This is an ambitious time for the Navy/Marine Corps team. Amphibious operations have never been performed from so far out to sea, with such closing speed to landfall as the MV-22 Osprey allows. No one doubts that this concept is superior to the status quo—the speed, range, and flexibility that the expeditionary triad of MV-22, air-cushion landing craft, and advanced amphibious assault vehicle brings to the cornerstone of classic Marine Corps doctrine is a major improvement. But what happens once these forces are ashore—deep ashore—and engaged?
OMFTS: Present Vision Meets Future Capability
Operational Maneuver from the Sea (OMFTS) hinges on successful execution of ship-to-objective maneuver (STOM). The MV-22 allows the joint task force (JTF) commander to position his naval forces 25-75 miles "feet wet" and land troops as far as 200 nautical miles (nm) inland. The Committee on Naval Expeditionary Logistics, of the National Research Council, conducted an exhaustive study in 1999 and found that:
The Navy and Marine Corps are striving to revamp their logistics operations to correct current shortcomings and to meet future requirements. The goal is to replace slow, cumbersome logistics processes that are predicated on large volumes of materials that might be needed, with responsive, or, when possible, anticipatory processes that deliver only what is needed, when and where it is needed. The strategy is to use accurate, timely information and rapid transportation to create for the military the kind of efficient, effective logistics systems that leading commercial firms have developed.
The Marine Corps' position is that OMFTS is a marriage between maneuver warfare and naval warfare. As depicted in the Marine Corps publication Concepts and Issues, sea basing "allows putting the 'teeth' ashore while leaving the logistics 'tail' afloat, significantly leveraging land maneuver operations." To accomplish this, it relies heavily on the sea basing of several key components: command and control, the preponderance of fire support, and logistics. But how will that force deep inland be sustained?
Marine Air Ground Task Force (MAGTF) Requirements
Today's Marine expeditionary units (MEUs) deploy with a meager 15 days of accompanying supplies on board their amphibious ready group (ARG) shipping. The return of the Marine expeditionary brigade (MEB) doubles that sustainment capability, and the big daddy, the 46,100 Marines and sailors of the Marine expeditionary force (MEF), hit the ground with at least 60 days of supplies. The question is not whether 15, 30, or 60 days of support is enough, but rather how will the mountains of supplies get to the war fighters deep in the hinterlands? Most operators have no concept of just how much equipment, supplies, and "stuff" needs to get from ship to shore—or in the case of OMFTS, from ship to objective. That middle-of-the-road MEB sitting 200 nm deep inland takes an average of 2,000 tons per day to sustain.3 MV-22s will be maxed out in troop lift sorties, and it would take every CH-53E in the Marine Corps, operating 24/7, to make a serious dent in that 2,000 tons. LCACs won't penetrate 200 run inland, and the KC-130s are primarily aerial refuelers. While it can and will transport equipment when it must, the Hercules still needs a runway, not an amphibious ship's flight deck, to land on.
So where does that leave the war fighter? The Commandant of the Marine Corps has grasped the issue and is championing the most promising answer to this problem—a solution so simple it is elegant. Why not combine most of the speed, range, and lift capacity of the KC-130 with the vertical shipboard capability of the CH-53E? General Jones envisions tiltrotors replacing not just the rotary wing aircraft, but potentially the KC-130s as well. So imagine an aircraft that could transport up to 122 troops or 20 tons of equipment and supplies at speeds greater than 300 miles per hour, over distances from 1,000 to 2,000 miles—and under most conditions land vertically, without the need for runways or airports. Worst case conditions (very high, very hot, and very heavy) require a very short rolling landing (less than 500 feet). Imagine this aircraft with a cabin large enough to carry internally one 8x8x40-foot container, or two 8x8x20-foot containers, several types of helicopters, all types of HMMWVs, an LAV, an AAV, eight standard 463-L loading pallets, or 70 litters. Imagine making MEB sustainment a reality with a force of these aircraft—and not "clobbering" the ships' flight decks and hangars, because these aircraft aren't tied to the amphibious ready group in the traditional sense of employment. They can fly from forward deployed or expeditionary bases around the world, meeting the MEB when it needs them. This is the missing piece of logistical resupply in the 21st century—the operational slice! Intratheater lift that originates as far away as the continental United States, yet can operate continuously from ship or shore, feet wet or feet dry. Imagine an aircraft that is truly self-deployable around the world, yet able to operate tactically into and out of confined areas as small as 1/2 acre or off amphibious and conventional aircraft carriers at sea. Imagine an intratheater lift aircraft that can legitimately save precious strategic lift sorties. Imagine the Quad TiltRotor, or QTR.
The Quad TiltRotor
The QTR is a vertical-lift transport in the beginning stages of development at Bell Helicopter that provides an internal volume for moving cargo greater in size than any C-130. This aircraft provides the capability to move large-volume payloads quickly over long ranges. The QTR would combine four V-22 rotors, engines, and transmissions, mounted two each on forward and aft wings, and a new large-volume fuselage to provide this capability.
Using the same proven technology as the V-22—down to the part number—the QTR would provide a vertical lift capability that eliminates the requirement for a runway at either the pickup or delivery site. The cargo is transported in the familiar tiltrotor "airplane" configuration to the designated location at high forward speed, providing increased productivity over conventional rotorcraft. Cargo weight can be increased using the short takeoff and landing (STOL) capability of the QTR if a short runway, road, or other hard surface is available, or by in-flight fueling after a vertical takeoff. Capable of hovering at weights above 100,000 pounds and maximum weights near 140,000 pounds, the QTR will be able to lift twice the internal payload with six times the internal volume for cargo than that of the MV-22.
Using the V-22's entire propulsion systems intact greatly reduces the cost, development time, and technical risk of building this aircraft. Both nacelles, including the rotors, transmissions, engines, accessory drives, interconnect drives, pitch change systems, and conversion actuators are used right off the V-22 production line. They will do the same job on the QTR that they currently do on the V-22, so all the qualification work already is completed. The same is true of the mid-- wing gearbox and the complete interconnect drive system. Additional drive shaft segments are needed to accommodate the longer wings, but the loads and functions are the same. There is a new interconnecting drive shaft tying the forward and aft drive systems together to allow safe one- and two-engine out operations. Even the outboard portions of both forward and aft wings are common with the V-22.
The QTR will have a fuselage slightly larger than the C-130 and a cabin the length of the C-130-30 stretch version. The forward to aft rotor clearance in hover determines the forward and aft wing spacing. The internal cabin length is, in turn, determined by the wing spacing, and is around 54 feet. The aft wing is higher than the forward wing to provide vertical separation for better cruise efficiency; this also provides direct, straight-in loading for large, long payloads, reducing the ground time necessary to load/unload cargo. This will allow aircraft such as the Army's Blackhawks and Apaches to avoid much of the tear down that costs time on the other end of a deployment.
Bell engineers also have determined that a vertical tail may not be necessary because of the presence of differential yaw control through the rotors in forward flight. If this proves satisfactory, a weight savings of nearly 1,000 pounds is possible, as well as a corresponding reduction in drag and radar cross-section. It also simplifies the cargo ramp configuration, reducing production costs.
The major life cycle cost benefit is associated with fielding and operating and support (O&S) costs. Most Marines are familiar with the "identicality" term coined for use in describing the benefits of the H-1 Upgrade Program's 85% common AH-1Z and UH-1Y aircraft. This "identicality" reemerges between V-22 and QTR components as well, allowing existing support equipment, test equipment, and spares pipeline to be used for both the V-22 and the QTR. Depth of these assets may be increased, but at a much lower cost than would result if the range of support equipment, test equipment, and spares were widened. When the aircraft are deployed, the logistics footprint is reduced, since sharing of assets is available between the V-22 and QTR squadrons.
Efficiencies in maintenance costs will be achieved through both labor and material cost savings. Maintenance personnel at the organizational, intermediate, and depot levels already would be trained and experienced in the repair of identical components. Aviation depot level repairables and repair material costs would be optimized, since production cost for V-22 common components would be reduced through coproduction. Any contractor logistics support associated with the V-22 fleet would be available for the QTR without additional infrastructure. Life-cycle cost benefits would accrue during all program phases. A very rough estimate of unit cost for a QTR would be approximately 70% more than an MV-22—a little more than a new C-130J, but one that hovers!
Strategic Opportunity
While this aircraft's potential is enormous, it will take more than budgetary action to make it a reality. It will take some timely and strategic thinking to maximize that potential—beyond the aircraft itself. If the Marines are to seriously consider removing organic CH-53Es from the ARG/MEU in favor of C-130-sized tiltrotors that will not be "stay aboard" organic, then a philosophical change in OMITS itself may be in order. Forward basing QTRs in the manner of KC-130 detachments today is probably doable, and would open up deck/hangar space for at least four more MV-22s per LHA/LHD.
Even more important than today's fleet is the next generation. Current Maritime Prepositioning Force (MPF) ships are not air-- capable for loading and unloading. Concept development for MPF-Future is in its earliest phase. With the approval of its Mission Needs Statement (MNS), the time is now to ensure that MPF-Future includes the critical functionality of being able to load and launch aircraft of this size from a flight deck capable of STOL operations. Because QTR can maximize its lift capability by taking advantage of wind-across-the-deck and STOL, Navy and Marine Corps MPF-Future working groups should be considering at least a 600- to 800-foot-long landing surface. This ship is not another CVN carrier—but it must be able to handle multiple rotorcraft operating off its deck routinely. The ability to in-stream offload the vast array of equipment and supplies on board the MPF ship, from ranges in excess of 1,000 nm, is a quantum leap beyond today's primitive capability. The same thought process is valid for the LHA replacement (LHA-R) ship. It would be unfortunate if concepts such as angled flight decks and high weight-bearing decks were not being seriously considered.
Not insignificantly, most transport missions "cube-out" before they gross out. It would be a shame to build an aircraft that, for the sake of a few inches in width or height, could not carry 25% more items. The chart at left shows a few possible configurations, with the 11.5x1.5-foot cabin size the leading contender. This 18-inch increase in diameter would cost about 1,500 pounds in empty weight, but would be well worth it.
Who Needs a QTR?
The Marines Corps isn't the only service that would benefit from a fleet of Quad TiltRotors. A casual search of emerging requirements and existing missions reaps a bountiful harvest of opportunities. For example:
U.S. Navy. Logistics support of Navy carriers operating in the littorals is a difficult task today. But with antisubmarine warfare requirements diminishing, and the chances of massive blue-water naval battles a long-shot at best, the Navy's new medium is the brown water of the world—the littorals. The extended distances from the Navy's principal overseas resupply points to these forward operating areas reduce the amount each carrier onboard delivery (COD) aircraft can deliver on each trip. The Navy's Sea Strike Doctrine requires rapid resupply while maneuvering and does not have time to worry about available sea- or airports for support.
The QTR, on the other hand, is capable of delivering 15 tons of cargo over 1,000 nm (without air-to-air refueling)—greatly increasing the resupply rates. The QTR could perform vertical resupply missions to non-aviation ships equally as well, and should be considered as one potential solution to the Common Support Aircraft (CSA) requirement. It can handle standard containers, F/A-18E/F or Joint Strike Fighter (JSF) engines, or up to 122 passengers—quite an increase over today's limited C-2 COD aircraft. Full launch and recovery operations could continue with the QTR on board, yet it would not have to go to full flight quarters for the QTR to land or take-off, because of its vertical capability. There is no attempt or desire for an aircraft of this size to go below deck or remain aboard. When ready for return to its shore base, the aircraft will not require a catapult or deck respot.
Further, because of its vertical take-off and land (VTOL) capability, the QTR can provide long-range aerial resupply of high-priority cargo and personnel to amphibious forces at sea. This capability does not now exist in the Navy and would significantly expand the ways in which fleet units could be employed. QTR could be an enabling capability for a fleet charged with maintaining its widespread commitments with reduced resources. Finally, the naval requirement for sea-based logistics can be met and even expanded on. With a suitable deck, supplies, and equipment on board, an MPF-Future can be transported directly from storage to combat. Emerging LHA-R and MPF-Future working groups will want to take a hard look at flight decks that maximize the ability of an aircraft in the QTR's weight class to operate from them. Angled flight decks that could accommodate Marine JSFs, V-22s, helicopters, and QTRs at the same time are not only not out of the realm of possibility, but also are highly desirable.
U.S. Army. The U.S. Army has begun pre-Milestone 0 activities for a potential program called the Future Transport Rotorcraft (FTR), to replace its aging CH47 Chinook helicopters. Early requirements indicated it would like to supply from 8-12 tons of cargo over a 1,000 km distance and return, but General Erik Shinseki's Transformation Force will require the capability to carry 20 tons in a C-130-sized "box." All the services desire cruise speeds around 300 knots. Work has already begun to establish research-and-development programs in the science and technology (S&T) arena that would lead to that capability. Advanced rotors, transmissions and structures development programs are presently under way by industry under S&T contracts.
QTR comes very close to meeting many of the Army's emerging requirements with the existing V-22 components. It certainly goes a long way toward meeting the potential requirements for General Shinseki's "Objective Force" vision. As these S&T contracts prove themselves, the QTR could be upgraded to meet other future "Objective Force" requirements, such as the proposed 20-ton Future Combat System, with lower risk and costs. Reasonable upgrades to the propulsion system can increase the QTR's vertical lift capability to meet this 20-ton lift requirement in time to meet the Army's recently stated need dates. It is also likely that the U.S. Army will require the greatest numbers of QTR aircraft.
U.S. Air Force/SOF. As Aerospace Expeditionary Force units stand up, the need for VSTOL becomes greater. Airports and runways may not always be available when and where needed. But with a QTR capability, supplies brought to airheads by C-17, C-5, C-141, and C-130 aircraft can be delivered directly to the war fighter without intermediate stops. A true, U.S.-- to-warfighter system is possible with the QTR. The ability to deliver large quantities of life-saving equipment, food, water, medical personnel, and supplies directly to the victims of natural disasters such as floods, hurricanes, earthquakes, and tornadoes is vital. In most of these situations the road networks between the airports that remain open and the scenes of the disasters have been closed with debris or are so congested with refugees that they are impassible. Timely humanitarian relief to faraway places during drought and famine will help reduce the tragic loss of life. In most cases, the QTR could deliver food and water directly to villages and hamlets far removed from civilization.
In combat situations a rogue force can forcibly deny access to airports, seaports, and runways with small units, preventing our large strategic aircraft and afloat assets from bringing in allied troops and supplies. The QTR could bring in commando units and Special Forces with their supplies and combat vehicles, landing near, but not at, the port, to retake these all-important transportation nodes, allowing our large forces safe entry.
Regional CinCs
All Marine (indeed, all services') aircraft must be "CinC-friendly." In this context it means the QTR being the aircraft of choice for most of the contingencies a regional commander-in-chief must face. The post-Cold War world has proved to be a truly dangerous place. Americans and other allied nations' citizens living and working abroad are increasingly becoming targets of militant groups with hostile agendas. Massive efforts are needed to protect or evacuate these groups. Successfully handling these events is becoming a national priority for all free nations. The QTR could launch from the United States and, with air-to-air refueling, travel anywhere in the world nonstop. Once there it would land vertically in an embassy or any confined area and rescue 100 civilians and return them to safety. This real-world, noncombatant evacuation operation has been exercised several times over the past decade alone. No capability such as this exists today.
QTR Status
Bell Helicopter is currently under contract with the Defense Advanced Research Projects Agency (DARPA) to develop a roadmap that would show a logical growth path for the "V-22-common" QTR to a larger, 20-ton lifter to meet Army requirements. The next phase would be wind tunnel testing to determine optimum wing placement and fuselage sizing. The final phase would be a large Advanced Concept Test Demonstration (ACTD) Program that would build and fly one to three production-representative prototypes, then turn them over to the sponsoring service for operational testing.
The Joint Solution
It is clear that the Marine Corps has limited funding in the near and medium term. But it also is clear that the chance of single-service new starts in aviation development and production is highly unlikely. The Joint Staff and Joint Requirements Oversight Council recognized this in 1998 and determined that the most likely path to success in new development was via the joint programmatic approach. Recent J-8 (Force Structure, Resources, and Assessment Directorate) efforts such as the Joint Advanced Rotorcraft Technology Office Study and the Overarching Rotorcraft Commonality Assessment point to the need for a joint common lift (JCL) rotorcraft platform to meet multiservice (and perhaps dual-use commercial) requirements in the area of heavy lift. The only aircraft on the horizon that can meet the varied mission requirements of more than one service, while minimizing development costs, is the QTR. It represents the best value joint solution, with the lowest risk and quickest timetable for meeting JCL mission requirements. The time is now to make the Marine Commandant's OMFTS vision and the Army Chief's "Objective Force" vision a funded reality. The Committee on Naval Expeditionary Logistics, of the National Research Council, made one key recommendation in its 1999 findings:
The Navy and Marine Corps should create an end-to-end OMFTS logistics concept that supports the concept of operations at each stage in the iterative process of defining future forces and their capabilities. The Navy and Marine Corps should work together to craft a common approach to the resupply of all naval forces at sea.
The Quad TiltRotor defines that capability in spades.
Major General Phillips is a naval aviator whose career in the Marine Corps included command of the 1st Marine Expeditionary Brigade, and serving as Deputy Inspector General of the Marine Corps. He is the senior vice president of Wheat International Communications Corporation based in Reston, Virginia. Lieutenant Colonel Gibson is a former attack helicopter pilot and last served as a joint aviation and acquisitions planner for J-8. Since retiring from the Marine Corps, he has been manager of advanced concepts for Bell Helicopter.