CV-22 Osprey cruises much faster than helicopters and has much longer range both of which allow it to insert troops much farther inland than any helicopter. No conventional helicopter can compete with CV-22's range or speed.
Unfortunately this means conventional helos like the AH1 Cobra cant provide close escort when the MV22 uses its speed. If close escort is necessary then the speed advantage is lost. It takes a USMC Captain on a planing staff about two minutes to find this problem when planning a operation. I sat in on some of those sessions or conversations back in the 1990s. Fixed wing can provide far escort or cover, but there are the expected response issues and coordination issues multiply as distance/time factors enlarge. In some cases you can send helo gunships ahead for a coordinated or simultaneous arrival at a location, but the coordination difficulty again expands with the time/space factors, and that limits close cooperation between the helo gunships & Ospreys. 'A' solution is build more MV type airframes for finishing as gunships to operate closely with the MV22. That is the route of accumulating expenses, duplications and perhaps to the replacement of helo gunships in the USMC. I'll leave the debate for that effort to some other time.
Boeing-Vertol-Piaseki did build an all-composite prototype during the early 1980s. It looked like a modernized CH-46 Sky Knight, but never flew beyond the prototype stage.
It may have been a lot heavier/larger. I cant recall the details.
The primary reason that the Boeing-Vertol-Piaseki CH-47 Chinook remains so popular is its massive horsepower reserves which allow it to fly hot and heavy, higher in the Afghan mountains than any other western helicopter. Only Russian-made helicopters, with much larger rotor diameters (and much lighter disc-loadings) can compete up in the Afghan mountains.
However, I never seen a Chinook variant that could fold its rotors small enough to stow in a ship's hangar deck.
CH47 Chinooks are better thought of as heavy lift, & adapting them to USMC use is reproducing the deck space and other limits of the CH53.
CV-22's greatest disadvantage is that it was the first tilt-rotor to enter production which entailed an expensive learning curve, cross training crews, etc.
Something the critics, amatures, and a few professionals forget or ignore.
CV-22 also suffered numerous developmental delays caused by the need to fold it into aircraft carriers.
The same problem faced by any other new and large aircraft. Also it had to be made corrosion resistant to salt air, and made serviceable aboard ship, all further complications in the development.
Far wiser would have been to build the first (small) batch of CV-22A without folding mechanisms, then progressively add folding mechanisms to batch B and batch C.
Proposed, planned even, but abandoned by the need of its fans to keep the project rolling ahead faster than the efforts to kill it. To put it another way no one wanted to fund a interm production aircraft that could not execute the mission that justified the over all development. The secondary market was looked at by the manufactor, but they were not willing or able to finance two development projects. Maybe the right sales pitch would have brought in the massive high risk captiol needed, I dont know.
A third developmental delay was caused by decisions to incorporate more composite airframe components than any previous design. The CV-22 wing box was the largest composite structure when it was introduced.
Yes, composites shaved ten or twenty percent off the empty weight, but they also slowed development.
Probablly something that would have delayed a modern helo design. Maybe there would have been some carryover from other late 20th Century helo designs, but it still would have required extra time to work out the problems.