About The Platinum Collection

This V-22 Osprey is one of several aircraft that you’ll find at our
www.abacuspub.com website. The Platinum Collection is a
series of high quality add-ons for Microsoft Flight Simulator
2004 and FSX that are delivered directly to you over the Internet.
Although you can find hundreds of add-ons in virtually every
category of flight simulation, you may have already discovered
that the quality of these add-ons varies greatly. We have, however,
carefully selected only top of the line aircraft to include in the
Abacus Platinum Collection.
By working with the best designers in flight simulation, whose
names that you know and trust, we are able to deliver some of the
finest products in their category.

Copyright © 2008 Abacus

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This manual is copyrighted. No part of this manual may be reproduced, stored in a retrieval system, or transmitted in any form or by any means,
electronic, mechanical, photocopying, recording or otherwise without the prior written permission of Abacus Software.
Every effort has been made to ensure complete and accurate information concerning the material presented in this book. However, Abacus
Software can neither guarantee nor be held legally responsible for any mistakes in printing or faulty instructions contained in this manual. The
editors always appreciate receiving notice of any errors or misprints.
The content of this software and manual are based upon actual names and events. We have strived for historical, aeronautical and geographical
accuracy in every aspect. However, we cannot guarantee that you won’t find errors or misprints. Please keep in mind this is primarily an
entertainment package and should not be used as an naval, aviation or historic reference.
This book contains trade names and trademarks of companies. Any mention of these names or trademarks in this manual are not intended to
either convey endorsement or other associations with this manual.
Printed in the U.S.A.
ISBN 1-55755-793-4
10 9 8 7 6 5 4 3 2 1
 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
Abacus Platinum Collection: V-22 Osprey
5

INTRODUCTION
6 Abacus Platinum Collection: V-22 Osprey

Aircraft designers tried for many years to design an resulted in the XV-15 tilt-rotor program, which in July
aircraft that was both capable of flying long ranges at 1979 became the first aircraft to tilt from helicopter to
high speeds and carrying heavy cargo as well as airplane and back again. It was also capable of traveling
hovering and landing similar to a helicopter. Many 346 miles per hour in airplane mode. The success of the
designers believed that this type of aircraft had the tests lead to the expansion of the program, which was
flexibility not only to handle many different types of renamed the V-22 Osprey.
military missions but would also have civilian and
commercial uses.
The V-22 Osprey is one such aircraft. It’s designed to
perform missions similar to a conventional helicopter
but with the long-range, high-speed cruise performance
of a turboprop aircraft. It’s a tilt-rotor vertical/short
takeoff and landing (VSTOL), multi-mission aircraft.
The aircraft’s rotors can fold, and the wings can rotate
so it can be stored on an aircraft carrier.
The idea of a VSTOL aircraft isn’t new; the German
Luftwaffe considered the idea during the last months
of World War II. Although the U.S. Navy developed
two experimental VTOL fighter aircraft after World War
II, called the Pogo and the Salmon, both programs were
cancelled because of technical problems. Bell and the
U.S. Air Force developed and tested the first successful
VTOL to hover in 1958, called the Bell XV-3, but it wasn’t
tested in airplane flight.
The tilt-rotor vertical takeoff and landing CV-22 Osprey will meet a long-
standing Air Force Special Operations Command requirement for a vehicle
Although the XV-3 never was tested in airplane flight, that can conduct long-range, high-speed, vertical lift operations in adverse
Bell considered the program to be at least feasible and weather and night conditions. (Photo Courtesy United States Air Force)
continued working. The research and work by Bell
Abacus Platinum Collection: V-22 Osprey
7

Two Navy Seals get hoisted up into a CV-22 Osprey during a training
mission 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)
8 Abacus Platinum Collection: V-22 Osprey

Advantages Over Helicopter and Aircraft

The V-22 Osprey has several important advantages over

a helicopter, including:
❖ Higher speed
The Osprey’s top airspeed is 315 mph, or about
twice the airspeed of a helicopter.
❖ Increased cargo capacity
The Osprey can carry 10,000 pounds of cargo or 24
troops.
❖ Longer range
The Osprey can fly greater distances (up to 580
miles) than a helicopter and in a quicker time.
The CV-22 Osprey fires countermeasures out of one of the rear buckets, or
The Osprey has advantages over an airplane such as: storage areas for countermeasures, during a safe-separation test over the
precision impact range area here. (Photo Courtesy United States Air Force |
❖ Capability of taking off, hovering and landing like Photo by Kevin Kidd)
a helicopter.
❖ More versatile than an aircraft for missions such this is unnecessary on the V-22 because the rotors spin
as transporting troops to remote areas, especially in opposite directions. The wing tilts the rotors between
those without landing strips, or conducting long- airplane and helicopter modes and generates lift in the
range rescue operations at sea. airplane mode. The pilot can convert the Osprey from
helicopter mode to airplane mode in only a few seconds.
How The Osprey Flies
The ability to create lift is critical to any aircraft
The Osprey has two, large, three-bladed rotors that regardless whether it’s a Piper Cub or an Airbus A380.
rotate in opposite directions and produce lift. A The V-22, however, must create lift a bit differently from
helicopter requires a tail rotor to maintain stability but either a helicopter or aircraft.
Abacus Platinum Collection: V-22 Osprey
When the Osprey is ready to take off, its rotors are in a
vertical position so that it resembles a two-bladed
helicopter. When the Osprey is in helicopter mode (on
takeoff, landing and when hovering), the rotors
generate lift. While in flight, the rotors move down to a
horizontal position. In this position, it’s the wings that
generate lift, as on a conventional airplane, and the
rotors function as they do in a propeller aircraft. The
Osprey 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, expensive
and controversial. Its mechanical, technical and even
political difficulties have not only delayed its
availability to the US military but also threatened to
end the program entirely. When the development
budget went from the projected $2.5 billion in 1986 to
$30 billion in 1988, Secretary of Defense Dick Cheney
attempted to downsize or even eliminate the program
four times. Congress, however, overruled his decisions
each time. It’s been over 25 years since the V-22 program
has begun and the Pentagon has already spent over $20
billion. Although this seems like a small amount
compared to the hundreds of billions of dollars the
government is spending in rescues and bailouts today
but the Pentagon may spend another $35 billion before
the V-22 Osprey program is finally completed.
9
NOTE:
The FAA (Federal Aviation Administration) has
classified tilt rotors as powered lift aircraft, which
means they’re neither airplane nor rotorcraft.
Various V-22 crashes have claimed the thirty lives – and
this was before the aircraft even saw combat.
Time magazine in a September 2007 article about the
first combat deployment of the MV-22 condemned the
aircraft as unsafe, overpriced and completely
inadequate. (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 responded
by mentioning that much of the article’s data was dated,
obsolete, inaccurate, and with expectations that ran too
high for any new field of aircraft.
Development
The Pentagon began the V-22 program in 1981, initially
under Army leadership before the Navy and Marine
Corps took the lead in developing what was then
known as the Joint-service Vertical takeoff/landing
Experimental (JVX) aircraft. Full-scale development of
the V-22 tilt-rotor aircraft began in 1986.
10 Abacus Platinum Collection: V-22 Osprey

Air Force CV-22 Ospreys take off from a Kirtland Air Force Base, N.M. May 1
for a training mission. The Osprey is a tiltrotor aircraft that combines vertical
takeoff, hover and landing qualities of a helicopter with the normal flight
characteristics of a turboprop aircraft. (Photograph Courtesy U.S. Air Force
photo | Photographer Staff Sgt. Markus Maier)
Abacus Platinum Collection: V-22 Osprey
The first of six MV-22 prototypes flew for the first time
on March 19, 1989 in the helicopter mode and on
September 14, 1989 as a fixed-wing aircraft. The third
and fourth prototypes successfully completed the first
sea trials on the USS Wasp in December 1990. However,
two prototypes crashed in 1990 and 1991. Flight tests
were resumed in August 1993 after various changes and
modifications were made to the remaining prototypes.
The first pre-production V-22 was delivered to the Naval
Air Warfare Test Center in Patuxent River, MD in early
1997. Flight testing on this V-22 began shortly thereafter.
The first EMD (Engineering & Manufacturing
Development) flight occurred in early February 1997.
The first of four low-rate initial production aircraft,
ordered in April 1997 was delivered the following
month. Another Osprey completed the program’s
second sea trials testing in January 1999 from the USS
Saipan. Meanwhile, Boeing performed external load
testing in April 1999 during which a V-22 was used to
lift and transport an a 7,000-pound M777 howitzer.
The V-22 completed its final operational evaluation in
June 2005, which was considered successful. These
evaluation tests included long-range deployments, high
altitude, desert and shipboard operations.
The Pentagon formally approved full-rate production
for the V-22 in September 2005. The plan was to boost
production from eleven a year to up to 48 a year by
11
2012. The Pentagon V-22 production plans include 360
for the Marine Corps, 48 for the Navy, and 50 for the
Air Force at an average cost of $110 million per aircraft.
In addition to the U.S. military, Bell is also exploring its
design for possible civilian uses.
Design
One pilot and copilot control the V-22 along with an
aircrew appropriate for the specific service and type of
mission being flown. Two engines supply the power
for the V-22. Its design incorporates advanced but
proven technologies in composite materials, fly-by-wire
flight controls, digital cockpits and other manufacturing
designs.
The airframe consists mostly of graphite-reinforced
epoxy composite material for strength, corrosion
resistance and ability to withstand battle damage. The
V-22 also features redundant and separate flight control,
electrical and hydraulic system. Other defensive
features include a radar warning receiver, a missile
warning set and a countermeasures dispensing system.
The V-22 also has a rear loading ramp that also makes
up the lower portion of the aft fuselage section when
it’s closed. There is one side-entry personnel door.
12 Abacus Platinum Collection: V-22 Osprey

The empennage consists of a

horizontal stabilizer and two
vertical stabilizers. The
horizontal stabilizer consists
of two spars that are attached
at each end to the vertical
stabilizer. The vertical
stabilizer consists of two
spars that coincide with the
two horizontal stabilizer
spars.
The T406-AE-1107 engines,
auxiliary internal fuel
capacity and an aerial
refueling capability give the
V-22 the ability to fly to any
location. Two 6150 shaft
horsepower turboshaft
engines each drive 38-foot
diameter, 3-bladed tiltable
rotating propellers, called
proprotors. The proprotors
This image highlights many of the external features of the V-22
are connected to each other
Osprey. Please note that not all the features listed here are featured by interconnect shafting for proper synchronization and
on the Abacus Platinum Collection V-22 Osprey. provides single engine power to both proprotors in case
one engine fails. The engines and flight controls are
controlled by a triple-redundant digital fly-by-wire
system.
SPECIFICATIONS
CHECKLIST

Checklists
18 Abacus Platinum Collection: V-22 Osprey

This section describes the checklist procedures for the PRE-START CHECKLIST
V-22 Osprey. They describe necessary settings and Parking Brake TEST & SET
operations for the aircraft. Throttle SET FOR START
Fuel Selector BOTH
Although you don’t need to start with a "dark and cold" Battery Master Switch ON (Shift-M as required)
panel/engine, if you want to get the maximum from Panel Lights AS REQUIRED
this information, you should create an adequate starting Landing Gear Level CHECK DOWN
situation. Altimeters SET
Fuel Quantity CHECK
As a reminder, these checklists are only for Microsoft Engine Instruments CHECK
Flight Simulator and not any real world flying situations Aircraft Lighting OFF
or conditions. The data is as accurate as possible but Flight controls CHECK
may contain some inaccuracies. In any event, the data Gear CHECK DOWN
will serve as useful reading for pilots interested in flying Avionics/Master ON

this magnificent Platinum Collection Aircraft. 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
Abacus Platinum Collection: V-22 Osprey
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TAKEOFF CHECKLIST LANDING CHECKLIST
Flaps DOWN (Rotors UP) Landing Gear DOWN (G)
Collective Pitch INCREASE (F3 as necessary) Lights ON AS REQUIRED
Engine Instruments CHECK At 160 KTS 1 NOTCH FLAPS DOWN (F6)
Directional Control AS REQUIRED Pitch LEVEL
Cyclic Contro AS REQUIRED to accelerate smoothly At 130 KTS 2 NOTCHES FLAPS DOWN (F6 again)
Collective AS REQUIRED Altitude Lower to 1000' AGL
At 100 KTS 3 NOTCHES FLAPS DOWN (F6 again)
AFTER LIFT-OFF CHECKLIST
Altitude Lower to 500' AGL
At 50' AGL 1 NOTCH Flaps UP (F7)
At 75 KTS 4 NOTCHES FLAPS DOWN (F6 again)
At 100' AGL 2 NOTCHES Flaps UP (F7 again)
Altitude Lower to 200' AGL
AT 200' AGL 3 NOTCHES Flaps UP (F7 again)
At 50 KTS 5 NOTCHES FLAPS DOWN (F6 again)
At 400' AGL 4 NOTCHES Flaps UP (F7 again or F8)
Altitude Lower to 100' AGL

IN-FLIGHT OPERATIONS At 30 KTS 6 NOTCHES FLAPS DOWN (F6 again or

F5)
Engine Instruments CHECK
Pitch MAINTAIN TO LAND
Fuel Quantity CHECK
Brakes AS NEEDED
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
20 Abacus Platinum Collection: V-22 Osprey

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
22 Abacus Platinum Collection: V-22 Osprey

Cockpit
The real world V-22 Osprey has one pilot and copilot
along with an enlisted aircrew appropriate for the
specific service and type of mission being flown.
The forward section of the cockpit includes the controls
for the pilot on the port (left) and starboard side for the
co-pilot.
We’ll take a look at the instrument panel in this section.
Abacus Platinum Collection: V-22 Osprey
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