The Lockheed Martin F-22 Raptor is a fifth-generation tactical stealth fighter, single seat, twin engine, all weather developed for the United States Air Force (USAF). The result of the USAF Advanced Tactical Fighter program, the aircraft is designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The main contractor, Lockheed Martin, builds most of the F-22 body and weapons systems and conducts final assembly, while Boeing provides wings, stern planes, avionics integration, and training systems.
The aircraft was given various F-22 and F/A-22 before officially entering service in December 2005 as F-22A . After prolonged development and regardless of operational issues, the USAF considers the F-22s essential for its tactical air power, and says that the plane is unmatched by known or projected fighters. The Raptor combination of stealth, aerodynamic performance, and situational awareness provide unprecedented air combat capabilities.
The high cost of aircraft, the lack of clear air-to-air missions due to delays in the Russian and Chinese combat programs, the export ban, and the more flexible F-35 development led to the end of F-22 production. The final procurement accounting of 187 operational production aircraft was established in 2009, and the last F-22 was delivered to USAF in 2012.
Video Lockheed Martin F-22 Raptor
Development
Origins
In 1981, the US Air Force developed a requirement for Advanced Tactical Fighter (ATF) as a new air superiority fighter to replace the F-15 Eagle and F-16 Fighting Falcon. Code named " Senior Sky ", the program is influenced by threats emerging around the world, including the development and proliferation of the Soviet Su-27 "Flanker" - and the MiG-29 "Fulcrum" fighter. It will take advantage of new technologies in the design of fighter aircraft on the horizon, including composite materials, light alloys, advanced flight control systems, stronger propulsion systems, and stealth technologies. Requests for proposals (RFPs) were issued in July 1986 and two contractor teams, Lockheed/Boeing/General Dynamics and Northrop/McDonnell Douglas, were selected on October 31, 1986 to conduct a 50-month demonstration phase, culminating in flight tests of two prototype technology demonstrators , YF-22 and YF-23. The program is managed by the Advanced Tactical Fighter Systems Office Program (ATF SPO) located at Wright-Patterson Air Force Base.
Each design team produces two air vehicle prototypes, one for each of the two machine options. The Lockheed team led using a thrust vectoring nozzle at YF-22 to improve maneuverability in dogfights. The increased ATF weight and cost push certain requirements during development. The side-view radar has been removed, and the dedicated infra red search and track (IRST) system is derived from multi-color into one color and then removed as well. However, the provision of space and cooling is maintained to allow for the addition of these components in the future. Required ejection seats derived from fresh design to the existing McDonnell Douglas ACES II.
After demonstration test flight and prototype validation, on 23 April 1991, USAF Secretary Donald Rice announced YF-22 as the winner of the ATF competition. The YF-23 design is considered to be more glare and faster, while the YF-22 is more maneuverable. The aviation press speculated that the YF-22 was also more adaptable to the US Navy, the US Navy, which had been accommodated by Advanced Tactical Fighter (NATF), but in 1992, the Navy had left NATF.
Production and procurement
Main contractor Lockheed Martin Aeronautics produces the majority of airframes and performs the final assembly at Dobbins Air Reserve Base in Marietta, Georgia; Boeing Defense program partners, Space & amp; Security provides additional airframe components as well as systems integration and avionics training. F-22 production is divided into many subcontractors in 46 states to increase Congressional support, although this production separation may have led to increased costs and delays. Many capabilities are deferred to post-service improvements, reducing initial costs but increasing total program costs. Production supports more than 1,000 subcontractors and suppliers and up to 95,000 jobs.
The F-22 has some design changes from the YF-22. The rear-sweeping angle of the leading edge decreases from 48 ° to 42 °, while the vertical stabilizer shifts backward and decreases in an area of ​​20%. To increase the pilot's visibility, the canopy was moved 7 inches (18 cm) forward, and engine intakes moved back 14 inches (36 cm). The wing shape and the trailing side of the stabilizer are enhanced to improve aerodynamics, strength, and stealth characteristics. Gaining weight during development leads to a slight decrease in range and aerodynamic performance.
The first F-22 aircraft, engineering and manufacturing aircraft, called Raptor 4001, was inaugurated in Marietta, Georgia, on April 9, 1997, and first flew on 7 September 1997. In 2006, the Raptor development team, consisting of 1,000 contractors and USAF, won the Collier Trophy, the most prestigious award in American aviation. The F-22 is produced for 15 years, at a rate of about two per month during peak production.
The USAF initially envisaged ordering 750 ATF at a cost of $ 26.2 billion, with production beginning in 1994. The 1990 Major Aircraft Review led by Defense Secretary Dick Cheney reduced this to 648 aircraft beginning in 1996. In 1997, instability funding has trimmed further. totaling to 339, again reduced to 277 F-22 in 2003. In 2004, the DoD further reduced this to 183 operational aircraft, despite the USAF's preference for 381. In 2006, the multi-year procurement plan was implemented to save $ 15 billion but raise the cost of each aircraft. That year the total cost of the program is projected to be $ 62 billion for 183 F-22s that are distributed to seven combat squadrons. In 2007, Lockheed Martin received a $ 7.3 billion contract to increase orders to 183 F-22 production and expand manufacturing through 2011.
In April 2006, the Government Accountability Office (GAO) assessed the F-22's cost to $ 361 million per aircraft, with $ 28 billion invested in development and testing; Unit Procurement Cost is estimated at $ 178 million in 2006, based on production of 181 aircraft. Estimated at the end of production, $ 34 billion will be spent on procurement, bringing the total cost of the program to $ 62 billion, about $ 339 million per plane. The additional fee for an F-22 addition is estimated at approximately $ 138 million in 2009. GAO says the estimated cost is $ 412 million per aircraft by 2012.
Export ban
The F-22 can not be exported under American federal law to protect stealth technology and other high-tech features. Customers for US warriors acquire previous designs such as the F-15 Eagle and the newer F-16 Fighting Falcon or F-35 Lightning II, containing technology from the F-22 but are designed to be cheaper, more flexible and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill includes provisions requiring the Department of Defense to prepare reports on costs and feasibility for export variants of F-22s, and other reports on the effect of F-22 exports on the US aircraft industry.
Some Australian defense politicians and commentators have suggested that Australia should try to buy the F-22 rather than the planned F-35, citing the known F-22 capabilities and F-35 delays and developmental uncertainties. However, the Australian Air Force (RAAF) determined that the F-22 was unable to carry out the F-35 attack and shut down the air support role. The Japanese government also showed interest in the F-22 for its Fighter-Replacement program. The Japanese Air Force Self-Defense Force (JASDF) is reportedly in need of fewer fighters for its mission if it gets the F-22, thereby reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require an increase in defense budgets beyond 1 percent of GDP history. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but ultimately chose the F-35 because of the F-22 price and unavailability.
Termination of production
Throughout the 2000s, the F-22's needs were debated because of rising costs and the lack of relevant enemies. In 2006, United States Treasury General David Walker discovered that "the Department of Defense has not indicated the need" for more investment in the F-22, and further opposition to the program was expressed by Defense Secretary Donald Rumsfeld, Deputy Defense Minister Gordon R. England , Senator John McCain, and Chairman of the US Senate Army Senator Sen. John Warner. The F-22 program lost its influential supporters in 2008 after the forced resignation of Air Force Secretary Michael Wynne and Air Force Chief of Staff Gen. T. Michael Moseley. However, in 2008, Congress passed a defense spending bill financing the F-22's advanced production and the Pentagon spent $ 50 million from $ 140 million for four additional aircraft, increasing the total order for production aircraft to 187 and leaving the program in the hands of the next administration.
In November 2008, Defense Secretary Robert Gates stated that the Raptor was irrelevant in the post-Cold War conflict as in Iraq and Afghanistan, and in April 2009, under the new Obama administration, he called for an end to F-22 production in fiscal year (FY) 2011, leaving USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, told the Senate Committee on Armed Services, the reason for supporting the cessation of F-22 production. They include transferring resources to the F-35 multirole to enable the proliferation of fifth-generation fighters for the three service branches and preserve the F/A-18 production line to maintain the military electronic warfare (EW) capabilities in the Boeing EA-18G Growler. Problems with reliability and availability of the F-22 also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 to end production and the House then agreed to abide by 187 caps of production aircraft. Gates stated that the decision was taken with respect to the F-35's ability, and in 2010, he set the F-22 requirements to 187 aircraft by lowering the amount of major regional conflict preparations from two into one.
In 2010, USAF began research to determine the cost of maintaining F-22 tooling for the Future Service Life Program (SLEP). The RAND Corporation paper from this study estimates that resuming production and building an additional 75 F-22s will cost $ 17 billion, generating $ 227 million per aircraft, or $ 54 million higher than flyaway costs. Lockheed Martin stated that restarting the production line itself would cost about $ 200 million. The production tools will be documented in the illustrated electronic manual stored in the Sierra Army Depot. The retained tools will produce additional components; due to limited production runs no spare planes, leading to great maintenance during maintenance. Then an attempt to retrieve the tool found that the container was empty.
The development of Russian and Chinese combats has sparked fears, and in 2009, General John Corley, head of the Airborne Command, declared that the 187 F-22 fleet would not be adequate, but Secretary Gates dismissed this concern. In 2011, Gates explained that the fifth generation Chinese fighter development has been taken into account when the number of F-22s is set, and that the US will have substantial gains in stealth aircraft by 2025, even with F-35 delays. In December 2011, the F-22 was the 195th and most recently completed from 8 tests ("EMD" - Engineering, Manufacturing and Development) and 187 operational aircraft produced; the aircraft was delivered to USAF on 2 May 2012.
In April 2016, the Air Force Subcommittee and the HASC Air Force Alliance proposed a law that would direct the Air Force "to conduct a comprehensive assessment and study of the costs associated with resuming production of F-22 aircraft." Defense Secretary Robert Gates production was suspended on 187 F-22 (at a cost of $ 67 billion) to direct funds for ongoing irregular war operations in Iraq and Afghanistan. Since then, MPs and the Pentagon have noted that the Russian and Chinese air war systems are pursuing US air superiority capabilities. Previous estimates for the resumption of production put a figure of about $ 2 billion, including $ 300-500 million in non-recurring starting costs, with an estimated unit cost of $ 233 million for the production of 75 aircraft over five years. Lockheed has proposed an increase of 36 initial training models, Block 20 Raptors into Block 30/35 versions that are combat coded as a way to increase the amount available for deployment. On June 9, 2017, the Air Force submitted their report to Congress stating that they had no plans to restart the F-22 production line due to economic and operational issues; is expected to cost about $ 50 billion for procurement of 194 additional F-22s, at a cost of $ 206- $ 216 million per aircraft, including about $ 9.9 billion for non-recurring start-up costs and $ 40.4 billion in fees aircraft procurement.
Upgrade
The first Block 3.0 aircraft capable of first combat flew in 2001. Additional 2, the first F-22 enhancement program, was implemented in 2005 and allowed the aircraft to use Joint Direct Attack Munitions (JDAM). Increment 3.1 provides enhanced ground attack capability through synthetic aperture radar mapping and radio emitter search, electronic attack and GBU-39 Small Diameter Bomb (SDB); testing began in 2009 and improved aircraft were first launched in 2012. A 3.2 upgrade is a two-part improvement process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B will allow the F-22 to fully exploit AIM-9X and AIM-120D missiles. Further Increment 3.3 may include adoption of open avionics platforms and updates to air traffic controls. Upgrades scheduled in 2015 will enable the F-22 to use AIM-9X and have 16 full reception and transmission connections. The F-22 fleet is planned to have 36 Blocks of 20 training and 149 Blocks 30/35 fighter aircraft by 2016. A 3.2B upgrade upgrade planned for 2018 will include a new store management system to show the correct symbol for AIM-9X Sidewinder and AIM-120D AMRAAM with better control of them. By 2017, the USAF defines the requirements for next-generation sensors for the F-22, which involves designing new hardware and antennas. The next update also focuses on open avionics platforms to allow for faster upgrades in the future.
To enable two-way communication with other platforms, the F-22 can use the Airborne Communication Area (BACN) as the gateway. The integration of MADL was originally planned to be trimmed due to lack of system maturity. In 2014 Lockheed Martin and Northrop Grumman compete to connect the F-22 with other platforms while maintaining stealth. Other improvements include infrared search and track functions for the AN/AAR-56 Missile Launch Detector (MLD) and helmet-integrated chassis system integration (HMCS) to enable the launch of off-boresight missiles by 2020. Until the F-22 gets the system mounted on top of the helmet will use the AIM-9X off-boresight (HHOBS) capability without a helmet. In March 2010, USAF accelerated the software section 3.2 to be completed in FY 2013.
In January 2011, USAF opened a contract to increase, develop and integrate Raptor (REDI) to bidders, with a budget of $ 16 billion. In November 2011, Lockheed Martin's increased contract ceiling was upgraded to $ 7.4 billion. Nearly $ 2 billion is allocated for structural repairs and to achieve a fleet availability rate of 70.6% by 2015. However, only 63% is achieved. Some F-35 technologies, such as the more durable stealth coating, have been applied to the F-22. By 2012, the renewal schedule has slipped seven years due to instability in terms and funding. In 2014, USAF moved to cut funding increases.
In 2012, the F-22 is upgraded with a backup oxygen system, improved software and oxygen sensors to address frequent problems of oxygen deprivation and normalization operations. By 2013, the incorrect flight vest valves are replaced and elevation elevations are lifted; the distance restriction will be revoked once the backup oxygen system is installed. In April 2014, the USAF declared in Congressional testimony that the installation of an automatic oxygen reserve system on the F-22 fleet would be completed within twelve months.
The F-22 is designed for a 30-year lifespan and 8,000 flight hours, with a $ 100 million "structural retrofit program". Investigations are being made for improvement to extend their useful lives even further. In the long run, the F-22 is expected to be replaced by a sixth-generation fighter jet that will be deployed in the 2030s.
Maps Lockheed Martin F-22 Raptor
Design
Overview
The F-22 Raptor is a fifth-generation fighter considered fourth generation in stealth aircraft technology by USAF. This is the first operational aircraft that combines supercruise, supermaneuverability, stealth, and fusion sensors in a single weapon platform. The Raptor has cut the delta wing with an inverted sweep at the rear, four empennage surfaces, and a retractable three-wheeled landing gear. The flight control surfaces include leading flaps, flaperons, ailerons, steering at desired vertical stabilizers, and all moving horizontal tails; This surface also serves as a speed brake.
Pratt & amp; Whitney F119-PW-100 afterburning turbofan machine has a very close range and incorporates a push thrust of 2D pitch-axis thrust with a range of Ã, Â ± 20 degrees; each machine has a maximum thrust in the 35,000 lbf (156 kN) class. The Push-to-Weight F-22 ratio in a typical combat configuration is almost at unity in maximum military strength and 1.25 in full afterburner. The maximum speed without an external store is estimated to Mach 1.82 during supercruise and greater than Mach 2 with afterburner.
The F-22 is among only a few aircraft that can supercruise, or maintain supersonic flight without using fuel inefficient afterburner; it can intercept the target that the subsonic plane will lack speed to pursue and an aircraft that relies on the afterburner will lack the fuel to reach. The height of Raptor's operating height is also a significant tactical advantage compared to previous fighters. The use of an internal weapon bay allows the aircraft to maintain a relatively higher performance over most of the other combat-configured fighters due to the lack of aerodynamic obstacles from external stores. The F-22 structure contains a large number of high-strength materials to withstand the stress and heat of sustainable supersonic flight. Each titanium and composite alloy consists of 39% and 24% of the aircraft's structural weight.
The F-22 is highly maneuverable at supersonic and subsonic speeds. The computerized flight control system and full authority digital engine control (FADEC) make the aircraft highly anti-departure and manageable. Raptor's relaxed stability and strong vector thrust allow the aircraft to turn sharply and perform extremely high alpha (angle of attack) maneuvers such as Herbst maneuver (Turn J) and Pugachev's Cobra. The aircraft is also capable of maintaining more than 60 Â ° alpha while having multiple roll controls.
Aerodynamic performance Raptor, fusion, and stealth sensors work together to improve effectiveness. High altitude, speed, and active and passive sensors allow the aircraft to locate targets within a considerable range and increase the range of weapons; altitude and speed also complement the stealth capability to increase aircraft survivability against ground defenses such as surface-to-air missiles.
Avionics
Avionics keys include BAE Systems EI & amp; S AN/ALR-94 radar warning receiver (RWR), Lockheed Martin AN/AAR-56 infrared and ultraviolet Missile Launch Detector (MLD) and Northrop Grumman AN/APG-77 actively electronically scans array (AESA) radar. The MLD features six sensors to provide full round infrared coverage. The RWR is a passive radar detector with over 30 mixed antennas to the wing and the fuselage for all-round coverage. Tom Burbage, former head of the F-22 program at Lockheed Martin, described it as "the most technically complex piece of equipment on a plane." The RWR range (250 nmi) exceeds the radar, and can direct radar emissions to be limited to narrow rays (down to 2 Â ° by 2 Â ° in azimuth and elevation) to improve stealth. Depending on the threats detected, the defense system may encourage the pilot to release retaliatory actions such as flares or chaff. According to Bill Sweetman, experts say ALR-94 can be used as a passive detection system that is able to find targets and provide enough information for radar locks.
The AN/APG-77 radar has an observable, active-aperture electronic opening arrangement, which can track multiple targets under any weather conditions. Radar emissions can also be focused on burdening enemy sensors as an electronic attack capability. Radar changes in frequency more than 1,000 times per second for the possibility of lower interception and has an approximate range of 125-150 mi (201-241 km), with a target of 11 sq ft (1 m 2 ). F-22 from Lot 5 and on equipped with AN/APG-77v1, which provides full air-to-ground functionality (high-resolution aperture radar synthetic radar, indication of ground and track movement targets (GMTI/GMTT), automatic cueing and recognition, identification of fights, and many other advanced features). APG-77v1 with newer GaAs modules provides a range of 250 mi (400 km) or more; this is believed to be possible due to the use of narrower beams. Radar information is processed by two Raytheon Common Integrated Processors (CIPs), each capable of processing up to 10.5 billion instructions per second. In a process known as sensor fusion, data from radar, other sensors, and external systems are filtered and combined by CIP into the general view, reducing the pilot's workload. However, the increase in aircraft avionics is reportedly very challenging due to its highly integrated nature.
The F-22's ability to operate close to the battlefield provides detection of aircraft threats and comparative identification capabilities with the RC-135 Rivet Joint, and the ability to function as a "mini-AWACS", although the radar is less powerful than a dedicated platform. The F-22 can set targets for allies, and determine whether two friendly planes target the same plane. These radar systems can sometimes identify targets "several times faster than AWACS". The IEEE 1394B bus developed for the F-22 comes from the commercial "FireWire" IEEE 1394 bus system. In 2007, the F-22 radar was tested as a wireless data transceiver, transmitting data at 548 megabits per second and receiving at gigabit speeds, much faster than the Link 16 system.
The F-22 software has about 1.7 million lines of code, the majority involving radar data processing. Former USAF Secretary Michael Wynne blamed the use of DoD's Ada due to cost swelling and delays on many military projects, including the F-22. Cyber ​​attacks on subcontractors are reported to have raised doubts about the safety of F-22 systems and combat effectiveness. In 2009, former Navy Secretary John Lehman considered the F-22 safe from cyber attacks, citing the age of its IBM software.
Cockpit
The F-22 has a glass cockpit with all-digital flight instruments. The monochrome head display offers a wide field of view and serves as the main flight instrument; information is also displayed on six liquid crystal display panel (LCD). The main flight controls are a side-stick power-sensitive controller and a pair of throttle. The USAF initially wanted to implement direct voice input control (DVI), but this was considered too technically risky and abandoned. The dimensions of the canopy are about 140Ã, inch long, 45Ã, inches wide, and 27Ã, inches high (355 cm x 115Ã, cm x 69Ã, cm) and weighs 360 pounds.
F-22 has an integrated radio function, the signal processing system is virtual rather than as a separate hardware module. There have been reports of F-22's inability to communicate with other aircraft, and the withholding of funds has affected the integration of Multifunction Advanced Data Link (MADL). Voice communication is possible, but not data transfer.
The integrated control panel (ICP) is a keypad system for entering communications, navigation, and autopilot data. Two front-to-front (7.6 cm) fronts around ICP are used to display integrated data warning/communication, navigation, navigation and identification (CNI) data and also serve as a group of flight instrumentation and fuel quantity indicator stands by. The standby flight group displays an artificial horizon, for basic instrument meteorological conditions. The ultimate multi-purpose (PMFD) screen 8 inches (20 cm) (PMFD) is located under the ICP, and is used for navigation and situation assessment. Three 6.25 in ÃÆ'â € "6.25 inches (15.9 cm cm-15.9 cm) secondary multi-function display is located around the PMFD for tactical information and store management.
The ejection seat is the ACES II (Advanced Concept Ejection Seat) version commonly used on the USAF aircraft, with center-mounted ejection controls. The F-22 has a complex life support system, which includes an on-board oxygen generating system (OBOGS), prototype protective clothing, and a breathing/anti-g breathing valve (BRAG) that controls flow and pressure on masks and pilot clothing.. Pilot clothing is developed under the Advanced Technology Anti-G Suit (ATAGS) project and to protect against chemical/biological hazards and cold water immersion, g-forces counter and low pressure at high altitudes, and provides thermal relief. Suspicions about the performance of OBOGS and life support equipment have been raised by several accidents, including fatal accidents.
Armament
The Raptor has three internal weapons: a large bay at the bottom of the fuselage, and two small bays on the side of the fuselage, the back of the engine intake. The main bays can hold six LAU-142/A launchers for external visibility missiles and each side of the bay has LAU-141/A launchers for short-range missiles. Four of the launchers in the main bay can be replaced with two bomb shelves each of which can carry one bomb of 1,000 pounds (450 kg) or four 250 pounds (110 kg). Carrying armaments internally maintains stealth aircraft and minimizes additional obstacles. The missile launch requires that the bay door be opened less than a second, in which the hydraulic arm pushes the missile out of the plane; this is to reduce the vulnerability to detection and deploy missiles during high-speed flights.
The F-22 can also carry weapons from the air to surfaces like bombs with Joint Direct Attack Munition (JDAM) and Small diameter Bombs, but can not be self-determined for laser-guided weapons. Internal air-to-surface weaponry is limited to 2,000 pounds (910 kg). An internally mounted 20mm internal M61A2 rotary cannon is embedded in the right-wing root of the plane with a muzzle covered by a retractable door to maintain stealth. The radar projection of the cannon shot is displayed on the pilot head-up screen.
The speed and height of the high F-22 cruises increases the effective range of ammunition, with aircraft having a 50% greater working range for the AIM-120 AMRAAM than the previous platform. While specific classified, it is expected that JDAM used by F-22 will have two or more effective ranges of legacy platforms. In testing, the F-22 dropped GBU-32 JDAM from 50,000 feet (15,000 m) while cruising on Mach 1.5, striking a target move 24 miles (39 km) away.
While the F-22 usually carries weapons internally, its wings include four hardpoints, each rated to handle 5,000 pounds (2,300 kg). Each hardpoint can accommodate a pole that can carry a removable 600-gallon (2,270 L) external fuel tank or launcher with two air-to-air missiles; two boat hooks that were "pelted" to an external fuel tank. The use of an external store decreases the stealth and kinematic performance of the aircraft; after removing the store, external attachments can be removed to restore the characteristics. A hidden weapon and silent pod was being developed to carry additional weapons in the mid-2000s.
Stealth
The F-22 is designed to be very difficult to detect and track by radar. Measures to reduce radar cross-sections include the formation of airframe such as edge alignment, fixed-geometry serpentine inlet which prevents the line of sight of the front of the engine from any exterior appearance, the use of radar absorbers (RAM), and attention to detail such as pilot hinges and helmets can provide radar returns. The F-22 is also designed to lower radio emissions, infrared signatures and acoustic signals and reduce visibility to the naked eye. The flat-vector throttle nozzle reduces infrared emissions to reduce the threat of infrared ("hot") surface-to-air or air-to-air missiles. Additional measures to reduce infrared marks include special paints and active cooling of leading edges to manage heat buildup from supersonic flight.
Compared to previous stealth designs such as the F-117, the F-22 is less dependent on radar absorbent materials, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires a climate-controlled hangar, the F-22 can undergo repairs on the flight path or in a normal hangar. The F-22 has a Signature Assessment System that provides warnings when radar alerts are lowered and requires repairs. While radar cross-section radar (RCS) F-22 was classified, in 2009 Lockheed Martin released information indicating that from a certain angle the aircraft had RCS 0.0001 mÃ,² or -40 dBsm - equivalent to radar reflections of "steel marble". Effectively maintaining the stealth feature can decrease the F-22's mission capability to 62-70%.
The effectiveness of stealth characteristics is difficult to measure. The RCS value is a limited measure of the frontal or the plane's side of the plane from a static radar perspective. When the aircraft maneuver exposes a completely different set of angles and surface area, potentially improving radar observation. Furthermore, stealth contouring and F-22 radar absorbent materials are highly effective against high-frequency radar, usually found on other aircraft. The effects of Rayleigh and resonance scattering mean that low frequency radar such as weather radar and early warning radar are more likely to detect F-22 due to their physical size. However, such radar is also striking, susceptible to chaos, and has low precision. In addition, while radar contacts that are faint or fleeting make the defenders aware that there is a stealth aircraft, reliable interception to attack the aircraft is much more challenging. According to the USAF, the F-22 shocked Iran's F-4 Phantom II seeking to intercept American UAVs, although Iran claims to have VHF military radar coverage over the Persian Gulf.
Operational history
Setup and testing
The YF-22 was originally given the unofficial name of "Lightning II", after the World War II Lockheed P-38 Lightning fighter, which lasted until the mid-1990s, when the USAF officially named the "Raptor" aircraft. The name "Lightning II" was then given to the F-35. The aircraft was also briefly dubbed "SuperStar" and "Rapier". In September 2002, USAF changed the Raptor title to F/A-22, mimicking the McDonnell Douglas F/A-18 Hornet Navy and intended to highlight the planned ground attack capability amid a debate about the role and relevance of the aircraft. The appointment of the F-22 was restored in December 2005, when the aircraft entered service.
Flight testing of the F-22 began in 1997 with Raptor 4001, the first EMD jet, and eight F-22s will participate in the EMD and flight test programs. The Raptor 4001 was retired from flight testing in 2000 and then shipped to Wright-Patterson Air Force Base for endurance tests, including direct fire testing and training on combat damage. Other EMD F-22s have been used to test improvements and as maintenance coaches. The first production of the F-22 was delivered to Nellis AFB, Nevada, in January 2003.
In May 2006, a report released documented the problem with a future titanium explosion of the F-22, caused by the damaged heat treatment. This makes the boom in the first 80 F-22 less ductile than specified and potentially shorten the part's life. Modifications and inspections are implemented into the boom to restore life expectancy.
In August 2008, an unmodified F-22 from the 411th Fly Test Squadron undertook the first air-to-air filling of aircraft using synthetic jet fuel as part of a broader USAF effort to qualify aircraft to use fuel, 50/50 mixture of JP-8 and Fischer-Tropsch produced, natural gas based fuel. In 2011, the F-22 flew supersonic on a 50% biofuel blend coming from camelina.
Introduction to the service
In December 2005, the USAF announced that the F-22 had achieved Initial Operational Capability (IOC). During the Northern Edge Training in Alaska in June 2006, in a simulation of 12 F-22 combat exercises from FS 94 downed 108 enemies without losses. In the exercise, the Raptor-led Blues collected 241 murders against two losses in air-to-air combat, without losing to the F-22. During Red Flag 07-1 in February 2007, 14 F-22s from FS 94 supported Blue Force attacks and conducted near air strikes. Against the superior number of Red Force Aggressor F-15s and F-16s, 6-8 F-22s maintain air dominance throughout. No sorties are missed due to maintenance or other failure; The single F-22 is lost against a defeated opponent. The F-22 also provides electronic surveillance in the air.
The Raptor achieved Full Operational Capability (FOC) in December 2007, when General John Corley of Air Combat Command (ACC) officially announced the F-22 from the integrated I Fighter Wing active duty and Virginia Air National Guard 192d Fighter Wing fully operational. This was followed by Operational Readiness Inspection (ORI) from the integrated wing in April 2008, where it was rated "excellent" in all categories, with a kill-221-0 ratio simulation.
Implementation
F-22 fighter aircraft have often been deployed to Kadena Air Base in Okinawa, Japan. In February 2007, at the launch of its first overseas plane to Kadena Air Base, six F-22s from the 27th Combat Squadron flew from Hickam AFB, Hawaii, experienced some software-related system failures while crossing the International Dates (longitude 180 level). The plane returned to Hawaii by following a tanker. Within 48 hours, the error was resolved and the journey resumed. In early 2013, the F-22 was involved in US-South Korean military exercises.
In November 2007, the F-22 of the Fighter Squadron 90 at Elmendorf AFB, Alaska, made their first NORAD interception of two Russian Tu-95MS "Bear-H" bombers. Since then, the F-22 also escorted the Tu-160 "Blackjack" bomber.
The first pair of F-22s assigned to the 49th Fighter Wing began operations in Holloman AFB, New Mexico, in June 2008. In 2014, the F-22 Holloman and their support personnel were transferred to the re-enforced Task Force Squadron 95 at Tyndall AFB. Defense Secretary Gates initially refused to deploy the F-22 to the Middle East in 2007; this type made its first deployment in the region at Al Dhafra Air Base in the UAE in 2009.
In April 2012, the F-22 has turned to Al Dhafra, less than 200 miles from Iran; The Iranian Defense Minister called the placement as a security threat. In March 2013, the USAF announced that the F-22 had intercepted Iran's F-4 Phantom II approaching within 16 miles of the MQ-1 Predator flying off Iran's coast.
In June 2014, the F-22s from the 199th Combat Squadron of the Hawaii Air Force National Guard were deployed to Malaysia to participate in the 2014 Cope Taufan exercise conducted by the ASF Pacific Air Force and Royal Malaysian Air Force.
On September 22, 2014, the F-22 conducted the first type of combat during American-led intervention in Syria; The aircraft dropped a guided 1000-pound GPS bomb on an Islamic State target near Tishrin Dam. In January 2015, the F-22 accounted for three percent of the Air Force sorti during Operation Inherent Resolve. General Mike Hostage of ACC said that the aircraft was "flawless" during this deployment. Between September 2014 and July 2015, the F-22 flew 204 attacks on Syria, dropping 270 bombs in 60 locations. On June 23, 2015, a pair of F-22s conducted the first closed air support mission (CAS) aircraft after receiving short notice requests for air strikes within close range with friendly troops. But this strike, the F-22's main role in the operation was gathering intelligence, surveillance and surveillance.
By the end of 2014, the USAF is testing the concept of rapid deployment involving four F-22s and one C-17 for support, first proposed in 2008 by two F-22 pilots. The goal is to have a type that can organize and engage in combat within 24 hours. Four F-22s were deployed to Spangdahlem Air Base in Germany in August and the Lask Airbase in Poland and the Amari Air Base in Estonia in September 2015 to train with NATO allies.
On August 19, 2016, two F-22s intercepted two Syria Su-24 strikes over Hasakah, Syria, following the SyAAF attack on US-backed Kurdish forces inside and around the city. In November 2017, the F-22 operated alongside the B-52 bombing opium production and storage facilities in Taliban-held territory in Afghanistan in the first use of the Raptor in the country.
The F-22 participated in a US strike against pro-government forces in eastern Syria on February 7, 2018.
Care and training
The F-22 aircraft is available for mission 62% of the average time in 2004 and 70% in 2009. This rate reaches 63% by 2015. From the beginning, the F-22 requires more than 30 hours of flight per hour and total maintenance hourly cost of flying $ 44,000; in 2008 was reduced to 18.1, and 10.5 in 2009; lower than the Pentagon needs from 12 hours of hourly flight maintenance. When introduced, the F-22 has a Mean Time Between Maintenance (MTBM) of 1.7 hours, less than 3.0 required; in 2012 it rose to 3.2 hours. In 2013, the airline's hourly charge is $ 68,362, more than triple the F-16. By 2014, the F-22 fleet requires 43 hourly hourly flight maintenance.
Each aircraft requires a maintenance package wrapped up for a full month (PMP) every 300 hours flying. Stealth systems, including radar that absorb metallic skin, account for nearly a third of maintenance. The canopy was redesigned after the original design lasted an average of 331 hours instead of the required 800 hours. The F-22 maintenance depot was conducted at Ogden Air Logistics Complex at Hill AFB, Utah.
In January 2007, the F-22 reportedly maintained a 97% sortie rate, flying 102 out of 105 assigned sorties while collecting a 144-to-zero kill ratio during "Northern Edge" air-to-air exercises in Alaska. According to Lieutenant Colonel Wade Tolliver, squadron commander of the 27th Combat Squadron, the F-22 stealth layer is stronger than that used on previous stealth aircraft, being less sensitive to weather and wear. However, the rain caused "shorts and failures in advanced electrical components" when the F-22 was fitted to Guam.
To reduce operating costs and extend the service life of the F-22, some sort of pilot training was conducted using flight simulators, while the T-38 Talon was used for enemy training. DoD budget cuts cause F-22 demonstration flights to stop in 2013 before resuming in 2014. In 2012, it was reported that F-22 maintenance demands have increased with age fleets, the stealth layer is very demanding.
Operational issues
Operational problems have been experienced and some have led to a fleet base. Critically, pilots have experienced a decline in mental status, including loss of consciousness. There have been reports of pilot examples that were found to have a degree of alertness or memory loss that decreased after the landing. F-22 pilots have experienced respiratory problems and chronic cough; Other symptoms include irritability, emotional lability and neurological changes. A number of possible causes are investigated, including possible exposure of harmful chemicals from respiratory tubes, damage to pressure settings, side effects from oxygen delivery to greater atmospheric concentrations, and oxygen supply disturbances. Other problems include minor mechanical problems and navigation software failures. The fleet was grounded for four months in 2011 before continuing the flight, but reports of oxygen problems remain.
In 2005, the Aeromedis Raptor Working Group, a USAF expert panel, recommended several changes to address the oxygen supply problem. In October 2011, Lockheed Martin was awarded a $ 24M contract to investigate breathing difficulties. In July 2012, the Pentagon concluded that pressure valves on the flying vests worn during high-altitude flight and carbon air filters are likely to be at least some of the hypoxia-like symptoms. Long-haul flights continue, but are limited to lower altitudes until correction has been made. The carbon filters are converted into different models to reduce lung exposure to carbon particulates. The respiratory/anti-g breathing valve (BRAG), used to inflate the pilot vest during high G maneuvers, is found to be defective, inflates the vest at unwanted intervals and limits the pilot's breathing. The on-board oxygen generator system (OBOGS) also unexpectedly reduces oxygen levels during high G maneuvers. By the end of 2012, Lockheed Martin is awarded a contract to install additional automatic oxygen backup systems, in addition to primary and manual backup. The changes recommended by the Aeromedical Raptor Working Group in 2005 received further consideration in 2012; USAF is reportedly considering installing EEG brainwave monitors on pilot helmets for in-flight monitoring.
New backup oxygen generators and filters have been installed in the aircraft. Symptoms of cough have been linked to atelectasis acceleration ("collapse or lung closure resulting in reduced or non-existent gas exchange"), which may be exacerbated by high-performance F-22s. The presence of toxins and particles in some ground crew is considered unrelated. On April 4, 2013, restrictions on long distance and elevation flights were lifted after the F-22 Combined Test Force and the 412th Aerospace Medicine Squadron determined that the breath restriction on the pilot was responsible compared to the problems with oxygen provided.
Variant
- YF-22A - a pre-production technology demonstrator for the ATF demonstration/validation phase; two built.
- F-22A - a one-seat production version, set to F/A-22A in the early 2000s.
- F-22B - a planned two-seat variant, canceled in 1996 to save development costs.
- Variant F-22 Naval - the planned carrier variant of the F-22 with variable sweep wings for the Navy Advanced Tactical Fighter (NATF) program of the US Navy to replace the F-14 tomcat. The program was canceled in 1993. Former Air Force Secretary Donald Rice described the possibility of a naval variant as the determining factor of his choice for YF-22 over YF-23.
Derivatives
FB-22 is the proposed mid-range bomber for USAF. The FB-22 is projected to carry up to 30 Small Diameter Bombs to approximately twice the F-22A range, while maintaining the stealth and supersonic speed of the F-22. However, the FB-22 in its planned form appears to have been canceled with the Quadrennial Defense Review 2006 and further developments, in lieu of larger subsonic bombers with a much larger range.
The X-44 MANTA, or multi-axis, no-tail aircraft , is a planned experimental aircraft based on the F-22 with enhanced thrust vector control and no aerodynamic surface backups. The aircraft must be controlled entirely by thrust vectoring, without displaying rudder, ailerons, or elevators. Funding for the program was discontinued in 2000.
Operator
- United States
- United States Air Force
- The US Air Force is the only F-22 operator. They ordered 8 experiments and 187 operational production aircraft. As of November 2012, it has 184 production aircraft in stock.
Air Combat Command
- 1st Fighter Wing - Langley Air Base, Virginia
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- 27th Combat Squadron - First F-22 fighter squadron. Started conversion in December 2005.
- The Combat Squadron 94
- 53d Wing - Tyndall Air Force Base, Florida
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- 422d Test and Evaluation Squadron (Nellis Air Force Base, Nevada)
- 57th Wing - Nellis AFB, Nevada
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- 433d Squadron Weapon
- 325 Fighter Wing - Tyndall AFB, Florida
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- The Combat Squadron 43d - The first Squadron to operate the F-22 and continue to function as a Formal Training Unit.
- The Combat Squadron 95
Air Force Materiel Command
- 412 Wing Test - Edwards Air Force Base, California
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- Fly Test 411 Skadron
Pacific Air Force
- 3d Wing - Elmendorf Air Force Base, Alaska
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- 90th Combat Skadron
- 525 Fighter Squadron
- 15 Wing - Hickam Air Force Base, Hawaii
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- 19th Combat Skadron - Active Associate Squadron to the 199th Combat Squadron (National Guard of Hawaii Water).
Air National Guard
- 192d Fighter Wing (Associate) - Langley AFB, Virginia
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- 149th Combat Skadron
- Wing 154 - Hickam Air Force Base, Hawaii
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- 199th Combat Skadron
- 325th Fighter Wing Associate Unit (also known as Florida Air National Guard Headquarters Detachment 1) - Tyndall AFB, Florida
-
- Link unit ANG to 325 Fighter Wing (Air Combat Command)
Air Force Reserve Command
- Combat Group 44 (Partner) - Tyndall AFB, Florida
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- 301 Combatron Squadron
- The Combat Group 477 (Associate) - Elmendorf AFB, Alaska
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- 302d Combatron Squadron
Accident
In April 1992, the second YF-22 crashed on landing at Edwards AFB. The pilot test, Tom Morgenfeld, escaped unhurt. The cause of the accident was found as a flight control software error that failed to prevent pilot-induced oscillations.
The first F-22 accident took place on take off at Nellis AFB on December 20, 2004, in which the pilot ejected safely before the impact. The investigation revealed that brief disruptions in power during engine shutdown before flight caused damage to the flight control system; consequently the design of the aircraft is corrected to avoid problems. After a brief landing, the F-22 operation resumed after the review.
On March 25, 2009, an EMD (Engineering, Manufacturing and Development) F-22 crashed 35 miles (56 km) northeast of Edwards AFB during a test flight, resulting in the death of Lockheed Martin test pilot David P. Cooley. Air Force Command Investigation found that Cooley momentarily lost consciousness during the high maneuver G, then flew out when he found himself too low to recover. Cooley was killed when ejection due to blunt trauma due to wind gusts due to aircraft speed. Investigations do not find design problems.
On November 16, 2010, an F-22 from Elmendorf Air Force Base crashed, killing the pilot, Captain Jeffrey Haney. The F-22 is restricted to flying under 25,000 feet, then landing during investigation. The accident was caused by damage to the air system after engine overheat conditions were detected, shutting down the Environmental Control System (ECS) and OBOGS. The accident review board decides that Haney is to blame, because he does not react properly and does not use emergency oxygen systems. Haney's widow sued Lockheed Martin, claiming equipment defects. He then reached a settlement. Design defects with oxygen systems are described in the 2000 document. After the decision, the engagement grip of the emergency oxygen system was redesigned; the system must be connected automatically if the OBOGS is shut down due to engine failure. On February 11, 2013, the Inspector General of the Department of Defense released a report stating that the USAF had wrongly blamed Haney, and the facts were not enough to support the conclusion; The USAF states that it stands by the verdict.
During the training mission, the F-22 crashed east of Tyndall AFB, on Nov. 15, 2012. The pilot came out safely and no injuries were reported on the pitch. The investigation determined that the "scuffed" electrical wires burned the liquid in the hydraulic tract, causing a fire that damaged flight control.
Plane on display
EMD F-22A 91-4003 is on display at the National Museum of the United States Air Force.
Specifications (F-22A)
USAF, the website of the F-22 Raptor Team, manufacturer data, Flight Week <.degree.General characteristics
- Crew: 1
- Length: 62 ft 1 in (18.92 m)
- Wide width: 44 ft 6 inch (13.56 m)
- Height: 16 ft 8 in (5.08 m)
- Wings area: 840 ftÃ,² (78.04 mÃ,²)
- Airfoil: NACA 64A? 05.92 roots, NACA 64A? 04.29 tip
- Empty weight: 43,340 lb (19,700 kg)
- Loaded weight: 64,840 lb (29,410 kg)
- Max. Take off weight: 83,500 lb (38,000 kg)
- Fuel capacity: 18,000 pounds (8,200 kg) internally, or £ 26,000 (12,000 kg) with two external fuel tanks
- Powerplant: 2 Ã ¢ â € "Pratt & amp; Whitney F119-PW-100 turbofans with thrust vectoring in pitch-axis
- Dry push: 26,000 lb (116 kN) each
- Push with the afterburner: & gt; 35,000 lb (& gt; 156 kN) each
Performance
- Maximum speed:
- At height: Mach 2.25 (1,500 mph, 2,410 km/h) [approximate ]
- Supercruise: Mach 1.82 (1.220 mph, 1,960 km/h)
- Range: & gt; 1,600 nmi (1,840 mi, 2,960 km) with 2 external fuel tanks
- Combat radius: 460 nmi (with 100 nmi in supercruise) net (529 mi, 852 km)
- Ferry reach: 1,740 nmi (2,000 mi, 3,220 km)
- Service ceiling: & gt; 65,000 ft (20,000 m)
- Wings loading: 77.2 lb/ftÃ,² (377 kg/mÃ,²)
- Push/weight: 1.08
- Maximum design g -load: 9.0/-3.0 g
Armament
- Weapon: 1ÃÆ'â € "20 mm (0.787 in) M61A2 Vulcan 6-barrel rotatable cannon on the right wing root, 480 rounds
- Air-to-air missions taking:
- 6ÃÆ'â € "AIM-120 AMRAAM
- 2ÃÆ'â € "AIM-9 Sidewinder
- Loading mission from air to land:
- 2ÃÆ'â € "1.000Ã, lb (450Ã, kg) JDAM or
Avionics
AN/APG-77 radar or AN/APG-77v1: 125-150 miles (201-241 km) against target 1 m 2 (11 sq ft) (estimated range) for AN/APG-77 and 400 km or more against 1 m 2 (11 sq ft) target (estimated range) for AN/APG-77v1 with GaAs module, while using narrower beam
Important appearances in media
See also
Related development
- Lockheed YF-22
- Lockheed Martin FB-22
- Lockheed Martin X-44 MANTA
Airplane with equivalent role, configuration, and era
- Lockheed Martin F-35 Lightning II
- Chengdu J-20
- Sukhoi Su-57
Related list
- List of fighter planes
- List of Lockheed planes
- List of active US military aircraft
- List of megaprojects, Aerospace
References
Note
Quote
Bibliography
External links
- Official website
- F-22 pages on GlobalSecurity.org
- The F-22 Demo at the 2007 Capital Airshow in Sacramento - with narration by pilot F-22 Paul "Max" Moga
-
Lara Seligman; Aaron Smith (May 23, 2017). "Inside The Cockpit: Fly F-22 Against an Islamic State in Syria". Week Flight & amp; Space Technology .
Source of the article : Wikipedia
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