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All things MV-22 Osprey

Roger_Waveoff

Roger_Waveoff

DFP 1: Why did we take off late?
pilot
sevenhelmet said:
Why do you think that is the case?
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Desensitization to cautions and advisories. There are lot of conditions with landing criteria in which the plane will keep flying just fine. It may only be due to George working his magic under the glass, but the point is you can have a lot wrong with a V-22 and it not be shaking itself to pieces. It's only when it's REALLY bad that people begin to consider declaring.

One instance in my first squadron when a crew declared was while experiencing significant controllability issues after takeoff. There's something about the plane not going where you're telling it to go that scares people (rightfully so). The other was a nacelle fire that wouldn't go out even after blowing the bottle.
 
sevenhelmet

sevenhelmet

Low calorie attack from the Heartland
pilot
Roger_Waveoff said:
Desensitization to cautions and advisories. There are lot of conditions with landing criteria in which the plane will keep flying just fine. It may only be due to George working his magic under the glass, but the point is you can have a lot wrong with a V-22 and it not be shaking itself to pieces. It's only when it's REALLY bad that people begin to consider declaring.

One instance in my first squadron when a crew declared was while experiencing significant controllability issues after takeoff. There's something about the plane not going where you're telling it to go that scares people (rightfully so). The other was a nacelle fire that wouldn't go out even after blowing the bottle.
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Gotcha, thanks for the detailed answer. I understand you're not defending the practice, but I'd submit that there isn't really a "downside" to declaring an emergency, other than some additional attention and priority handling which might be critical, if George suddenly finds himself out of his depth (often times nothing "feels" wrong until its too late). If there are negative repercussions to that, particularly in a military environment, I'd consider that a command-climate issue.

Just my $0.02, admittedly unsolicited. It's OK to tell me to pound sand.
 
ea6bflyr

ea6bflyr

Working Class Bum
None
Super Moderator
Contributor
taxi1 said:
That mail doesn’t deliver itself.
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I thought all the CMV-22Bs were painted white on top?
iu
 
ChuckMK23

ChuckMK23

FERS and TSP contributor!
pilot
ea6bflyr said:
I thought all the CMV-22Bs were painted white on top?
iu
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I could not find a single image of a CMV-22B that does not have the glossy "white-top" livery. And it looks amazing. One of the best looking paint scheme/livery of a US Navy aircraft ever. I think maybe the lighting skewed the pic @Roger_Waveoff shared. Congrats on your return to flight!

64063_1625757418.jpg
 
S

ss7

New Member
Good afternoon,

I am an SNA in primary. I was wondering if there were any any Navy CMV-22 pilots that would be willing for me to ask them a few questions? I am mostly curious about the Navy specific COD mission and career pipeline. have not been able to find an IP that is a Navy Osprey pilot, or even anyone that knows one. I will be selecting soon and I am very interested in the platform.

Thank you.
 
J

JTATVT

New Member
How far behind will new V-22 pilots be leaving the FRS? Most studs have been sitting at 204 for 6-12+ months with their contracts rolling. Obviously frustrating when their counter parts in other communities are accumulating hours.
 
ChuckMK23

ChuckMK23

FERS and TSP contributor!
pilot
JTATVT said:
How far behind will new V-22 pilots be leaving the FRS? Most studs have been sitting at 204 for 6-12+ months with their contracts rolling. Obviously frustrating when their counter parts in other communities are accumulating hours.
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Many years of threads here indicate every type/service has had their time in the barrel with aircraft issues. Generally evens out in the scope of an entire career.

Hang in there!
 
H

Hard Clutch

New Member
JTATVT said:
How far behind will new V-22 pilots be leaving the FRS? Most studs have been sitting at 204 for 6-12+ months with their contracts rolling. Obviously frustrating when their counter parts in other communities are accumulating hours.
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Consider yourself lucky.

ChuckMK23 said:
Many years of threads here indicate every type/service has had their time in the barrel with aircraft issues. Generally evens out in the scope of an entire career.

Hang in there!
Click to expand...

I'm not so sure it's just an aircraft issue.
 
Roger_Waveoff

Roger_Waveoff

DFP 1: Why did we take off late?
pilot
Hard Clutch said:
I'm not so sure it's just an aircraft issue.
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It isn't just an aircraft issue, but the aircraft readiness certainly doesn't help. We absolutely flew the wheels off the V-22 fleet throughout OIF and OEF, in addition to stuff like SPMAGTF-CR-AF (and now ACE-CR-AF) which, while low intensity, involves a ton of long-range transit. We basically broke the macro-level phase tree for the whole T/M/S, and the squadrons started really paying for it circa 2020. Material management, in true Marine Corps fashion, was punted hard and it led to things like squadrons having 15-20 aircraft on the books while still being staffed for 12 aircraft. Oh, and depending on the timeframe and the MAW to which you belonged, you had to cancel your flight schedule if you didn't have at least 50% PMC. Weekends and 12 on/12 off galore.

So it became a personnel issue, too. We are hurting badly for qualified maintainers in the fleet because they're treated like garbage and constantly forced to do more with less. Single E-5s with their WTI patch and CDQ stamp being forced to live in the barracks because they didn't wife up the first stripper to give them the time of day.

Meanwhile, the FAA decided V-22 time counts towards all the Airplane ATP minimums except 50 multi-engine (which we get in Advanced anyway), so now the vast majority of pilots north of 800 hours just dip out because they can at least get on with a regional. Pay cut, sure, but the better deal compared to being an overworked Department Head. Which is how we're now getting O-4s from the HMLAs and HMHs assigned as VMM DHs.

Unless you're the super-stacked MEU squadron on your respective coast, you have 3, maybe 4 NSIs/WTIs giving advanced T&R codes. Just not enough to feed everyone and it burns those guys out, too. Doesn't help that some squadrons also have mid-level instructors outright refusing to fly because we've had so many high-profile mishaps in the last 2 years and now they don't trust the plane.
 
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