Lockheed Martin F-22

Lockheed Martin F-22 Raptor
An F-22 of the 27th Fighter Wing
Type:	Air superiority fighter
Design country:	United States
Manufacturer:	Lockheed Martin Aeronautics Boeing Defense, Space and Security
First flight:	YF-22: September 29, 1990 F-22A: September 7, 1997
Commissioning:	December 15, 2005
Production time:	2002 to 2011
Number of pieces:	195 (+2 YF-22)

The Lockheed Martin F-22 Raptor ( English for bird of prey ) is an air superiority fighter from the US aircraft manufacturers Lockheed Martin and Boeing , which is used exclusively by the US Air Force as the successor to the F-15A-D Eagle . Special features are its stealth characteristics , the state of the art avionics and ability without afterburner supersonic fast to fly ( Super Cruise ). With average system cost of about 189 million US dollars , the F-22 was in 2008 as the most expensive fighter aircraft in the world.

The YF-22 prototypes were initially given the (unofficial) nickname Lightning II by Lockheed , in memory of the Lockheed P-38 Lightning from World War II . For a short time, the F-22 was also referred to as the Super Star , as many Lockheed fighter planes were nicknamed the Star before the Air Force finally chose the name Rapier . This nickname was retained until the aircraft was ready for series production. It was only when it was taken into active service that the F-22 received its final nickname Raptor .

According to the manufacturer Lockheed Martin, the F-22 is currently the world's best fighter aircraft with its combination of stealth properties, speed, maneuverability, precision, situational awareness as well as the capabilities in air-to-air and air-to-ground combat. According to the US Air Force , in 2009 the F-22 was superior to any known or planned fighter aircraft.

History and Development

The "Advanced Tactical Fighter" program

Overview of the drafts submitted as part of the ATF program

The history of the F-22 began in 1976 when the US Air Force was considering whether it could use the stealth technique on the next air superiority fighter. The first studies began as early as 1969 and were called Advanced Tactical Fighter (Eng .: "advanced tactical fighter"). In 1975 the Air Force drew up a rough plan that included prototype testing in the period from 1977 to 1981. However, as doubts arose about the stealth technology, the first major research project on this technology was delayed until 1976, when Lockheed began the Have Blue program, from which the F-117 Nighthawk emerged . In 1981, the Air Force asked aircraft manufacturers to submit their proposals. The planned fighter aircraft should be able to fight ground and air targets without being threatened by anti-aircraft missiles, even in the Soviet hinterland. This goal required supercruise and stealth capabilities. In addition, highly integrated avionics were required to relieve the pilot and thus increase his efficiency in combat.

As early as 1983 the Air Force was busy developing the engines . This started three years before the airframe was designed, as the Air Force had already had negative experiences in this area with the P&W F100 engine for the F-15 . General Electric and Pratt & Whitney received an order worth $ 200 million in October of the same year to design a suitable engine. Pratt & Whitney developed the XF119 based on the PW5000, while General Electric further developed the GE37 XF120, which was equipped with a variable bypass ratio ( English Variable Cycle Engine ).

In October 1985, the Air Force asked manufacturers to submit offers by December for a fighter aircraft that could replace both the F-15 Eagle and the F-16 Fighting Falcon in the mid-1990s . However, in July 1986 the Air Force decided to make a fundamental change in plan. The decision about the winner of the competition was no longer to be made on the basis of soil tests, but on the basis of flight demonstrations that were to take place at the end of 1991. Six months later, in April 1987, a development contract was awarded to two industrial consortia , one of which was led by Lockheed and the other by Northrop . The volume was $ 691 million and the contract was limited to fifty months. The first flights with the prototypes should take place in October 1989. Lockheed worked with General Dynamics and Boeing to build them, while Northrop worked with McDonnell-Douglas. The prototypes were named YF-22 Lightning II (Lockheed) and YF-23 Black Widow II (Northrop), with each team having to build two identical machines.

The prototypes YF-22 and YF-23

→ Main article : Northrop YF-23

YF-22 on the ground

A side view of the competitor model YF-23

The YF-23 from above

Both consortia immediately began studies on possible technical risks of the project and how to avoid them, based on the Air Force specifications . The two engine designers received an order worth 342 million US dollars in early 1988 to develop an airworthy engine. The ground tests at Pratt & Whitney had already started at the end of 1986, at General Electric in mid-1987. The Lockheed YF-22 was to be powered by the P&W YF119, the YF-23 by the YF120. In the meantime, Westinghouse was awarded the contract to build the on- board radar and thus prevailed against its competitor Hughes Aircraft .

Despite the same requirements, Lockheed and Northrop presented two very different designs. The Lockheed YF-22 could still be described as "conventional". The appearance was somewhat reminiscent of the F-15 and was characterized by the diamond-shaped cross - section of the front fuselage and the wings as well as an outwardly inclined vertical tail . Northrop's YF-23 was 2.10 meters longer and looked considerably more futuristic . The V-tail was strongly inclined outwards (50 °), which gave the aircraft a very low silhouette when viewed from the side . The placement of the engines also stood out clearly. While this could only be recognized by a slight curvature in the rear of the aircraft on the YF-22, two extremely clear curvatures emerged on the YF-23. There were also significant differences in the air inlets and thrust nozzles . The air inlets on the YF-22 were placed on the side, while on the YF-23 they were under the wings. The nozzles of the YF-22 were rectangular and thus enabled the thrust vector control for significantly improved maneuverability, while the construction of the YF-23 placed more emphasis on the infrared radiation shielding, which is why the outlet opening was moved far forward. This allowed the engine exhaust gases to cool down better and prevent direct observation of the hot nozzles from below.

At the beginning of the demonstration phase, Northrop's team was usually in front. The YF-23 took off on August 27, 1990 on its first twenty-minute maiden flight . It was flown by Northrop's chief test pilot Paul Metz. One month later, on September 29, the YF-22 made its maiden flight with Lockheed's chief pilot Dave Furguson at the controls. Both machines were powered by the GE YF120. The second YF-22 took off on October 30th and flew for the first time with the P&W YF119. The first flight of the second YF-23 took place four days earlier, namely on October 26th. Just a few weeks later, both teams were able to demonstrate their machines' supercruise capabilities. On November 14th, the YF-23 reached Mach 1.43 without an afterburner , while the YF-22 could fly at Mach 1.58 at the same time. With regard to flight characteristics, Lockheed placed great emphasis on maneuverability. In the following months, for example, spectacular maneuvers were demonstrated that no other aircraft of the time could fly (for example, 360 ° rolling at an angle of attack of 60 °). This was mainly due to the asymmetrically controlled 2D thrust vector nozzles. Meanwhile, the YF-23 demonstrated a top speed of Mach 1.8 (with afterburner) and an angle of attack of up to 25 °. Both machines were exposed to loads of up to 7 g during the test . Although both machines flew without on-board weapons or radar, Lockheed demonstrated the functionality of the launch systems for the AIM-9 and AIM-120 guided weapons, although this was not required by the Air Force. However, this still required concepts for design and manufacturing development during the testing phase, which were then submitted by the two teams on January 2, 1991.

On April 23, 1991, the Air Force finally announced the winner of the tender: the YF-22 "Lightning II" from Team Lockheed. The main factor behind this decision was the more advanced development and better maneuverability of the YF-22. Only she could fly extremely steep angles of attack, had a well-developed cockpit and had demonstrated missile launches. Pratt & Whitney won the engine competition with the YF119.

phase of development

Two F-22A in formation flight

After Lockheed won the tender, exactly seven months later, the company received the order to build eleven prototypes, a static test stand and a cell for load tests. The order was valued at $ 10.91 billion, with the airframes accounting for 9.55 billion and the engines for 1.36 billion. A total of $ 36.7 billion has been estimated to raise 800 F-22s. When the airframe and the engine had overcome various conceptual hurdles, production of the first pre-series models could begin in February 1995.

The first two production models of the F-22 (numbers 4001 and 4002)

A variety of minor changes were made to the airframe during the development phase, but not significantly altering the gross appearance of the machine. The cockpit has been moved forward and the air inlets to the rear to improve all-round visibility. Furthermore, the wing sweep was reduced and the wingspan increased. The vertical stabilizers were also made smaller and the horizontal stabilizers redesigned. A total of over 20 changes to the airframe have become known.

The first F-22 with the internal number 4001 was presented to the public on April 9, 1997. The first flight was scheduled for May, but technical problems delayed the flight until September 7th. The second machine (number 4002) flew for the first time on June 29, 1998 and later demonstrated angles of attack over 60 °, opening the weapon bays at Mach 2 and the launch of AIM-9 and AIM-120 guided missiles. As problems with the fly-by-wire flight control occurred occasionally on the previous aircraft, the 4002 was equipped with a spin screen at the rear. On March 6, 2000 then started the 4003, which was shortly thereafter transferred to Edwards AFB . Since weaknesses in the wing flaps occurred during the structural tests with loads of up to 9 g , these were replaced on the 4003. The internal structure of this machine is identical to the later series version. The 4004 was completed in January and made its maiden flight on November 15th. In this model, the complete avionics system was installed for the first time, which at this point already proved to be very efficient. The prototype with the number 4005 first flew on January 5, 2001. It received the Block 3.0 software , which contained most of the new and experimental functions. A total of four more prototypes were built. The machine with the number 4010 was the first production machine and took off on October 1, 2002 on its maiden flight. Up to the first delivery to the Air Force on October 10, 2003, nine more machines had been produced.

In the meantime, the F-22 was also referred to as the "F / A-22". This designation was introduced in September 2002 and should reflect the suitability of the machine for ground targeting, as the prefix “A” stands for “Attack”. This naming scheme was used on the F / A-18 Hornet . On December 13, 2005, however, this change was reversed and the machine was again given the designation "F-22".

Introduction and procurement

The first operational F-22 (No. 4018) on its transfer flight to Tyndall AFB

An F-22 during a test flight over California in April 2005

On October 10, 2003, the first F-22 was delivered and transferred to Tyndall AFB. It bears the production number 4018. At this point in time, the F-22 aircraft had already completed over 4,000 flight hours. The Air Force continued testing and continued arming integration. During this phase there was a crash on December 20, 2004 at Nellis AFB during the take-off phase, but the pilot was able to save himself with the ejection seat (see incidents ). On December 15, 2005, the F-22 was officially put into service ( Initial Operating Capability ), until it was finally found to be “fully operational” on December 12, 2007 (Full Operational Capability). Nevertheless, in 2008 the operational readiness of the F-22 fleet as a result of various improvements and retrofits was only 62%, which Christopher Bolkcom, an expert from the “Congressional Research Service”, described as “unsatisfactory”.

According to a DERA study, the F-22 is currently the most powerful fighter in the world, but the high unit cost of the F-22 of around 190 million US dollars has been criticized. Initially, the US budget provided around a third of this price, and in the 1999 budget year it was $ 110 million. The number of items that could be procured through the budget fell accordingly. The Air Force originally planned to put up to 800 F-22s into service. However, after the collapse of the Soviet Union, there was no longer any need for such a large fleet. When the first pre-series prototype took off in 1997, the Pentagon was still planning to procure 442 machines. However, due to the ever increasing costs, this number has been steadily revised downwards over the years. In 1998, it was expected that 438 machines would be purchased by 2013. When series production of the F-22 began in 2002, the Air Force announced a need for 381 machines, with the US Congress initially allowing the purchase of 276 machines. The then US Secretary of Defense Donald Rumsfeld cut the financial resources to 178 machines. The purchase of 183 machines was approved by mid-2008, but in November this number was increased by four more, valued at 50 million US dollars, to keep the production lines in operation until the new administration under Barack Obama made its own decision about the continuation of production.

On April 6, 2009, US Secretary of Defense Robert Gates announced that it would make extensive savings within the armed forces. Therefore, despite a demand by the Air Force for at least 40 to 60 more machines, he wanted to stop production of the 187 F-22s that had been ordered so far and invest the funds released in the F-35 Lightning II . The announcement sparked massive controversy in both the US Congress and military leadership.

In addition to various economic interests, the proponents of the F-22 argue that the US Air Force must continue to have the capabilities to establish air superiority in conventional conflicts, and that the Raptor is a central element in the “global strike” concept . So said General Norton Schwartz , Chief of Staff of the US Air Force that is the expiry of the production, the F-22 fleet too small to ensure this. He pointed out that by 2011 around 250 combat aircraft, primarily of the F-15 type, would have to be retired early due to increased material wear. Proponents justify the high procurement costs with the fact that, due to the higher performance of the F-22, relatively more older models can be dispensed with, which automatically results in savings in operating and personnel costs.

The critics argue that the F-22 is oversized for the requirements of asymmetrical warfare and that the low internal weapon load prevents it from being used as a multi-purpose combat aircraft (see armament ). In addition, the F-22 is a fighter without any real enemy , since no machine will have a similar level of performance in the foreseeable future. That is why the cost-benefit question is becoming more and more urgent in view of the tight budget . US Secretary of Defense Robert Gates commented on the F-22 in spring 2008:

"The reality is we are fighting two wars, in Iraq and Afghanistan, and the F-22 has not performed a single mission in either theater."

"The reality is that we are fighting in two wars, Iraq and Afghanistan, and the F-22 has not yet completed a mission in any of the locations."

However, this is only a specific problem of the F-22 to a limited extent, since air superiority fighters are generally unsuitable for asymmetrical conflicts in which there is no enemy air force.

Against the will of the Obama administration and despite the announcement of the president's veto, the House Armed Services Committee (HASC) enforced the procurement of twelve additional F-22s for the 2010 financial year on June 17, 2009. However, the US Senate voted on July 21, 2009 with 58:40 votes against the procurement of seven of the additional twelve machines, which initially meant five orders beyond Defense Secretary Gates' plan. These were later taken from the budget by the House of Representatives . Ultimately, on October 28, 2009, Barack Obama signed the defense budget for 2010, which renounced the purchase of further F-22 machines. Since the F-22 has not been approved for export by the US Senate , despite the interest of Israel , Japan and Australia , production of 187 series machines was discontinued on December 13, 2011.

Active service

F-22 escorting a Russian Tupolev Tu-95

IS command center in Syria destroyed by F-22s

Air refueling of an F-22 during the attacks against IS in Syria on September 26, 2014

Calls

Although the US Air Force had officially put the F-22 into service on December 15, 2005, it did not perform any missions in Iraq or Afghanistan due to the lack of enemy air forces. The first foreign deployment took place on February 16, 2007, when twelve raptors of the 27th Fighter Squadron / 1st Fighter Wing were transferred from Langley AFB to Okinawa in Japan to Kadena Air Base , accompanied by 250 people from the ground crew. Until then it was the longest overflight of the F-22A of almost 12,400 km in one go. In the three months on Okinawa, the pilots of the twelve machines completed over 600 flights, after which the 1st Fighter Wing returned to their home base on May 11, 2007. The next deployment took place on November 22, 2007 as part of a NORAD mission , with two Russian long-range Tupolev Tu-95 MS bombers being intercepted and escorted by two F-22A Raptors of the 90th Fighter Squadron / 3rd Fighter Wing from Elmendorf AFB . The incident is in the context of similar events that were repeated several times in 2007 (including over the North Sea , off Norway , Iceland and Japan ) after diplomatic resentment due to the US missile defense shield . Actually, at that time, F-15 fighter planes were still intended for such interception missions. However, due to material fatigue, these were banned from starting, which is why the F-22 had to take over the tasks early.

The first F-22A overflight took place on July 8, 2008. It was part of the "Raptor Demonstration Team" and was flown by Major Paul Moga to Great Britain, where the machine was presented to the public on July 11, 2008 during the Royal International Air Tattoo. Three days later, the aircraft was presented to the public again at the Farnborough International Airshow .

On November 15, 2009, six 1st Fighter Wing aircraft flew from Langley AFB to Al Dhafra Air Base in the United Arab Emirates , accompanied by 150 ground crew members. This was the first mission in the Persian Gulf area , the goal was the " Iron Falcon " exercise . On March 12, 2013, during the third exercise of this type, two American F-22A's of the 302nd Fighter Squadron / 477th Fighter Group from Elmendorf AFB and two Iranian McDonnell Douglas F-4 Phantom IIs that had tried to take the drone met MQ-1B Predator to approximate. A detailed course of this encounter is not published.

At the end of March 2013, several F-22s were dispatched to South Korea as part of the annual “ Foal Eagle ” maneuver . In the days before, the US Air Force simulated several attacks with B-52 and B-2 bombers with which the US responded to several alleged provocations by the government of North Korea . Tensions on the Korean peninsula had increased in spring 2013 after North Korea carried out a third nuclear test on February 13 .

On the night of September 22nd to 23rd, 2014, the F-22 completed its first combat mission when the US Air Force attacked IS positions in Syria as part of Operation Inherent Resolve . Several Raptors dropped GPS-controlled GBU-32 JDAMs . The six raptors of the 1st Fighter Wing from Langley AFB took part in the first combat mission over Syria, in which selected targets were hit with JDAM bombs. However, air-to-ground attacks do not belong to the primary range of tasks of the F-22 over Syria, but rather escorts and ISR missions , which are to be continued for an indefinite period of time.

Maneuver participation

The F-22 has already participated in several military maneuvers and exercises. In July 2006, twelve F-22 Raptors of the 94th Fighter Squadron took part in exercise Northern Edge over Alaska. In the two-week exercise, the F-22s prevailed against 40 enemy machines in simulated battles out of sight of the pilots ( BVR aerial battles ) and achieved 108 kills with no losses of their own. The US Air Force did not specify what type the simulated enemy machines were. The second major maneuver in which the F-22 was involved was the "Red Flag" exercise from February 3 to 16, 2007. The 14 F-22 Raptors were part of the Blue Forces and were primarily used in dogfight against F -15 Eagles and F-16 Fighting Falcons used, which in turn were part of the Red Forces aggressor squadrons. The machines gained 241 kills while losing themselves, eight during the day and six at night. The F-22 was also used for the electronic reconnaissance of the "Blue Forces", whereby the US Air Force did not publish any results.

Another aerial combat exercise took place in Al Dhafra (UAE) in November 2009, this time against French Rafales and Typhoons of the RAF . A handful of raptors from the 1st Fighter Wing were relocated around half the globe. The simulated dogfight gained notoriety because the USAF subsequently claimed that the raptors had remained undefeated. The French Ministry of Defense then published images from the OSF in 2011 , which proved that in six 1 vs 1 dogfights the F-22 was only "shot down" against the Rafale, the remaining five dogfights ended in a draw.

During the Distant Frontier exercise in summer 2012, the F-22 Raptors of the 477th Fighter Group trained for the first time with or against eight Eurofighters from the 74th Fighter Wing . With four Typhoons each starting in the morning and four in the afternoon, there were two-on-two, four-on-two, four-on-four, four-plus-four-on-X and one-on-one - Air combat against the F-22 Raptor practiced. Both planes flew “clean”, i.e. armed only with the on-board cannon. The missions were flown from a defensive, offensive and neutral position. In the simulated dogfights against the Typhoons, the lack of JHMCS helmets and IRST ("Infrared Search & Track") skills, as well as the resulting inadequate "off-boresight" skills (the acquisition of targets off the flight axis) were found as a disadvantage, a fact that had previously been criticized by the pilots. The JHMCS helmets were canceled at short notice (see text ), the IRST and "off-boresight" capabilities are only to be upgraded with future increases in combat value in connection with the AIM-9X Sidewinder (see text ). In the subsequent “Red Flag” exercise , Typhoons and F-22s were part of the Blue Force, which also consisted of Japanese F-15MJ and Polish and American F-16s. The aggressor squadrons were led by F-16CM, which simulated Su-27 , Su-30G and J-10 . In the complex exercise, which included offensive and defensive missions, combat against S-75 , S-125 Neva , 2K12 Kub , 9K33 Osa , S-300P , 9K37 Buk , 9K330 Tor and the rescue of a "shot down" Polish pilot, the Blue Force has a 38: 1 shot ratio.

Problems with oxygen supply

On May 3, 2011, the entire F-22 fleet was banned from take-off after problems with the pilot's oxygen supply system had been reported. For the same reason, the maximum altitude was limited to 25,000 feet (7,620 meters) in January 2011. The start ban was lifted at the end of September 2011, although the cause of the malfunction had not yet been clarified at that time. The pilots were specially trained to recognize an oxygen deficiency at an early stage. In the period that followed, there were repeated short-term partial shutdowns of the F-22 fleet after several pilots had reported symptoms such as dizziness and wrong decisions, as well as altitude and range restrictions. In July 2012, the cause of the problems with the oxygen supply system was identified: Under certain conditions (under high g-loads), insufficient oxygen was supplied through a certain valve between the cockpit and the anti-g-suit . Until the defect has been rectified, some of the flight restrictions (maximum altitude of 44,000 feet and no further than 30 minutes from the nearest airport) remain in place. The Air Force had long suspected contamination by a foreign substance.

Repair

The overhauls and major repairs of the F-22 Raptor are currently being carried out at two locations: In Palmdale , California at the manufacturer Lockheed itself and in the USAF's Ogden Air Logistics Complex at Hill Air Force Base in Ogden, Utah. In May 2013, the US Air Force decided to only carry out major maintenance work in Utah from around 2015.

costs

An F-22 is refueled from a KC-10 Extender

U.S. Air Force Expected Procurements and Costs for the F-22A Program (early February 2008)

position	unit	Before FY 2007	FY 2007	FY 2008	FY 2009	FY 2010	FY 2011	total
Procurements 1	Pc.	115	20th	20th	20th	0	0	175
Base cost	Million US $	19,267.050	2,719.503	3,131,378	3,054.197	42,306	42.006	28,256.440
Advance payments	Million US $	3,758,945	695,541	423.783	0	0	0	4,878,269
Weapon system costs	Million US $	23,025,995	3,415,044	3,555,161	3054.197	42,306	42.006	33,134,709
1st installment of spare parts	Million US $	22.884	0	0	0	0	0	22.884
Unit costs ("Flyaway")	US $ million / pc.	161,592	136.826	137.467	146.388	0	0	154.267
Unit costs (complete weapon system)	US $ million / pc.	200.226	170.752	177.758	152.71	0	0	189,341

¹ Does not contain any small or pre-series machines

extra cost

An F-22 Raptor is given a "bird bath" near the end of the runway on Tyndall AFB to avoid corrosion from the salty sea air

In 2006 it became known for the first time that the F-22 was suffering from increased signs of corrosion and structural weaknesses, which however never directly endangered flight operations. The cause is a manufacturing fault at the Lockheed Martin plant and the delivery of inferior parts from Boeing supplier Alcoa . The first 80 series machines that had to be modified later are primarily affected. The total costs of the corresponding measures, together with various software upgrades, amount to 8.3 billion US dollars.

In May 2012, the Government Accountability Office (GAO) published a study of the cost of the F-22 modernization program, which more than doubled from $ 5.4 billion to $ 11.7 billion.

successor

The last F-22 built ran on December 13, 2011 with the Tail-No. 4195 at the manufacturer Lockheed-Martin in Marietta , Georgia . On May 2, 2012, she was flown to the Air Force Base in Elmendorf, Alaska, where she was handed over to the 525th Fighter Squadron. On November 3, 2010, the USAF published a tender to search for technologies for a Next Generation Tactical Aircraft (Next Gen TACAIR) , for which the IOC is targeted by 2030. At the same time, a restart of production has been discussed since the beginning of 2016. Both the tools for manufacturing the machine and videos showing the production process have been stored.

technology

construction

The airframe of the F-22 is designed to combine stealth properties with high maneuverability. Due to various advances in stealth technology, these two criteria are no longer mutually exclusive, as was the case with the F-117 Nighthawk . This progress has already been demonstrated on the basis of the B-2 Spirit , which, despite its equally good stealth properties, has an aerodynamically very favorable shape. The vertical 2D thrust vector control of the F-22 essentially contributes to the high maneuverability of the machine (for details see engines ) and enables angles of attack of over 70 °. The internally housed weapon loads are also advantageous from an aerodynamic point of view (for details see armament ).

In order to obtain a light, but nevertheless resilient, airframe, it was primarily made of titanium (40%), which is mainly used in the basic structure and in the engine area. The surface consists primarily of thermoset materials (24% of the total mass), while aluminum is mainly used in the cockpit area (15% of the total mass). The remaining 25% is made up of steel (6%), which is mainly used in the chassis , as well as some materials that are not described in detail. The thermoset materials can be reinforced with various fibers such as: carbon fiber , boron , aramid fiber, and glass fiber .

To increase safety, a multi-part fire extinguishing system based on Halon is available, which can detect fire using infrared and ultraviolet sensors. The following areas and components are protected by the system: both engine bays, the APU , all weapon and landing gear bays, the ammunition feed system for the on-board cannon, the oxygen generator , the heat exchangers for the fuel and the life support system . All fuel tanks also have a system that uses nitrogen to render flammable gases harmless, which almost eliminates the risk of explosion if hit by projectiles or fragments from guided missile warheads.

Selected stealth construction features

More stealth construction features

Stealth technology

→ Main article : Stealth technology

Various measures have been taken to reduce the radar cross-section (RCS). The aircraft surface does not have a single corner reflector , which would generate an extremely high radar cross-section even if it were small. The unavoidable flat surfaces (e.g. the rudder unit) often have the same angles. With exactly frontal (= orthogonal) illumination, a flat surface also produces a high RCS value that can hardly be avoided. The aim was therefore to provide as many surfaces as possible with the same angles so that the radar cross section only increases in a single, extremely small angular range. The same applies to the wing edges, which also follow this principle. Tubular surfaces were also avoided, as these also have a negative effect on the stealth properties. This can be clearly seen from the nose of the machine, which, unlike most aircraft, is not exactly round. Instead of these tubular surfaces, curvatures were used that continuously change their degree of curvature and thus better scatter the radar reflections . The surface also has no unnecessary gaps, as is the case with most conventional aircraft due to their simpler production, since these likewise generate clear radar echoes when radar irradiated. The unavoidable flaps, for example for the landing gear or the weapon bays, have been provided with "sawtooth patterns" on the edges, as they better dissipate the radar energy. In conventional machines that produce fan - blades of the engines often one of the largest radar echoes. Therefore, the engines of the F-22 are located deep inside the aircraft, where they are completely protected from radar radiation. There are no moving parts in the air inlets that could increase the RCS, but the air flow cannot be regulated during flight, which limits the maximum speed of the machine despite the correspondingly powerful engines. The cockpit canopy does not need a bezel and its structure also lowers the radar cross-section (for details see cockpit ). The external armament of a fighter aircraft also generates a very large radar echo, which is why these are housed internally in the F-22. Furthermore, all necessary antennas are preferably integrated in the wing edges or very flat in the surface in order to avoid unnecessary reflections from an uneven surface with protruding elements. The exact RCS of the machine was not officially announced, but the trade magazine Aviation Week assumes a value of around 0.0002 m².

Play media file

Flight demonstration of the F-22 Raptor

Little is known about the radar absorbing materials (RAM) used in the machine . However, these were mainly applied where the remaining reflections were highest, for example at the wing edges and the air inlets. The materials have to be serviced regularly as they are designed more for high absorption capacities and large bandwidths than for durability. In addition, the coatings must be able to withstand the high temperature loads that are caused at supersonic speeds. High temperatures have traditionally been a major problem for radar-absorbing materials, which is why early stealth aircraft always operated in the subsonic range, for example the B-2 or the F-117.

Constructive measures reduce the emission of thermal radiation . The rectangular engine outlets are visible from the outside. This shape leads to a faster mixing of the exhaust gas jet with the ambient air. In addition, a special coating was applied that shifts the emitted emissions into a frequency range that is hardly used by sensors currently in use. A camouflage paint is supposed to make detection by human observers more difficult.

Armament

An F-22 fires an AIM-9M

Since the F-22, unlike most new aircraft models, is not designed as a multi-role combat aircraft, it has only a limited number of compatible weapons. The air-to-air armament consists of the AIM-9 Sidewinder and the AIM-120 AMRAAM ; precision-guided bombs of the type GBU-32 JDAM and GBU-39 SDB are available for combating ground targets . Air-to-surface missiles , cluster bombs or cruise missiles cannot be carried, which considerably limits the F-22's capabilities as a fighter-bomber . However, the flight characteristics of the machine offer considerable advantages for the use of weapons, since its high altitude (up to about 19,800 m) combined with its consistently high cruising speed (Mach 1.5) gives both the guided missiles fired and the bombs dropped additional kinetic energy .

The weapons themselves are mainly housed in the four internal weapon bays of the F-22 in order not to impair the steal properties of the machine. However, this offers further advantages compared to the common external weapon stations. So adding the armament does not impair the aerodynamics of the machine, so that it can maintain its maneuverability, speed and range. This is not the case with conventional machines such as the F-15 or the Su-27 , as external weapon loads are usually not adapted to the aerodynamics of the carrier platform (exception: conformal fuel tanks ), which results in their flight performance in the areas mentioned above sometimes significantly worsened.

Four GBU-39s and an AIM-120 in one of the two central weapon bays of an F-22

Due to the limited space available, only a limited number of weapons can be carried internally. The two side weapon bays can only hold one AIM-9 each. The two middle bays are more flexible and can each accommodate four SDBs or one JDAM, whereby an AIM-120 AMRAAM can be installed at the same time in both cases. Instead of the bombs, two further AMRAAMs can be installed. The air-to-air guided missiles are pushed out of the shafts with high force by powerful hydraulic starters (up to 40 g ), which reduced the opening time of the flaps to a few seconds. This is important because open weapon shafts significantly increase the radar cross-section of the machine. The start system is designed to ensure a safe start of the AIM-9 even under difficult conditions (for example at a roll rate of 60 ° / s). Initially, the AIM-120C and AIM-9M guided missiles are used in the F-22. With the conversion of the F-22 fleet to Block 35 , the latest variants ( AIM-120D and AIM-9X ) are to be integrated by 2012. The AIM-120D offers a significantly higher range and improved navigation systems, while the AIM-9X has higher interference immunity and increased maneuverability. In addition, this guided weapon in the Block II version can also be started without prior detection by the seeker head, as it can be assigned a target via a data link after leaving the weapon bay. At close range, the radar seeker automatically locks onto the target. This ability is abbreviated to LOAL (“Lock On After Launch”: switch on after the start). With the AIM-9X, it is also possible to attack ground and sea targets to a limited extent, provided that they have an infrared signature.

There are also four other external weapon stations. Two air-to-air missiles or a 2,771 liter drop tank can be attached to each. However, the use of external loads increases the radar cross section of the F-22 and deteriorates the aerodynamics. All external and internal weapon stations are connected to the avionics of the F-22 via MIL-STD-1760 data lines (a further development of the MIL-STD-1553 bus).

A 20 mm Gatling cannon of the type M61A2 , which has 480 rounds of ammunition, serves as an on-board weapon . The muzzle of the weapon is closed by a small flap during the cruise flight so as not to enlarge the radar cross-section of the machine.

Engines

An F119-100 during an afterburner test

A YF119 (prototype) in the "National Museum of the US Air Force"

→ Main article : Pratt & Whitney F119

The F-22 is powered by two Pratt & Whitney F119-100 turbofan engines, each using the afterburner to develop a thrust of 156 kN. Thanks to the integrated thrust vector control, the maneuverability of the machine could be increased significantly, and its special construction reduced the infrared and radar signature compared to conventional engines. The exhaust plume, especially in the core zone, and the nozzle, thanks to their rectangular shape, cool down considerably faster than with conventional round nozzles. In addition, these are coated with various materials that reduce the radiation of IR energy and shift it to less-observed frequency ranges. The thrust vector nozzles can be deflected by up to 20 °, whereby a complete cycle (from + 20 ° to −20 °) takes one second. The engine offers enough thrust to reach supersonic speed (up to Mach 1.72) without using the afterburner. This ability is called supercruise and significantly increases the range compared to conventional engines during supersonic flight.

The engine itself starts with a three-stage fan , followed by a six-stage compressor section that rotates in the opposite direction to the fan. The combustion chamber has some new technologies that lead to an almost smoke-free exhaust gas jet. The single-stage high - pressure turbine rotates in the opposite direction to the single-stage low-pressure turbine and is connected to the high-pressure compressor via a separate drive shaft. Each engine also drives a generator that can provide up to 65 kW of electrical power . Thus, the F-22, combined with an independent APU with 27 kW output, has an electrical output of up to 157 kW available. The thrust-to-weight ratio of the engine is 7.8: 1.

In order to achieve the required high thrust, numerous innovations were necessary in the design. With "Titanium Alloy C" a new type of titanium alloy was developed that is considerably more heat-resistant than previous alloys , which is why it is used extensively in almost every part of the engine. Another innovation is the introduction of hollow, shroudless (shroud = burst protection ring in the area of ​​the fan) fan blades, which are also made of a titanium alloy, which has made it possible to further reduce weight. The entire engine and the thrust vector control are controlled and controlled by a double redundant FADEC system.

The design also placed increased emphasis on simplified maintenance and increased reliability. Compared to the Pratt & Whitney F100 series for the F-15 and F-16, the engine consists of 40% fewer parts and only needs half as many tools for maintenance, despite the significantly higher performance. The first flight with a prototype took place in 1997 and on October 18, 2007 the 50,000 operating hours mark was reached without serious problems having occurred in the meantime.

After successful ground tests, the flight tests with synthetic fuel were also completed by the end of 2008, with no performance restrictions or other negative influences on the F119 engines being detected. The Air Force plans to add an admixture of up to 50% of the synthetic fuel to the previous JP-8 as standard for its entire fleet by 2011 .

cockpit

A model of the F-22 cockpit

The cockpit of the F-22 is dominated by four large multifunctional displays . All relevant data is displayed on them, analog displays are practically no longer available in the cockpit. The central screen is 8 inches square, the other three are 6 inches square. In the upper part of the dashboard there are two additional LCD screens (each 7.6 cm × 10.2 cm), on which, among other things, the classic flight instruments can be seen. These screens are connected to the emergency power supply. In addition, these screens show the output of the Integrated Caution, Advisory and Warning System (ICAW), which provides the pilot with precise error messages and warnings. The 11.4 cm high head-up display with a field of view of 25 ° to 30 ° is located above the fittings . The thrust lever can be found on the left-hand side of the cockpit and the sidestick on the right-hand side , both of which correspond to the HOTAS design.

The cockpit of an F-22 (pre-series or test version)

The cockpit itself is relatively spacious and is suitable for 99% of all Air Force pilots. Electroluminescent panels are used for lighting and enable uniform indirect lighting of the cockpit. The lighting scheme automatically adapts to the environment in order to provide the pilot with greater comfort and to increase the efficiency of night vision devices . In addition, the lighting panels are very reliable and only heat up minimally during operation.

The pilot helmet of the type HGU-86 / P also offers an increased level of comfort. It is around 30% lighter than currently used models and has both passive and active noise suppression . In addition, it should better protect the pilot from injuries in the event of an emergency exit with the ejection seat. The integration of the JHMCS helmet was originally planned and integrated into the concept, but the procurement and the final software integration were canceled for cost reasons.

The cockpit canopy is made from a single piece and weighs around 163 kg. It is 1.9 cm thick, made of polycarbonate and protects the pilot from lightning and bird strikes at speeds of up to 830 km / h. The canopy offers excellent all-round visibility and does not require any additional edging, as is the case with conventional combat aircraft. It is also provided with a special coating that prevents the penetration of radar beams and thus contributes to the extremely small radar cross-section of the F-22.

Close up of the pulpit

The life support system consists of the following components:

• a system for regulating the pressure suit and the air pressure,
• an oxygen generator for the oxygen mask ,
• a system for protection against biological and chemical warfare agents,
• as well as an air conditioning system that was originally intended for the RAH-66 Comanche .

A special suit should also reduce the risk of hypothermia from cold water in the event of a ditching . The ejection seat is based on the common ACES-II model from McDonnell Douglas, although some improvements have been made, such as a larger oxygen cylinder , which is necessary when exiting the F-22 due to the high altitude of the F-22.

Avionics

The avionics of the F-22 differs significantly from that of other combat aircraft. In these, the avionics is usually made up of several specialized sub-systems, for example one that is only responsible for weapon control, while another only evaluates the data from the SIGINT devices. The data obtained are then shown on analog displays or multifunctional displays, which the pilot now has to read individually in order to then get an idea of ​​the current tactical situation. With the F-22, however, the approach of information fusion is followed. All the sensor data obtained are fed into a single central data processing system. This system then puts all available data into context and then creates a tactical overall picture of the situation for the pilot. This image only shows data that is of immediate relevance to the pilot's actions, for example the range of enemy anti-aircraft missiles or the heading data of enemy machines. In contrast to conventional approaches, the pilot no longer has to operate the individual systems himself to ensure that they function properly, although he can of course still intervene manually in all processes if he deems it necessary. Furthermore, the pilot can also configure the displays according to his current needs in order to hide insignificant information for the purpose of better clarity.

The objective of this highly integrated system is mainly an improved situational awareness (Engl. "Situational awareness") of the pilot, so they can make faster and sound important decisions than would be the case with a conventional system. Furthermore, this concept can also be used to increase the efficiency of other machines that fly in conjunction with the F-22. Via a data link (details see below ) , they can benefit from the machine's highly developed sensors, such as the AN / APG-77 radar or the AN / ALR-94 SIGINT complex. This is why the F-22 is also known as “Mini- AWACS ”.

In the F-22 is the first time the new MIL-STD-1394 - data of the onboard systems to network used. It is based on the commercial FireWire architecture and enables data rates of up to 400 Mbit / s, which is a massive improvement over its predecessor MIL-STD-1553 (1 Mbit / s). The new bus system also significantly reduces the weight of the cabling. Due to the high heat of the housed in a small space electronics all major avionics parts are polyolefins basis refrigerated liquid . It is a closed circuit with two pumps that keep the components at a temperature of around 20 ° C. The resulting heat is released into the fuel. The heated fuel is in turn cooled by several heat exchangers . The required cooling air is diverted from the two gaps between the air inlet and the front airframe.

Common Integrated Processor

A CIP unit during the test phase, equipped with some computing units

The “Common Integrated Processor” (CIP) is the central part of avionics, as it is responsible for the information fusion described above. A CIP unit is a complex of up to 66 individual processing units, each with a PowerPC or i960 processor and their own RAM . The computing units are liquid-cooled and are designed so that they can take on any task within the data processing system.

An F-22 has enough space, cooling and energy capacity to accommodate up to three CIP units. Two CIP units are currently installed, with 47 or 44 processing units being fitted so that the available computing power can be increased many times over in the future without great effort. A CIP as currently implemented can generally process over 10 billion instructions per second and has 300  MB of RAM. Since the system is mainly geared towards digital signal processing (see below), the pure data processing power is relatively low.

On-board radar AN / APG-77

The AN / APG-77

The Northrop Grumman APG-77 is the on- board radar of the F-22. It is one of the first operational AESA - Multifunction radars in the world and since 2000 in use. The system has an LPI (“Low Probability of Intercept”) operating mode that has been integrated to prevent or delay the detection of the radar energy emitted by an enemy radar warning system. This should be achieved, for example, by rapid frequency changes (over 1000 times per second). The radar consists of around 2000 transmitters that operate in the frequency range from 8 to 12 GHz (X-band) and have a radiation power of around 10 watts. The range to a target with a radar reflective area of one square meter is between 195 and 240 km. The radar can also work passively as an ELINT sensor, whereby a 2 GHz wide frequency band can be evaluated. Air targets can be identified with the help of an imaging process (similar to the SAR mode for ground targets) based on a database comparison over a distance of over 160 km. The radar can bundle its emissions to a large extent in order to destroy radar sensors and communication systems working in the X-band through overload or to render them unsuitable for combat. The APG-77 therefore also belongs to the class of energy weapons . The reliability is rated as very high, so statistically speaking there should only be a serious system failure every 400 hours.

The APG-77 is constantly being further developed: The APG-77 (V) 1 variant, with new transmitters and manufactured using an optimized process, completed flight tests in March 2007. In addition to some detail improvements, the radar will receive a SAR / MTI operating mode. In addition, the system should serve as a platform for further electronic countermeasures . The (V) 1 version will be installed in all F-22s from the fifth production batch (delivery by the end of March 2007).

AN / ALR-94

The ALR-94 is a sensor complex for passive location and tracking of radar emitters manufactured by BAE Systems . It consists of over 30 separate antenna modules that can monitor the entire airspace on a broad frequency band in real time. The bandwidth for instant measurement is over 500 MHz. The receivers are based on the latest FPGA components and analog-digital converters and, depending on the configuration, can work as a "wideband channelizer", "compressive receiver" or superheterodyne receiver . The system is currently considered to be the most powerful of its kind and can locate, track and identify emitters at distances of over 460 km with high precision. In addition, it can transfer the acquired target data ( azimuth and elevation ) to the AN / APG-77 so that it can determine the speed and the exact distance of the target by means of an extremely short and focused pulse without having to use the search mode. This further reduces the likelihood of detection by an enemy radar warning device compared to the normal LPI search mode. Should the target come closer to the machine, the ALR-94 can independently provide increasingly more accurate speed and distance data with decreasing distance in order to then supply an AIM-120 AMRAAM with sufficiently accurate target data. Even after its start, the missile system can continue to provide updated data by communicating with it via a data link using the APG-77 radar. This means that the F-22 can use guided missiles against enemy targets even without active radar use.

During development, the ALR-94 was intensively tested using a special test system, the Dynamic Radio Frequency Simulator (ADRS) . At the time, it was a supercomputer that can process up to 500 billion instructions per second , has 40 gigabytes of RAM and can simulate up to 2000 radar systems simultaneously. The ALR-94 has been continuously optimized with this system, although it may also be used in the F-35 program. The entire complex weighs 165 kg and consists of 156 individual MMIC- based antenna elements .

AN / AAR-56

The AAR-56 is a Lockheed Martin missile warning device that was previously only installed in the F-22. In contrast to the ALR-94, the system does not recognize approaching missiles based on radar radiation, but based on the infrared radiation emitted by guided missiles. These emissions originate on the one hand from the cell itself, which heats up considerably at supersonic speed, and on the other from the rocket's drive system, which emits considerably larger amounts of infrared energy. This system also enables a warning of guided missiles that work fully passively, such as the AIM-9 Sidewinder or the Wympel R-73 , and therefore normally do not “give themselves away” through radio emissions. There are a total of six IR sensors, which are shielded from radar radiation by specially coated windows so that they do not increase the radar cross-section of the machine. There are two sensors behind and under the cockpit, the remaining two are attached to the side. This arrangement ensures that the entire airspace can be monitored continuously. The AAR-56 has a modular structure in order to be able to better integrate later variants with increased performance and to increase the ease of maintenance. Lockheed Martin is currently developing multispectral high-resolution sensors and new algorithms that would enable the system with IRST ("Infrared Search & Track") capabilities to track aerial targets.

AN / ALE-52

An F-22 drops flares

The AN / ALE-52 is a two- decoy system designed by BAE Systems for the F-22. Due to the flexible design of the ejection unit, decoys of different sizes can be used. Both standard MJU-7 and MJU-10 flares as well as the MJU-39 / -40 decoys specially designed for the F-22 can be used to protect against infrared-guided missiles . RR-170 and RR-180 Chaffs can be ejected to deceive radar-guided missiles . The decoy can be released manually by the pilot or automatically by the ALR-94 or AAR-56.

CNI

All communication and navigation is handled by the so-called "Communications, Navigation, Identification" (CNI) system. It weighs 118 kg, requires 2.8 kW of electrical power and works in the frequency range from 0.1 to 5 GHz. An INS device and a GPS receiver are used to determine your own position . For communication are the F-22 apart from the usual VHF / UHF - radio equipment and new digital systems. This includes the so-called "Intra-Flight Data Link" (IFDL). This data link can only be found on the F-22 and is tailored to the special requirements of the machine. Like the AN / APG-77, it has LPI properties as well as a directed and stabilized signal lobe with low side lobes to prevent detection by hostile SIGINT systems. This link enables several F-22s to exchange various data with one another, such as weapon status, recorded targets or conventional radio messages. However, the link is not compatible with other platforms.

Furthermore, the machine has a Joint Tactical Information Distribution System (JTIDS), which can only receive data, but not send it.

In the future, a Joint Tactical Radio System will be integrated that will replace data communication via Link 16 in the future. The system is compatible with almost every current or planned communication standard of the US armed forces . The standard known as TTNT ("Tactical Targeting Network Technology") is most interesting for the F-22, because it enables communication over distances of 160 to 480 km at a data transfer rate of up to 10 Mbit . This means that even large amounts of data, such as those generated by SAR images, can be transferred quickly, which would take many times longer with the existing Link 16 system due to its limited bandwidth.

Versions and serial numbers

YF-22 prototypes

YF-22

Technology demonstrator as part of the ATF program (see prototypes ), as well as the basis for the later series variant F-22A.

F-22A

The basic version of the Raptor , whereby it is the only version produced in series so far. The F-22A is manufactured in several block variants:

F-22 (S / N 06-4108) of the "Block-30" series

• Block 1 & 2:

Pre-production variants

• Block 10:

Initial version

• Block 20:

Basic configuration for the "Global Strike Task Force" (GSTF) fleet. Contains radar components shared with the F-35, a dedicated high-speed radar processor , COTS -based CIP -processors, usability for the GBU-39 / 40- Small Diameter Bomb , high-resolution SAR radar modes, increased EloSM capacities for the radar, two-way communication via MIDS , improved software for the station crew and improved electronic countermeasures . The variant has been in use since 2007.

• Block 30:

An extension of the lateral radar detection area through two laterally installed radar antennas, which gives the aircraft extensive ISR capacities and the capability for SEAD operations, as well as improving air combat capabilities. The "Block 30" version has been delivered since the end of 2006 and has been in use since 2008.

• Block 35:

Software update of the Block 30 variant from version 3.0 to 3.2. The software version 3.2 enables the complete integration of the guided missiles AIM-9X and AIM-120D and improves the application possibilities of the Small Diameter Bombs . The first "Block 35" machine (S / N 08-4154) was delivered on August 6, 2009.

• Block 40:

Final “Global Strike” configuration based on software block 3.3. This involves the full integration of the ISR functions and an increase in range. A HUD integrated in the helmet as part of the JHMCS program has been deleted. Instead, the installation of the “Helmet Mounted Display System” developed for the F-35 is checked. After the crashes on March 25, 2009 and November 16, 2010, the installation of the Auto-GCAS system is also up for debate (see incidents ).

• Block 50:

Previous plans speak of an electronic attack variant to replace the EF-111A Raven . Furthermore, containers are being developed to transport JDAMs and SDBs on the external pylons without loss of stealth capability. The time of deployment is not yet known.

After the two YF-22 prototypes, a total of 195 F-22A machines were produced (8 pre-series or test models and 187 series machines), whereby each aircraft can be assigned to a fiscal or procurement year based on the serial number. The following table gives an overview of the number of pieces in the individual versions:

Parameter	YF-22	Block 1 & 2	Block 10	Block 20	Block 30	Block 35	Block 40
First delivery	Sept 29, 1990	Aug 8, 1997	Oct 31, 2000	May 11, 2005	Nov 22, 2006	Aug 6, 2009	March 15, 2012
number of pieces	2	3	37	43	68	40	4th
Of which in active service	0	0	34	43	68	40	4th
Of it for flight training	0	0	1	0	0	0	0
Amortized therefrom	0	0	2	0	0	0	0
Serial numbers	87-0700 and 87-0701	91-001 to 91-003	91-4004 to 02-4040	03-4041 to 04-4083	05-4084 to 07-4151	08-4152 to 09-4191	10-4192 to 10-4195

1. ↑ The Block 1 and Block 2 prototypes were also known as EMD .
2. ↑ The first five Block-10 machines (S / N 91-4004 to 91-4008) were called PRTV and were called the pre-production and experimental models of the F-22. The sixth Block 10 machine (S / N 91-4009) initially had the designation PRTV II , which was the F-22 in the series standard.

F-22B

This is a planned two-seater version of the F-22A, which should mainly be used for training purposes. In order to counteract the rising development costs, the decision was made in 1996 to abandon the F-22B.

F-22N

The F-22N is an unrealized marine variant of the F-22A. Two different concepts were proposed: The simpler proposal was only slightly modified from the F-22A. Landing gear and catch hook would have been reinforced for use on aircraft carriers and the nose landing gear would have been provided with two wheels and a catapult device. The general design of the F-22N would have corresponded to that of the F-22A. The more extensively revised proposal was an F-22N with pivoting wings . It was developed as part of the "Navalized Advanced Tactical Fighter" program and offered to the US Navy as a replacement for the F-14 Tomcat . The F-22N rejected this in 1993 because the machine was not able to use the long-range weapon AIM-54 Phoenix . Even after the failure of the A-12 Avenger II, there were already difficulties in getting the F / A-18E / F Super Hornet through the US Congress. Although there were considerations to purchase the F-22N instead of the Super Hornet , these had a much wider range of uses as a multi-purpose fighter aircraft.

FB-22

In 2002, Lockheed Martin began a study of a conversion of the F-22 to a medium to long range fighter-bomber. This concept was called FB-22 and should serve as an interim solution until 2030, when a newly developed bomber of the next generation should be available. However, so far there has been little interest in such a derivative , as high procurement costs are feared in view of the unit costs of the F-22 and a new design is considered to be more complex than generally assumed; The cost of developing the airframe alone is estimated at up to 1 billion US dollars. It is therefore assumed that the development of the FB-22 has since been discontinued.

The most striking features of the design are the large delta wings, the lack of vertical tail and the elongated fuselage . This is intended to improve the steal properties, provide more space for internal weapons and significantly increase the range. Although these measures reduce maneuverability, little importance is attached to this due to the application profile. Furthermore, an additional weapons system officer is planned to relieve the pilot in the attack phase. The maximum take-off weight should be around 42 tons and the range over 2,580 km. Instead of the F119-100 engine, two P&W F135s are planned, which were developed for the F-35 and each develop a thrust of up to 178 kN.

As a fighter-bomber, the FB-22 is said to be able to carry significantly more air-to-ground weapons than the F-22, although no CAS armament is provided. Up to 30 GBU-39 SDBs are to be used as primary armament . The F-22 can only carry eight of these bombs internally. Overall, a weapon load of up to 15,000 kg is aimed for, whereby 4,500 kg can be attached externally.

Technical specifications

An F-22 Raptor after being refueled by a Boeing KC-135

An F-22 with two drop tanks

An F-22 with two externally mounted AIM-120 guided missiles

3-sided tear of the YF-22

A YF-22 in an Air Force museum

Parameter	F-22A Raptor data	Data from the YF-22 Lightning II
Type	Air superiority fighter	prototype
length	18.87 m	19.55 m
Wingspan	13.56 m	13.10 m
Wing surfaces	Wing area : 78.04 m² Vertical tail: 16.54 m² Elevator : 12.63 m² other control areas: 16.93 m²	Wing area: 77.10 m² Vertical tail: 20.26 m² Elevator: 12.45 m² other control areas: k. A.
Wing extension	2.35	2.20
Wing loading	minimum: 184 kg / m² or 252 kg / m² maximum: 349 kg / m² or 487 kg / m²	minimum: 180 kg / m² maximum: 337 kg / m²
height	5.08 m	5.39 m
Empty weight	19,700 kg or 14,365 kg depending on the source	14,043 kg
Maximum takeoff weight	38,000 kg or 27,216 kg depending on the source	26,308 kg
Fuel capacity	internal: depending on the source 8,300 kg or 9,366 kg external: 7,197 kg (in four drop tanks)	internal: 9,979 kg external: k. A.
g limits	general: −3 / + 9 g at Mach 1.8: 6 g throughout	general: +7.9 g at Mach 1.8: 6 g throughout
Top speed	at an altitude of 19,812 m: Mach 2.25 at sea level: Mach 1.40	at a height of 9 km: Mach 2.20 at sea level: k. A.
Marching speed	up to Mach 1.82 (without afterburner at opt. height)	up to Mach 1.58 (without afterburner at 9 km altitude)
Service ceiling	continuously 19,812 m	over 15,240 m
Use radius	1,482 km	1,285 km
Transfer range	over 2,980 km with two drop tanks	k. A.
crew	1 pilot	1 pilot
Armament	see armament	for testing purposes only
Engine	two Pratt & Whitney F119-PW-100 turbofans	two Pratt & Whitney YF119-PW-100L turbofans
Thrust	with afterburner: 2 × 155.69 kN without afterburner: 2 × approx. 116 kN	with afterburner: 2 × 155.69 kN without afterburner: k. A.
Thrust-to-weight ratio	maximum: 2.21 or 1.62 minimum: 1.17 or 0.84	maximum: 2.26 minimum: 1.21
Unit price	see costs	k. A.

Remarks

1. ↑ Source for the technical data of the YF-22: Jay Miller: Lockheed Martin F / A-22 Raptor . Midland Publishing, 2005, ISBN 1-85780-158-X , pp. 102 .
2. ↑ ^{a b} "minimal" refers to the empty weight. Due to the unclear weight information, the first value relates to the light configuration (14,356 kg / 27,216 kg), the second to the heavy configuration (19,700 kg / 38,000 kg).
3. ↑ ^{a b} "maximum" refers to the maximum take-off weight. Due to the unclear weight information, the first value relates to the light configuration (14,356 kg / 27,216 kg), the second to the heavy configuration (19,700 kg / 38,000 kg).
4. ↑ A YF-22 received two F120-GE-100s in the engine competition between Pratt & Whitney and General Electric .
5. ↑ Information refers to the YF119-PW-100L engines

Stationing and organization

An F-22 in vertical climb during the "Arctic Thunder Air Show" at Elmendorf AFB

• Air Education and Training Command
  • 325th Fighter Wing, Tyndall AFB , Florida
    • 43rd Fighter Squadron - The first F-22-equipped unit of the US Air Force conducts pilot training for all F-22 units.
    • 95th Fighter Squadron
• Air Combat Command
  • 1st Fighter Wing, Langley AFB , Virginia
    • 27th Fighter Squadron - The first F-22 squadron, retraining was conducted in 2005.
    • 94th Fighter Squadron
  • 49th Fighter Wing, Holloman AFB , New Mexico
    • 7th Fighter Squadron
    • 8th Fighter Squadron (from 2009 to 2011)
  • 53rd Wing, Eglin AFB , Florida
    • 422nd Test and Evaluation Squadron - Responsible for developing tactical procedures, supports the 411th Flight Test Squadron.
  • 57th Wing, Nellis AFB , Nevada
    • 433rd Weapons Squadron
• Air Force Materiel Command
  • 412th Test Wing, Edwards AFB , California
    • 411th Flight Test Squadron - Carried out the comparison between the YF-22 and the YF-23 between 1989 and 1991 and is now responsible for test flights involving armament and manufacturer upgrades.
• Pacific Air Forces
  • 3rd Wing, Elmendorf AFB , Alaska
    • 90th Fighter Squadron - Switched from F-15E to F-22; first aircraft was received on August 8, 2007.
    • 525th Fighter Squadron
  • 15th Wing, Joint Base Pearl Harbor-Hickam , Hawaii
    • 19th Fighter Squadron
• Air National Guard
  • 192d Fighter Wing, Langley AFB, Virginia
    • 149th Fighter Squadron, Virginia Air National Guard
  • 154th Wing, Joint Base Pearl Harbor-Hickam , Hawaii
    • 199th Fighter Squadron, Hawaii Air National Guard
• Air Force Reserve Command
  • 44th Fighter Group, Holloman AFB , New Mexico
    • 301st Fighter Squadron
  • 477th Fighter Group, Elmendorf AFB, Alaska
    • 302d Fighter Squadron

In August 2010 it was announced that the USAF was considering regrouping the F-22 squadrons. The planes for both squadrons stationed in Holloman are to be split up among other units in 2013, so the 7th Fighter Squadron will be relocated to Tyndall; the reactivation of the 95th Fighter Squadron for this purpose was announced on October 11, 2013. The remaining machines are to be distributed to the Elmendorf, Langley and Nellis squares.

Incidents

• In April 1992 the first YF-22 prototype crashed on approach to "Edwards". Test pilot Tom Morgenfeld survived the crash unharmed. Investigations showed that the aircraft software did not counteract or not sufficiently counteract Pilot Induced Oscillations .

• On December 20, 2004, there was a crash at Nellis Air Force Base during the take-off phase, in which the pilot was able to save himself with the ejector seat. The reason was a malfunction in the flight controls, which was caused by an improper shutdown of the energy systems after the previous flight.
• On February 11, 2007, a major computer failure occurred during a transfer flight from Hickam Air Force Base (Hawaii) to Kadena Air Base (Japan). In the process, the group of six F-22s lost their entire navigation and communication systems when they crossed the date line. All raptors returned safely to Hickam AFB in Hawaii because they could follow their tanker when the weather was good. The underlying software error has been fixed.
• On March 25, 2009, a machine at Edwards Air Force Base in the Mojave Desert in eastern California crashed during a test flight . Lockheed's test pilot David Cooley died in the crash. The subsequent investigation came to the conclusion that a pilot error during a maneuver with high G-forces was the cause of the accident. In this context, it was also examined whether the Auto-GCAS system that had been planned for a long time could have protected the F-22 from the ground collision.
• On November 16, 2010, an F-22 of the 525th Fighter Squadron, which is stationed at Elmendorf Air Force Base , crashed around 160 km north of Anchorage in Alaska . The ejection seat was not triggered. At first one suspected a " controlled flight into the ground ". The F-22 does not have an automatic ground collision avoidance system, which was already criticized after the March 25, 2009 crash.

When problems with the oxygen supply became known in the summer of 2011 (see here ), there was speculation about a possible connection to the crash; the then Chief of Staff of the Air Force Norton Schwartz denied a connection.

• On November 15, 2012, an F-22 of the 325th Fighter Wing at Tyndall Air Force Base crashed immediately after take-off; the pilot was able to save himself with the ejection seat. The machine hit about 400 m behind the runway.
• In May 2020, a machine crashed shortly after the start of a training mission in Florida. The crash site is about 20 kilometers from the Eglin base in Florida, where the F22 Raptor took off early on Friday local time. The cause is unknown so far (May 2020), there are also no details on how the accident happened. The pilot was able to save himself with the ejection seat and came to a hospital for observation. According to the US Air Force, there was no significant damage on the ground.

Media reception

An F-22 during filming for the TV series Monk

As one of the most modern combat aircraft of its type, the Raptor attracted increased media interest. This aircraft appeared in television series (e.g. Monk ) and had its biggest appearances to date in the films Transformers , Transformers - Die Rache and Transformers 3 , where it was not only seen in battle scenes, but also in the earthly camouflage of the Decepticon Starscream depicted. Due to the cooperation with the US military, the F-22 aircraft in all three Transformers films were real and not created using computer animation. In the film Hulk , he is confronted with two F-22s over San Francisco. Two F-22s can also be seen in the movie Iron Man .

The computer game manufacturer Electronic Arts published a flight simulation for the Sega Mega Drive console in 1991 , which had the control of an F-22 as its core content. The game is called F-22 Interceptor (Eng. "Interceptor").

The computer game manufacturer NovaLogic published three flight simulations between 1996 and 1999, in which one could control an F-22: F-22 Lightning II , F-22 Raptor and F-22 Lightning III .

In the game Strike Commander by Origin in the early 1990s, you could steal an F-22 and then use them in the last dogfight against a YF-23 in the last missions.

In the game "Jetfighter 5" by Interactive Vision (2003) you could fly an F-22A in addition to the F-16C and an F-35 in every mission.

In the game F-22 Air Dominance Fighter (1997) and F-22 Total Air War (1998) by Digital Image Design you fly the F-22 in twelve campaigns.

In the game Command & Conquer: Generals , a Raptor fighter aircraft from the Western Alliance can be used.

The F-22 also plays an important role in the Ace Combat flight game series by Namco Bandai . In the latest part of the Ace Combat series, an F-22, the Block 50 variant, can be seen in the trailer with fuel tanks on the external load carriers under the wings.

literature

• Doug Richardson: Stealth - Invisible Airplanes . Stocker-Schmid AG, Dietikon-Zurich 1990, ISBN 3-7276-7096-7 .
• Steve Pace: F-22 Raptor: America's Next Lethal War Machine . McGraw Hill, 2002, ISBN 0-07-134271-0 .
• Bill Sweetman: F-22 Raptor (Enthusiast Color) . Motorbooks International, 1998, ISBN 0-7603-0484-X .
• David C. Aronstein, Michael J. Hirschberg, Albert C. Piccirillo: Advanced Tactical Fighter to F-22 Raptor: Origins of the 21st Century Air Dominance Fighter . American Institute of Aeronautics and Astronautics, 1998, ISBN 1-56347-282-1 .
• Leszek A.Wieliczko: Magazyn lotniczy Aero, second edition: Lockheed Martin / Boeing F-22A Raptor . Oficyna Wydawnicza Kagero, 2015, ISSN  1896-3951 .

Web links

Commons : Lockheed Martin F-22  - Album with pictures, videos and audio files

• F-22 Raptor on lockheedmartin.com
• Website of the manufacturer consortium
• F-22 on the US Air Force website

Individual evidence

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5. ↑ Why F-22? . Lockheed Martin. Archived from the original on April 28, 2009. Retrieved November 10, 2012.
6. ↑ "F-22 Raptor fact sheet." ( Memento of March 9, 2012 in the Internet Archive ) US Air Force , March 2009. Retrieved: July 23, 2009.
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62. ↑ according to the radar cross-section # calculation
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75. ↑ ^{a b c d e f} Jane’s Aero Engines 2002
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85. ↑ ^{a b} F-22 life support. Flightgear On-Line, accessed May 30, 2010 . 
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138. ↑ US Superfighter software glitch fixed. The Register, February 28, 2007, accessed July 11, 2010 . 
139. ↑ F-22A Raptor crashed. n-tv.de, March 26, 2009, accessed May 30, 2010 . 
140. ↑ UPDATED: Lockheed test pilot killed in USAF F-22 Raptor crash. Flightglobal, March 29, 2009, accessed May 30, 2010 . 
141. ↑ F-22 crash blamed on pilot error. Flightglobal, July 31, 2009, accessed May 30, 2010 . 
142. ↑ F-22 crash casts new spotlight on Auto-GCAS technology. Flightglobal, August 6, 2009, accessed May 30, 2010 . 
143. ↑ F-22 pilot was killed in the crash. FliegerWeb, November 20, 2010, accessed November 20, 2010 . 
144. ↑ USAF releases pictures of crashed F-22. Flightglobal, November 19, 2012, accessed November 27, 2012 . 
145. ↑ US Air Force loses $ 350 million super fighter jet

This version was added to the list of articles worth reading on December 6, 2008 .