGE

 Default X-Plane FMS

screen
 Use CDU keyboard to
enter flight plan

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AUTOPILOT PANEL

7 2 3

1 1

5 6 8 9 10 4

1. Autopilot OFF/FDIR/AUTO Warning

2. Autopilot pitch hold
3. Autopilot terrain-mode following Autopilot flight control servos are non-
4. Autopilot vertical speed, at pre-selected functioning on this model due to a
VSI limitation of X-Plane which applies
5. Autopilot glideslope helicopter flight control logic to the
6. HSI shows NAV 1 / GPS entire flight envelope, preventing the
7. Autopilot VOR/LOC arm flight control servo actuators from
8. Autopilot heading-hold controlling the aircraft
9. Autopilot auto-throttle toggle
10. Autopilot altitude select or hold

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PRIMARY FLIGHT DISPLAYS

7 8 9 10
6

4 5 11 12

1. NAV/COM Panel (click on digits to 7. Auto-tilt ON/OFF

increase/decrease) 8. DAS ON/OFF
2. Moving Map 9. R2c ON/OFF
3. PFD 10. HMD ON/OFF
4. WXR ON/OFF 11. Landing Gear Toggle
5. WPT ON/OFF 12. Parking Brake Toggle
6. Map Zoom IN/OUT

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CHECKLISTS
COLD AND DARK START
[ ] BATTERY ON
[ ] AVIONICS ON
[ ] ANTI ICE AS REQUIRED
[ ] ROTOR BRAKE OFF
[ ] BEACON LIGHT ON
[ ] FUEL ON
[ ] APU START (3 SEC.)
[ ] NACELLES TILT UPRIGHT POSITION (>= 85
DEGREES)
[ ] STARTER 1 ENGAGE (3 SEC.)
[ ] STARTER 2 ENGAGE (3 SEC.)
[ ] GENERATOR ON
[ ] APU OFF
[ ] TAXI LIGHTS AS REQUIRED
[ ] NAV LIGHTS ON
[ ] TAIL LIGHT ON

FINAL EXTERIOR CHECK

[ ] ENTRY STAIRS CLOSED
[ ] CREW DOOR CLOSED
[ ] RAMP CLOSED OR AIR POSITION

MANUAL TAKEOFF AND HOVER

[ ] AUTO-TILT OFF
[ ] AUTO-TRIM AS REQUIRED (ON
RECOMMENDED)
[ ] AUTO-FLAPS AS REQUIRED (ON
RECOMMENDED)
[ ] WHEEL BRAKES OFF (ONLY FOR ROLLING
TAKEOFF)
[ ] INCREASE POWER PUSH TLC FORWARD
[ ] CHANGE ANGLE OF PROPELLERS USE NACELLE THUMB SWITCH
OR CUSTOM KEYS/BUTTONS
[ ] CONTROL YAW USE RUDDER PEDALS

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TRANSITION TO AIRPLANE MODE

[ ] ATTAIN AT LEAST 100-200 FT AGL AND 40 KNOTS
[ ] CREW DOOR CLOSED
[ ] RAMP CLOSED OR AIR POSITION

UP AND AWAY FLIGHT

[ ] MAINTAIN CRUISE FLIGHT > 200 KNOTS
[ ] CLIMB TO ~ 10,000 FT (MAX 25,000 FT) OPERATES BELOW ~ 10,000
FT WHEN CARRYING
PASSENGERS

IN-FLIGHT REFUELING
[ ] IFR PROBE EXTENDED
[ ] AIRSPEED BETWEEN 195 AND 205 KNOTS
[ ] AGL RADAR ALTITUDE > 500 FT
[ ] PRESSURE ALTITUDE < 10,000 FT
[ ] RATE OF CLIMB BETWEEN +/- 500 FPM

CONVERSION TO HELICOPTER MODE

[ ] AUTO-TILT ON
[ ] APPROACH ALT. BETWEEN 1,000 - 2,000 FT AGL
[ ] APPROACH SPEED ~ 180 KNOTS
[ ] TURN ON TO FINAL APPROACH ~ 3 NM FROM RUNWAY
[ ] SLOW AIRPLANE < 160 KNTS
[ ] KEEP DESCENT RATE > - 1000 FPM BELOW 500 FT AGL
[ ] TILT NACELLES FORWARD OR AFT IF < 1,000 FT ALG USE NACELLE THUMB SWITCH
OR CUSTOM KEYS/BUTTONS
[ ] AIM FOR A TOUCH DOWN AT - 200 FPM
[ ] ON THE GROUND QUICKLY REDUCE POWER IDLE
[ ] PUSH STICK FORWARD
[ ] PARKING BRAKE ON

TAXI
[ ] PARKING BRAKE OFF
[ ] TAXI SPEED < 20 KNOTS

SHUTDOWN
[ ] PARKING BRAKE OFF
[ ] FUEL OFF

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[ ] ROTOR BRAKE ON
[ ] GENERATOR OFF
[ ] TAXI LIGHTS OFF
[ ] NAV LIGHTS OFF
[ ] TAIL LIGHT OFF
[ ] ENTRY STAIRS OPEN
[ ] CREW DOOR OPEN
[ ] RAMP GROUND POSITION
[ ] AVIONICS OFF
[ ] ANTI-ICE OFF
[ ] BATTERY OFF

PROP ROTOR AND WING STOW

[ ] FOLD PROPELLERS ON (WAIT ~ 30 SEC.)
[ ] TILT NACELLES ON (WAIT ~ 30 SEC.)
[ ] STOW WING ON

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DETAILED PROCEDURES
START WITH ENGINES RUNNING, OR COLD & DARK?
There are two ways to set up the simulator, mentioned above. If you choose "start with
engines running" then skip this next part.

COLD & DARK

That's what we call it when you set up the simulator to load the model without engines
running. Engines, Auxiliary Power Unit (APU), fuel, avionics, battery, etc. are all off. The
cockpit's 6 liquid crystal display (LCD) surfaces should be blank. It's "cold & dark." Well, dark
anyway, you could be in a warm climate.

You are sitting in the right seat. The right seat in an Osprey is the aircraft commander, or
primary pilot's seat. All the switches you will need to get the airplane going are located on
the overhead panel between the pilots.

1. Battery switch
2. Avionics switch
3. Fuel switch
4. APU off/run/start switch

These switches get you sustained electric power and high pressure compressed air for
starting the engines.

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ENGINE(S) START
On the overhead panel, turn on the rotating beacon switch (signals ground crew and tower
you are about to start engines).

Make sure the nacelles are in the upright position >= 85 degrees.

Move the left and right engine condition levers forward to start/run position.

As you start the engines grasp the tilt rotor unique Thrust Control Lever (TCL), located next
to your left knee, and push it forward about half way. Pushing this single control lever
forward like a normal airplane throttle adds power to both engines at the same time. Look
for rotation on the Np (propeller speed) pie indicators. These appear on the small LCD in the
center of the main panel.

The Osprey does not have two separate throttles like other twin engine airplanes, just the
TCL. Each pilot has one TCL next to their left knee. During the engine start, push the TCL
forward and look up over your left or right shoulder, thru the overhead cockpit windows at
the prop rotors. You should see them start to turn: outboard blade arcing forward and in,
towards the fuselage.

Finally, flip the generator switch ON.

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TUNE YOUR EARS TO THE SOUND OF THE PROP

ROTORS
Everyone back together now. If you left us a few moments ago to start our engines, you can
put away your smart phone now and rejoin the lesson.

When the engines are running at idle you will hear a smooth thumping sound coming from
the prop rotors. Take note of the speed of this sound. It is the minimum ~ 330 rpm idle
rotation speed of the prop rotors. With the nacelles tilted almost straight up the vertical
takeoff rotor speed is closer to ~ 390 rpm. You'll hear the prop rotor speed increase as you
add power for takeoff.

After takeoff, during the transition to airplane mode, the prop rotor speed will automatically
decrease as the nacelles tilt forward and down. Listen for this. Finally, as you approach for
landing and convert from airplane back to helicopter mode, listen for an increase in prop
rotor thumping speed as the nacelles tilt up and you add power to support the airplane's
weight on prop rotor lift, instead of wing lift.

COCKPIT FAMILIARIZATION TOUR

In front of you are the pilot's side LCD's. The X-Plane standard moving map in presented on
your left and a primary flight display (PFD) is on the right. A duplicate PFD and HSI display is
over on the left side of the cockpit for your co-pilot. Between these four displays, in the
center of the main instrument panel is a smaller LCD dedicated to presenting nacelle tilt,
elevator trim, flap setting/mode and engine performance information.

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Below this, still in the center between the pilot's is a much larger LCD that offers several
tabbed display pages. The home page is called CDU, for control display unit. It presents
information such as the current calendar day and local time, simulation run time, sun
azimuth above (and below) the horizon and sun bearing from your position. It also presents
you current latitude and longitude, true airspeed (TAS), heading and bearing, distance and
estimated time of arrival (ETA) at a destination programmed into the FMS>GPS. Also
displayed on the CDU are your current aircraft gross, fuel and load weights, all in pounds.
Having these weights readily available is important when making vertical takeoff and
landing decisions.

Other tabs on the CDU are dedicated to aircraft systems (STAT), the fuel system (FUEL),
engine parameters (ENG), a three color terrain elevation moving map (MAP) and the FMS
data display.

FINAL EXTERIOR CHECK

Once the engines are running you can switch to an external view and circle the airplane,
checking for any open doors that need to be closed before takeoff. Controls for the doors
and ramp are located on the overhead panel.

Next are things you need to know before you go.

DOOR/RAMP LOGIC
If you forget to lift and close the entry steps before taxi or takeoff they will automatically
close when the airplane starts to move forward or lifts off the ground. The upper crew entry
door will also automatically close when/if the nacelles tilt forward of 60 degrees. Note: 45
degrees is the forward nacelle tilt limit when the Osprey's weight is on its wheels.

The aft cargo ramp is angled down so that the aft edge of the ramp touches the ground for
easy walk up and roll up access. Before you start to taxi/takeoff, you should move the ramp
from its ground position to the air position, level with the cargo compartment floor.

If you forget though, once you start to taxi, or the plane lifts off, the ramp will automatically
reposition. Maximum airspeed with the ramp open in air position is ~ 160 knots. If you
forget to close the ramp and accelerate above that speed the ramp will automatically close.

Why all the automatic logic? On a real Osprey co-pilot's and crew chiefs do all these ancillary
things before and during a flight, not the pilot in command (you). So, if you choose not to
occupy your limited situational awareness finding and flipping switches others would be
flipping anyway, go ahead, let them do their jobs, while you concentrate on flying the
airplane.

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AUTO WHEEL BRAKES

There is no need to release the brakes before taking off vertically. Once you lift off and start
to climb the wheel brakes will automatically release. The Osprey is an intelligent airplane,
meaning it has sensors that feed data to a central computer. The airplane knows when it is
in the air and that the wheel brakes no longer need to be applied.

On the ground, pulling back on the stick releases the brakes and, if the airplane is rolling
forward, pushing forward on the stick applies the brakes. This hands on throttle and stick
(HOTAS) feature was adopted from the AOA Simulations F-35B Lightning II model.

COCKPIT
Back in the cockpit, the main instrument panel has all the displays and backup instruments
necessary to fly the Osprey from vertical takeoff through transition to horizontal flight; what
the V-22 community calls Airplane Mode.

OPTIONAL HUD
We have also provided you with an optional Head Up Display (HUD) projected onto the
pilot's helmet visor.

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NACELLE TILT "BUMP" SWITCH ON HOTAS THROTTLE

You will need to program a switch on your throttle control or map the Page UP/Page Down
keys on your computer keyboard to control Thrust Vector in the simulator.

By design the nacelles are tilted slightly forward, 10 degrees forward of vertical, to 80 deg.
This will add a little forward momentum to the airplane once the wheels leave the runway.

On your first vertical lift off, though, we want you to try and manage your power and pitch
to stay in a hover right above your takeoff spot. To do this add or subtract power with your
left hand on the TCL and either hold a little back pressure on the stick with your right hand,
to lift the nose and change the angle of the prop rotors above your head or, "bump" the
nacelle tilt thumb switch on the TCL with your left thumb to tilt the rotors aft, to vertical (or
use page down key).

WIND DISPLAY
If there is any wind blowing, its direction and speed will display in the upper left corner of
the HUD and on the cockpit panel moving map, along with an arrow point in the direction
the wind is blowing toward. An arrow pointing up and to the left means the wind is coming
from behind your right shoulder.

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An accident in Morocco occurred partly due to the pilot in command turning his Osprey's
tail to the wind and beginning to tilt the nacelles forward before gaining enough altitude
and airspeed for wing borne flight.

TAKEOFF AND HOVER

Maintain a hover over the runway and play with the two different ways of controlling your
position: using pitch control with the stick or changing nacelle angle with your left thumb.
Lateral control with the stick moves you side to side and rudder pedals swing the Osprey's
tails around. Yes, both of them ;-)

A hover power command indicator is located just to the right of the airspeed display in the
primary flight display. Keep the 'T" between the up and down arrows to maintain hover
power.

Remember, the Osprey is an airplane that can take off and land vertically, and not a
spectacularly maneuverable helicopter. By design its vertical takeoff and landing mode
handling is not as sprightly as a helicopters. Cavorting around wildly in helicopter mode at
low altitudes is not encouraged. Instead, consider the direction you want to head after
vertical lift off and either use rudder control to turn in that direction while in a low hover,
before climbing and accelerating away or, climb and accelerate on your initial takeoff
heading and turn to your departure heading after transitioning to airplane mode.

The reverse applies to approaches and landings. Instead of circling into a tight vertical
landing spot and attempting to twist the Osprey around like a helicopter, instead, align

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yourself with your intended landing spot from afar and approach straight on. A long runway
is a good first place to practice landings, coming to a hover over an intended landing spot,
like the approach end runway numbers, for instance before setting the Osprey gently down
and taxiing to a parking spot or, taking off again for another go!

NACELLE CONTROL MODES: MANUAL AND AUTO

The nacelle can be tilted forward and aft (or up and down, if that makes more sense to you)
whenever the Osprey's airspeed is < 160 knots. Whether this nacelle movement is fully
controlled by you or shared by you with our AUTO TILT logic is entirely up to you. Choose
manual or auto nacelle control.

UNDERSTANDING AUTO TILT LOGIC

Below 1000 ft radar altitude, regardless of whether AUTO or MANUAL tilt mode is selected,
you have manual control of the nacelle tilt angle.

To help your awareness of the 1000 ft limit the number "1000" is displayed in white next to
the analog tilt displays.

In auto mode, when you climb above 1000 ft radar alt the "1000" changes to AUTO to let you
know the automatic nacelle tilt/airspeed logic is operating.

TRANSITION TO AIRPLANE MODE

In addition to the two fixed definition helicopter and airplane modes there are two in
between modes. The first is called the transition from helicopter to airplane mode.

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If you are in manual mode, using your left thumb to control the nacelle angle, you should
attain at least 100-200 ft AGL and 40 knots before starting to tilt the nacelles forward. Later,
as you gain more experience with handling the Osprey you may attempt more aggressive
transition schemes but for now let’s not temp fate. Remember Morocco. In fact, for your
first transition we recommend selecting the auto tilt option.

In auto tilt mode, above 1000 ft radar alt, if you maintain a rate of climb of at least 500 ft
per minute (fpm) the nacelles will begin to tilt forward automatically. Let the climb rate
drop below 500 fpm and the nacelles will hold their current position until your rate of climb
increases above 500 fpm again. The auto tilt logic will keep tilting the nacelles down as you
gain airspeed; the more the nacelles tilt forward the faster the airplane goes.

Once you've achieved the minimum altitude and rate of climb; 1000 ft radar alt/500 fpm
climb, the controlling logic is divided into five airspeed blocks:

0 < 40 knots 60 degree nacelle angle

40 < 60 45 deg
60 < 80 30 deg
80 < 100 15 deg
> 100 knots nacelles are locked down

There are several other ways auto mode will tilt the nacelles forward for you. One is to climb
the airplane above 2000 ft radar altitude. Another is to accelerate the airplane to

> 160 knots. Either way, if you want to convert back to helicopter mode you'll have to
decelerate below 160 knots and descend below 2000 ft radar altitude.

There are pitch and roll restrictions too. You have to keep the nose > -30 deg nose down and
< 30 deg nose up or the nacelles will tilt themselves forward. Likewise, bank angles need to
be kept to < 80 deg or, you guessed it, the nacelles will tilt forward. All these restrictions
keep you from getting into trouble. All you need to do is fly the airplane like an airplane,
rather than a helicopter.

TRIM AND FLAP MODES

Osprey elevator trim is normally automatically controlled. AUTO TRIM enables automatic
pitch trim settings for takeoff and transition through to an initial cruise trim setting at 160
knots, where trim control reverts to manual control by the pilot.

A small "T" symbol in the HMD and PFDs indicates current pitch trim position.

Like elevator trim, Osprey flaps are normally automatically controlled, with the option of a
MANUAL mode available.

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By selecting MANUAL elevator trim and flap modes the pilot assumes full responsibility for
properly configuring the aircraft in flight. Good luck. You'll need it, and fast hands.

LANDING GEAR
With AUTO tilt enabled the landing gear automatically retracts once the airplane is above
500 ft AGL and airspeed is greater than 140 knots. The reverse also applies. As long as AUTO
tilt is enabled the landing gear will automatically extended when the airplane descends
below 500 ft AGL and your airspeed is less than 140 knots.

By selection MANUAL tilt mode you lose the auto extend feature and, like with the manual
flaps option, you assume full legal responsibility for any wheels up landing.

Note: You'll need to remember all this when you try your first water landing. Yes, the Osprey
can be operated to and from water surfaces. You'll want to select MANUAL tilt mode before
a water landing and keep the landing gear retracted, unless you plan to water taxi out of the
water and up a boat ramp or shallow inclined shoreline. Then extend the gear manually as
you approach the land.

UP AND AWAY FLIGHT

OK, let’s move on and say you've mastered the techniques of helicopter mode takeoff and
transition to airplane mode flight. Now we're in cruise flight, > 200 knots. You're not even at
your optimum cruise speed yet and you're already flying much faster that most
conventional helicopters. That's what the Osprey is all about. Speed.

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Terrain and prop rotor tip warnings display in the HUD and in the pilots PFDs at low altitudes
to alert you to possible impact with the ground and that you might want to increase your
altitude a little.

The V-22 is not pressurized and normally operates below ~ 10,000 ft, especially when
carrying passengers (troops). If carrying cargo only or empty, on a long range ferry flight
normal cruising altitude is between 15,000 and 20,000 feet. Maximum altitude is 25,000.

The Osprey can cruise at indicated airspeeds of 250 knots or more, depending on how much
fuel you want to burn. Pulling power back so the ECAM power pies stay green helps to
conserve fuel and increase range. Or, you can refuel the Osprey in-flight.

REFUELING THE OSPREY

This is something we introduced on our AOA Simulations F-35B Lightning II model. Ground
and "virtual" in-flight refueling. How it works is, we choose a range of airspeed, altitude and
rate of climb/descend rate targets you have to achieve and stay close to in order for the
airplane to accept fuel in-flight. Oh, and the in-flight refueling probe has to be extended.

The MV-22B Osprey has six primary fuel tanks. Two feed tanks in the outboard wings next to
the nacelles that each hold 600 lbs of fuel. Two main wing tank systems, each comprised of
4 connected tanks, each holding 500 lbs, for a total of 2,000 lbs in each wing. Two forward
sponson tanks, each holding 3,250 lbs, for a total of ~ 11,700 lbs.

On the Special Operations CV-22B version of the Osprey and additional right, aft sponson
tank hold 2,000 lbs, for a total of 13,700 lbs of internal fuel.

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Two Cabin Auxiliary Tanks (CATs) are preload, empty, in the cargo compartment.

These tanks hold 2,900 lbs each and will fill during ground and in-flight refueling after all
internal tanks have filled. They will dump fuel when internal fuel in dumped. They can also
be jettisoned like external fuel tanks though this is an X-Plane feature only. The real tanks
cannot be jettisoned. When jettisoned in the simulator make sure you are high enough to
avoid being caught in the huge explosion when the tanks hit the ground.

If you have DAS enabled when you extend the probe you'll notice the pilot's eye position
will shift up and to the right so that the tip of the probe comes into view. When you retract
the probe your eye position will shift back into the cockpit.

Ground refueling works like this. Weight on the wheels, parking brake set, in-flight re-
fuelling probe extended. Release the brakes and ground refueling will automatically stop.
Likewise, add power and lift off and ground refueling will automatically stop.

The airborne limits are for virtual in-flight refueling: airspeed between 195 and 205 knots, so
you're target airspeed is an even 200 +/- 5 knots. Altitude is > 500 ft AGL radar altitude but <
10,000 pressure altitude. Rate of climb has to be between +/- 500 fpm. Sound simple
enough?

To reduce weight before landing a fuel dump switch is available to jettison any excess fuel.
Dumping will automatically stop when the engine feed tanks are the only remaining fuel
onboard, with 600 lbs in remaining each tank.

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MANEUVERING THE OSPREY

Size and weight wise the Osprey is surprisingly similar to our last X-Plane model; the F-35B
Lightning II. Empty weight is slightly more than an F-35B, but the V-22 carries a little less
internal fuel, so both have normal takeoff weights very close to each other, at around
41,000 lbs. Both can takeoff and land vertically or perform short rolling takeoffs or landing
in order to carry more weight. Speed and maneuverability is where the two diverge.

YAW, PITCH AND ROLL

Yaw: in a hover the Osprey is slow to start turning with the rudder pedals. Use full rudder to
get it moving and once it starts reduce rudder input immediately to maintain ~ 30
deg/second yaw rate.

Pitch: the pitch axis is more sensitive. Pitch control during the hover is good, the airplane is
very stable.

Roll: the Osprey exhibits a lot of inertial momentum in roll. The weight of the engines and
prop rotors, far out to either side, at the ends of the wings impedes onset of a rapid roll
rate. Once you get the airplane rolling though, you have to anticipate where you want it to
stop rolling and apply an opposite roll input to slow it down.

Likewise, in cruise flight, you'll notice it takes a significant lateral stick displacement to roll
the airplane 360 degrees and a smooth, steady, sustained pull to perform a loop.

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AUTO PILOT FLIGHT CONTROL SERVO ACTUATORS

Autopilot flight control servos are non-functioning on this model because X-Plane/Plane-
Maker looks at the Standard/Engine Specs/Location tab, sees the prop type = "VTOL cyclic"
and applies helicopter flight control logic to the entire flight envelope, preventing the flight
control servo actuators from controlling the aircraft. VTOL cyclic control logic is necessary to
enable control of the aircraft in helicopter mode. Choosing any other available control
option in Plane-Maker makes the model uncontrollable in the helicopter mode.

Hand flying the Osprey is the only option. Fortunately the Osprey is very stable and once
established at cruise airspeed and trimmed the aircraft tends to want to stay put.

The auto throttle works pretty well thought. Click the auto pilot button once to turn the AP
to ON (two clicks set AUTO mode). With the AP ON click SPEED HOLD button.

CONVERSIONS TO HELICOPTER MODE

Conversions from airplane to helicopter mode involve a lot of airspeed, flight path, prop
rotor tilt angle, flap and pitch trim movements that all have to be coordinated.

The AUTO tilt system removes all the management tasks from the pilot so you can
concentrate on directing the flight path marker where you want the Osprey to land.

Remember, you will not have flown anything like this before you try it for the first time, so
pay attention and learn as you go.

During transitions and conversions a light touch on the stick is all that is really required.

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Don't over control. Ride out the momentary pitch oscillations you'll notice. These are caused
by the changing prop rotor tilt angles, flaps deploying and automatic pitch trim adjustments.
Don't add to them by over reacting with your own pitch in puts. Observe for a second before
reacting.

During conversion to helicopter mode the most important control is power. Don't let a high
sink rate (< ~ -2,000 fpm) develop. Add power early. Let the relatively slow thumping sound
of the prop rotor at their cruise setting alert you to the need for more power as you
approach the conversions speed starting at 160 knots. Sometimes a quick, near full power
application, to get the rotors spun up, followed by a slight power reduction works best to
arrest a high sink rate without reversing into a "balloon" climb.

Auto-tilt logic depends on three things; descending below 2000 ft AGL, decelerate to < 160
knots and maintaining a descent rate. If descent rate is > 0 but < 500 fpm the nacelles will
hold their current setting until a descent rate develops again.

If you descend below 2000 AGL but your airspeed is still > 160 knots the nacelles won't
convert.

Likewise, if you descend below 2000 AGL, then reduce your airspeed below 160 knots while
maintaining level flight the nacelles won't covert. You have to achieve all three:

< 2000 AGL, < 160 knots, < 0 fpm = descent. Got it?

Fly normal airplane like airport traffic patterns and approaches to landing: 1000 - 2000 ft
AGL and ~ 180 knots. As you turn on to final approach, ~ 3 nm from the approach end of the
runway, slow the airplane to < 160 knots and allow the AUTO nacelle logic to do its magic.

The nacelles follow a similar airspeed block schedule as they did during the transition to
airplane mode, only here the nacelles are tilting up as airspeed decreases.

> 140 < 160 knots 45 degree nacelle angle

> 120 < 140 60 deg
> 100 < 120 70 deg
< 100 80 deg

If your descent rate drops below -1200 fpm the nacelles will go directly to 85 deg.

Below 1000 ft AGL the AUTO logic will hand control of nacelle tilt back to you. The AUTO
text in the PFDs will be replaced with white "1000" and you can tilt the nacelles forward or
aft with the TCL thumb "bump" switch.

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Keep your descent rate > - 1000 fpm below 500 ft AGL and aim for a touch down rate of
about - 200 fpm. Once the Osprey is on the ground quickly reduce power to idle and push
the stick forward. This will set the parking brake.

TAXI
Normal taxi speeds are < 20 knots. Pull gently back on the stick to release the parking brake
and allow the Osprey to begin rolling forward. If you have our R2c plug-in active, as the
airplane starts to move forward rudder input also turns the pilot's head camera in the
direction of the turn. This is useful for those who don't have a TrackIR or similar head
tracking device. Our plug-in stops working above ~ 20 knots. It's for taxiing only, until you
get airborne.

STOWING THE PROP ROTOR AND WING

Switches on the overhead panel control the stowing of the prop rotors and wing for
compact parking aboard Navy and Marine Corps ships.

The first button rotates the prop rotor to a feather position and folds the blades towards
the fuselage. The next button tilts the nacelles forward until they are parallel to the ground.
The final button pivot the left wing forward, right wing aft until the whole wing is aligned
atop the fuselage. The three step processes take about 90 seconds to complete and you end
up with a nice little package you can stick in your garage ;-)

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DAS AND R2C

Click switches above the text DAS and R2c on the edge of the pilot's PFD (Primary Flight
Display) activate these systems.

DAS and R2c are two plug-ins that add interest to your Osprey simulator experience. Both
were found in the AOA Simulations F-35B Lightning II.

DAS (Distributed Aperture System) allows you to occupy the other cockpit crew positions;
the crew chief jump seat between the pilots or the co-pilots seat on the left side of the
cockpit. To get into the jump seat first turn DAS on, select 3D cockpit mode, then click the
area on the wind screen center post between the white knobs (1). To get to the copilot (2)
seat click the left white knob. To get back into the pilot (3) seat click the right white knob. At
any time while you are sitting in either of the two seats other than the pilot seat, switching
to the 2D cockpit places you in the pilot (right) seat.

1
2 3

DAS also switches your view to external cameras when you look past your shoulders. You
can scan the nacelles and prop rotors or look out the aft cabin cargo ramp. You have to be in
3D cockpit mode for this system to work, and like above, switching to 2D cockpit mode puts
you back in the pilot seat.

DAS is working when the weapons system is enabled. Selecting 'guns' (weapons select up
one) activates our target track logic to lock the pilot camera on and follow AI planes. Here
again, you have to be in 3D cockpit mode. Switching to 2D cockpit mode puts you back in
the cockpit pilot seat looking forward.

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R2c ("Roll to see") automatically looks in the direction of banked turns. If you do not have a
Track IR head pointing device then R2c adds some dynamic camera pointing action to your
flight. It is especially helpful when flying low down narrow valleys and in steeply banked
turns low to the ground. Like the DAS system R2c only works when you are in 3D cockpit
mode. It controls the pilot camera up/down and side to side movement so, while active you
can’t move that camera with your mouse. Here again, switching to 2D cockpit mode puts
you back in the cockpit pilot seat looking forward.

Clicking the 'SHIP' pop-up button also locks the pilot camera onto the X-Plane dynamic
aircraft carrier and stays focused on it while you maneuver the Osprey.

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Support
Any questions about the MV-22B Osprey?

Please visit our support forum or use our contact form:

http://aoasimulations.strikingly.com

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