Cheers went up from the several hundred engineers, designers, team members, mechanics, and Air Force officials watching from the ramp—plus the 5,000 or so interested people looking on from behind the fence at the end of the runway—as Raptor 4001, the first F-22 air dominance fighter, took to the skies for the first time on 7 September 1997.
Vinny Devino, who had led the effort to refine the design of the Raptor from the prototype YF-22 to the production F-22A, said what many people were thinking: “The F-22 is flying. Everything else is now a target.” The first flight was the dawn of a completely new generation of fighter aircraft—one that is stealthy, maneuverable, and lethal.
A long road led to that Sunday morning flight in 1997. The US Air Force identified a requirement in 1981 for a new air superiority fighter to replace the F-15—which then had been in service for just seven years. The competitors in the Advanced Tactical Fighter competition were selected on Halloween in 1987. The YF-22 and YF-23 prototypes were flown in 1990, and the Lockheed-Boeing-General Dynamics team won the ATF contest in 1991.
After nearly 44,000 wind tunnel test hours, 13,000 material sample tests, six years of development, and a trio of program rephasings mandated by Congress, the F-22 was finally airborne.
Wearing his lucky Super Chicken T-shirt under his flight suit, chief test pilot Paul Metz pulled the Raptor’s nose up and quickly gained speed and altitude, even with the landing gear down. Jon Beesley, flying the safety chase aircraft, put his F-16 in afterburner to keep up with the Raptor.
After two circuits on a triangular route around north Georgia, Metz touched down fifty-eight minutes later. As he rolled up the taxiway, he turned the jet slightly, tapped the brakes, and the jet bowed to the appreciative crowd. The maiden flight was the first of 3,496 flights and 7,616 test hours to come in the F-22’s engineering and manufacturing development phase. The Air Force would declare the F-22 operational in 2005.
“The very existence of this airplane—your airplane—has altered the strategic landscape forever,” said Lockheed Martin CEO Robert J. Stevens. The date was May 2, 2012, and the occasion was the delivery of an F-22 Raptor to the U.S. Air Force. There was special significance attached to this aircraft. It was the last of 195 F-22s that Lockheed Martin had produced for the Air Force during the previous 15 years, and it represented the completion of the world’s only operational fifth generation stealth fighter fleet.
The single-seat, twin-engine fighter features a combination of capabilities that are nothing less than revolutionary. It can soar 10 miles high and fly at supersonic speeds for extended periods of time thanks to an unprecedented capability known as “supercruise,” which propels the jet to speeds greater than Mach 1.5 without the use of afterburners.
It can accelerate quickly and execute razor-sharp turns—even at high speeds. It carries weapons primarily for striking airborne targets, but the Raptor pilot can also attack ground targets from standoff ranges. . And it is equipped with stealth technology that enables it to operate virtually undetected by radar.
Assigned to seven U.S. Air Force bases, the F-22 fleet is ready to be rapidly deployed anywhere in the world it is needed. The Air Force has described the F-22 as “unmatched by any known or projected fighter.” The National Aeronautic Association awarded Lockheed Martin the 2006 Collier Trophy, American aviation’s most prestigious award, for “designing, testing and operating the revolutionary F-22 Raptor, providing total air dominance for America’s future.”
|Length||62 ft /|
|Height||16.7 ft /|
|Wingspan||44.5 ft /|
|Wing area||840 sq ft /|
78.04 sq m
|Horizontal tail span||29 ft /|
|Weight empty||43,340 lb /|
|Maximum take-off weight||83,500 lb /|
With two external wing tanks
|18,000 lb /|
26,000 lb /
|Speed||Mach 2 class|
|Range*||> 1,600 n. mi|
|Power plant||Two F119-PW-100 turbofan engines with two-dimensional thrust vectoring nozzles|
|Engine thrust||35,000 lb /|
|* with two external fuel tanks|
F-22 Raptor - Production and Delivered
2. YF-22 87-0701 (N22YX) 3997, унищожен при кацане в Edwards AFB на 25 май 1992 година 412th Test Wing
Fiscal Year 1991 - EMD (9 airplanes, 3 static airframes)
3. 3998 статистически изпитания
4. 3999 статистически изпитания
5. 4000 стенд не лети
6. 91-4001 EMD 411 FLTS, delivered 08/08/97 не лети(първи полет на 7 септември 1997 година) "Spirit of America"
7. 91-4002 EMD 411 FLTS, delivered 07/25/98 не лети
8. 91-4003 EMD 411 FLTS, delivered 02/24/00 не лети, през април 2007 година беше предоставен на Националния музей на ВВС на САЩ в Wright AFB Dayton, Ohio в експозицията от 18/01/2008
9. 91-4004 EMD 411 FLTS, delivered 10/31/00 не лети
10. 91-4005 EMD 411 FLTS, delivered 01/02/01 не лети
11. 91-4006 EMD 411 FLTS, delivered 02/01/01 не лети
12. 91-4007 EMD 411 FLTS, delivered 10/10/01 не лети
13. 91-4008 EMD 411 FLTS delivered 02/05/02, на 25 март 2009 година унищожен при удар с друг самолет 6 mi north of Harper Dry Lakebed and 35 mi. NE of Edwards AFB, загива LM test pilot David P. "Cools" Cooley
Учебни и изследователски 30(32) самолета
14. 91-4009 EMD 411 FLTS, delivered 04/09/02 замества след модернизация 00-4014 в 422 TES Nellis AFB(Tail Code: OT)
Fiscal Year 1999 - PRTV (2 airplanes)
15. 99-4010 PRTV I 422 TES, delivered 10/23/02
16. 99-4011 PRTV I 422 TES, delivered 11/26/02, 433rd Weapons Squadron
Fiscal Year 2000 - PRTV II (6 airplanes)
17. 00-4012 PRTV II 422 TES, delivered 12/30/02 (Tail Code: TY)
18. 00-4013 PRTV II 422 TES, delivered 05/08/03, на 15 ноември 2012 година пада на около 0,5 километра от пистата на Tyndal AFB източно от Panama City, Florida от 325th Operations Group (OG)(Tail Code:TY), 43d Fighter Squadron "American Hornets" (Diagonals on tails), пилотът катапултира успешно.
19. 00-4014 PRTV II 422 TES, delivered 05/22/03, на 20 декември 2004 при излитане от Nellis AFB, Невада е унищожен, пилотът катапултира успешно
20. 00-4015 PRTV II 422 TES, delivered 07/09/03 (Tail Code: TY)
21. 00-4016 PRTV II 422 TES, delivered 06/30/03 (Tail Code: TY)
22. 00-4017 PRTV II 422 TES, delivered 08/21/03 (Tail Code: TY)
Fiscal Year 2001 - Lot I (10 airplanes)
23. 01-4018 Block 10 43 FS, delivered 09/26/03
24. 01-4019 Block 10 43 FS, delivered 11/23/03
25. 01-4020 Block 10 43 FS, delivered 12/31/03
26. 01-4021 Block 10 43 FS, delivered 02/19/04
27. 01-4022 Block 10 43 FS, delivered 12/23/03
28. 01-4023 Block 10 43 FS, delivered 02/05/04
29. 01-4024 Block 10 43FS, delivered 04/16/04
30. 01-4025 Block 10 43 FS, delivered 04/22/04
31. 01-4026 Block 10 43 FS, delivered 05/13/04
32. 01-4027 Block 10 43 FS, delivered 06/03/04
Fiscal Year 2002 - Lot II (13 airplanes)
33. 02-4028 Block 10 43 FS
34. 02-4029 Block 10 43 FS
35. 02-4030 Block 10 43 FS
36. 02-4031 Block 10 43 FS
37. 02-4032 Block 10 43 FS
38. 02-4033 Block 10 43 FS
39. 02-4034 Block 10 43 FS
40. 02-4035 Block 10 43 FS
41. 02-4036 Block 10 43 FS
42. 02-4037 Block 10 43 FS, delivered 6/7/05 повреден на 31 май 2012 година при кацане в Tyndall AFB, FL
43. 02-4038 Block 10 43 FS
44. 02-4039 Block 10 43 FS
45. 02-4040 Block 10 43 FS
Oперативни(бойни) 154 самолета
Fiscal Year 2003 - Lot III (21 airplanes)
46. 03-4041 Block 20 43 FS, delivered 5/31/05; first of 40 F-22As delivered to the 1st FW Langley AFB, Virginia
47. 03-4042 Block 20 , delivered (ICR) 11/16-01/02/17
48. 03-4043 Block 20 , delivered
49. 03-4044 Block 20 , delivered
50. 03-4045 Block 20 , delivered
51. 03-4046 Block 20 , delivered
52. 03-4047 Block 20 , delivered
53. 03-4048 Block 20 , delivered
54. 03-4049 Block 20 , delivered
55. 03-4050 Block 20 , delivered
56. 03-4051 Block 20 , delivered
57. 03-4052 Block 20 , delivered
58. 03-4053 Block 20 , delivered
59. 03-4054 Block 20 , delivered
60. 03-4055 Block 20 , delivered
61. 03-4056 Block 20 , delivered
62. 03-4057 Block 20 , delivered
63. 03-4058 Block 20 , delivered
64. 03-4059 Block 20 , delivered
65. 03-4060 Block 20 , delivered
66. 03-4061 Block 20 , delivered
Fiscal Year 2004 - Lot IV (22 airplanes)
67. 04-4062 Block 20 , delivered
68. 04-4063 Block 20 , delivered
69. 04-4064 Block 20 , delivered
70. 04-4065 Block 20 , delivered
71. 04-4066 Block 20 , delivered
72. 04-4067 Block 20 , delivered
73. 04-4068 Block 20 , delivered
74. 04-4069 Block 20 , delivered
75. 04-4070 Block 20 , delivered
76. 04-4071 Block 20 , delivered
77. 04-4072 Block 20 , delivered
78. 04-4073 Block 20 , delivered
79. 04-4074 Block 20 , delivered
80. 04-4075 Block 20 , delivered
81. 04-4076 Block 20 , delivered
82. 04-4077 Block 20 , delivered
83. 04-4078 Block 20 , delivered
84. 04-4079 Block 20 , delivered
85. 04-4080 Block 20 , delivered
86. 04-4081 Block 20 , delivered
87. 04-4082 Block 20 , delivered
88. 04-4083 Block 20 , delivered
Fiscal Year 2005 - Lot V (24 airplanes)
89. 05-4084 Block 30 , delivered
90. 05-4085 Block 30 , delivered
91. 05-4086 Block 30 , delivered
92. 05-4087 Block 30 , delivered
93. 05-4088 Block 30 , delivered
94. 05-4089 Block 30 , delivered
95. 05-4090 Block 30 , delivered
96. 05-4091 Block 30 , delivered
97. 05-4092 Block 30 , delivered
98. 05-4093 Block 30 , delivered
99. 05-4094 Block 30 , delivered
100. 05-4095 Block 30 , delivered
101. 05-4096 Block 30 , delivered
102. 05-4097 Block 30 , delivered Estonia
103. 05-4098 Block 30 , delivered Estonia
104. 05-4099 Block 30 , delivered
105. 05-4100 Block 30 , delivered
106. 05-4101 Block 30 , delivered
107. 05-4102 Block 30 , delivered
108. 05-4103 Block 30 , delivered
109. 05-4104 Block 30 , delivered
110. 05-4105 Block 30 , delivered
111. 05-4106 Block 30 , delivered
112. 05-4107 Block 30 , delivered
Fiscal Year 2006 - Lot VI (23 airplanes)
113. 06-4108 Block 30 , delivered
114. 06-4109 Block 30 , delivered
115. 06-4110 Block 30 , delivered
116. 06-4111 Block 30 , delivered
117. 06-4112 Block 30 , delivered
118. 06-4113 Block 30 , delivered
119. 06-4114 Block 30 , delivered
120. 06-4115 Block 30 , delivered
121. 06-4116 Block 30 , delivered
122. 06-4117 Block 30 , delivered
123. 06-4118 Block 30 , delivered
124. 06-4119 Block 30 , delivered
125. 06-4120 Block 30 , delivered
126. 06-4121 Block 30 , delivered
127. 06-4122 Block 30 , delivered
128. 06-4123 Block 30 , delivered
129. 06-4124 Block 30 , delivered
130. 06-4125 Block 30 525 FS, delivered 8/13/08, паднал на 100 мили северно от Anchorage, Аляска на 16 ноември 2010 загива Captain Jeffrey A. "Jeff" Haney от JB Elmendorf-Richardson
131. 06-4126 Block 30 , delivered
132. 06-4127 Block 30 , delivered
133. 06-4128 Block 30 , delivered
134. 06-4129 Block 30 , delivered
135. 06-4130 Block 30 , delivered
Fiscal Year 2007 - Lot VII (21 airplanes)
136. 07-4131 Block 30 , delivered
137. 07-4132 Block 30 , delivered
138. 07-4133 Block 30 , delivered
139. 07-4134 Block 30 , delivered
140. 07-4135 Block 30 , delivered
141. 07-4136 Block 30 , delivered
142. 07-4137 Block 30 , delivered
143. 07-4138 Block 30 , delivered
144. 07-4139 Block 30 , delivered
145. 07-4140 Block 30 , delivered
146. 07-4141 Block 30 , delivered
147. 07-4142 Block 30 , delivered
148. 07-4143 Block 30 , delivered
149. 07-4144 Block 30 , delivered
150. 07-4145 Block 30 , delivered
151. 07-4146 Block 30 , delivered
152. 07-4147 Block 30 , delivered
153. 07-4148 Block 30 , delivered
154. 07-4149 Block 30 , delivered
155. 07-4150 Block 30 , delivered
156. 07-4151 Block 30 , delivered
Fiscal Year 2008 - Lot VIII (20 airplanes)
157. 08-4152 Block 35 , delivered
158. 08-4153 Block 35 , delivered
159. 08-4154 Block 35 , delivered
160. 08-4155 Block 35 , delivered
161. 08-4156 Block 35 , delivered
162. 08-4157 Block 35 , delivered
163. 08-4158 Block 35 , delivered
164. 08-4159 Block 35 , delivered
165. 08-4160 Block 35 , delivered
166. 08-4161 Block 35 , delivered
167. 08-4162 Block 35 , delivered
168. 08-4163 Block 35 , delivered
169. 08-4164 Block 35 , delivered
170. 08-4165 Block 35 , delivered
171. 08-4166 Block 35 , delivered
172. 08-4167 Block 35 , delivered
173. 08-4168 Block 35 , delivered
174. 08-4169 Block 35 , delivered
175. 08-4170 Block 35 , delivered
176. 08-4171 Block 35 , delivered
Fiscal Year 2009 - Lot IX (20 airplanes)
177. 09-4172 Block 35 27 FS, delivered 09/13/10
178. 09-4173 Block 35 27 FS, delivered 09/29/10
179. 09-4174 Block 35 94 FS, delivered 10/20/10 “Maloney’s Pony”
180. 09-4175 Block 35 27 FS, delivered 02/24/11
181. 09-4176 Block 35 27 FS, delivered 03/30/11
182. 09-4177 Block 35 27 FS, delivered 03/28/11
183. 09-4178 Block 35 27 FS, delivered 04/20/11
184. 09-4179 Block 35 27 FS, delivered 06/06/11
185. 09-4180 Block 35 27 FS, delivered 06/06/11
186. 09-4181 Block 35 27 FS, delivered 06/22/11
187. 09-4182 Block 35 27 FS, delivered 10/27/11
188. 09-4183 Block 35 27 FS, delivered 11/10/11
189. 09-4184 Block 35 27 FS, delivered 11/22/11
190. 09-4185 Block 35 27 FS, delivered 11/22/11
191. 09-4186 Block 35 27 FS, delivered 12/20/11
192. 09-4187 Block 35 27 FS, delivered 12/16/11
193. 09-4188 Block 35 27 FS, delivered 01/26/12
194. 09-4189 Block 35 27 FS, delivered 02/02/12
195. 09-4190 Block 35 90 FS, delivered 02/21/12
196. 09-4191 Block 35 1st FW,delivered 03/29/12
Fiscal Year 2010 - Lot X (4 airplanes)
197. 10-4192 Block 40 192d FW, delivered 03/15/12 JB Langley-Eustis, Virginia
198. 10-4193 Block 40 3d FW, delivered 04/20/12 JB Elmendorf-Richardson
199. 10-4194 Block 40 1st FW?, delivered 04/10/12 JB Langley-Eustis, Virginia
200. 10-4195 Block 40 525 FS, delivered 05/05/12 JB Elmendorf-Richardson
Учебни и изследователски 30 самолета+Oперативни(бойни) 154 самолетa= 184 самолетa от 195 летящи
Air Force F-22 Fighter Program
Air Force F-22 Fighter Program
Lockheed Martin F-22 Raptor Reaches Milestone
The F-22 Raptor advanced fighter aircraft surpassed more than 100,000 total flight hours in 2011, according to Lockheed Martin.
The F-22 Raptor advanced fighter aircraft surpassed more than 200,000 total flight hours in 2015, according to Lockheed Martin.
Raptor reaches 5000 flight test hours
Feb 19 2004
EDWARDS AIR FORCE BASE, Calif. -- Raptor 4003 ascended into aviation history Feb. 9, attaining the F/A-22 program's 5000th hour of safe, successful flight test.
Maj. Jim Dutton, F/A-22 Combined Test Force pilot, reached the 5000-hour mark while flying a developmental test mission in the skies over Edwards.
The flight was the sixth Raptor sortie of the day, performing envelope expansion testing out to mach 2.0 in F/A-22 aircraft 4003, said Major Dutton. "This is a tremendous milestone for the program. It's a testimony to the extreme dedication and hard work of the maintainers, engineers, and other CTF personnel who make these sorties happen."
Safely achieving the first 5000 hours in flight test is a monumental achievement, especially for the most complex fighter aircraft ever
developed, stated Maj. Gen. Doug Pearson, Air Force Flight Test Center commander. "I compliment the leadership of Colonel Joseph Lanni [F/A-22 CTF director], Dick Burton [F/A-22 CTF deputy director for developmental
test and evaluation, Lockheed], and the efforts of the entire F/A-22 Combined Test Force. I also acknowledge and wish to thank the thousands of men and women across America who comprise our government and contractor teams, and whose countless contributions have made thismoment possible."
According to Colonel Lanni, these 5000 hours translate to increased combat capability. "We've been blessed to be here at a time when we're seeing the Raptor weapon system maturing almost daily."
As General Pearson explained, "The first months and years of flight test, when we know the least about the aircraft and supporting systems,
are the most risky. It is our job to eliminate the unknown factors and discover how well our analytical predictions match reality. During this time we define the potential combat capabilities and document the actual limits of the aircraft.
"Surprises in our business can lead to catastrophe," continued General Pearson, "but in a systematic and methodical manner we have explored the extreme capabilities of the F/A-22 without serious incident. Stealth,
agility, speed, and integrated mission avionics capabilities of the F/A-22 are dramatically well beyond those of any other fighter in the
Colonel Lanni agreed, "I wouldn't want to be an adversary facing this jet."
Each day the CTF comes closer to providing dominant combat power to America's war fighters. "We owe them nothing less," said General Pearson. "I am expecting the Raptor team to achieve initial operational
capability with this awesome combat weapon system at Langley [Air Force Base, Va.] by December 2005."
And, as indicated by Colonel Lanni, the F/A-22 program is on track to provide Air Combat Command with exactly that -- the 'next generation fighter'.
21 December 1999, Total flight test time for the F-22 program surpasses the 500-hour mark.
18 April 2001, The F-22 fleet reaches 1,000 flight test hours.
7 June 2002, Raptor flight test program completes 2,000 hours.
28 February 2003, The F/A-22 program records its 3,000th flight test hour.
1 September 2003, The F/A-22 CTF surpasses 4,000 flight test hours.
9 February 2004, The Raptor test program records its 5,000th flight hour.
27 December 2005, The F-22 engineering and manufacturing development phase is completed. During EMD, the F-22 completed 3,496 flights totaling more than 7,600 flight hours.
CTF celebrates Raptor's 1,000th sortie
Pratt & Whitney F119 engine achieves 400,000 flight hours
On April 23, 1991, the F119 was selected to power the F-22 Raptor with ground testing commencing in late 1992. The F119 was selected over General Electric's F120 variable cycle turbofan engine. On August 2, 1991, Pratt & Whitney was awarded $1.38 billion in contracts. In September 1997, the F-22 made its first flight and, in December 2000, the first production engine was delivered. On December 15, 2005, the U.S. Air Force announced that the F-22 Raptor was combat-ready, thus achieving Initial Operating Capability (IOC) status. On December 12, 2007, the F-22 achieved Full Operational Capability (FOC) status.
In February 2012, the F119 surpassed the 200,000 flight hour milestone. By January 2013, F119 engines had accumulated more than 250,000 flight hours. On January 17, 2013, Pratt & Whitney Military Engines delivered the 507th and final F119 production engine. The F119 Heavy Maintenance Center (HMC) at Tinker Air Force Base in Oklahoma City, OK completed the first depot overhaul of an F119 engine in March 2013.
Pratt & Whitney's F119 Engine achieves significant milestones
September 25, 2012 (by Matthew C. Bates) - Pratt & Whitney has delivered the 500th F119 engine, which powers the Lockheed Martin F-22 Raptor, to the U.S. Air Force. This delivery is accompanied by another significant milestone for the F119 program – more than 20 years of simulated operational service through Accelerated Mission Tests (AMTs)."Delivery of the 500th F119 engine, along with our accomplishments in AMT, provides tangible proof of the durability of this fifth generation propulsion system," said Cliff Stone, director, F119 Program, Pratt & Whitney. "We are on track to deliver the final F119 engine by the end of the year, and we continue to demonstrate substantial life extension capabilities and cost savings through AMT to our valued customer."
An accelerated mission test compresses many years of operational service into a short duration test, which allows for a robust evaluation of engine durability. During the most recent period of testing, an F119 production engine ran for nearly 570 hours, accumulating more than 2,000 cycles or approximately four years of service. Combined with previous testing, this engine has now surpassed 20 years of simulated operational service. Pratt & Whitney F119 engines have accumulated over 230,000 of actual operational flight hours powering the F-22 fleet.
"Pratt & Whitney is committed to reducing cost for our U.S. Air Force customer, and engine life extension is a powerful way to accomplish that as we move into a sustainment mode for the program," said Chris Flynn, vice president of F119 and F135 Engine Programs. "F-15 and F-16 customers are pleased with the life extension we offer with our F100-PW-229 Engine Enhancement Package, and the F119 AMT demonstrates our ability to deliver similar cost savings for the F-22 Raptor."
With production of the F119 engine nearly complete, Pratt & Whitney continues to deliver F135 engines from the fifth generation production line, with 70 production engines delivered to date. The F135 engine shares similar core components with the F119 engine and powers the F-35 Lightning II fighter aircraft. The F135 engine has powered more than 2,300 flights, with over 3,700 flight hours and 336 vertical landings.
"I continue to be impressed with the excellent hardware condition following accelerated mission testing of the F119. The durability results are a very good indicator for the future performance of the Pratt & Whitney F135 engine powering the F-35 Lightning II," said Tom Johnson, chief engineer of the F119 and F135 Programs. "The F119 engine shares mature core components with the F135 engine, which provides tremendous benefits from a cost and durability standpoint. This will benefit the F-35 program with respect to engine maturity, single engine safety, and reduced sustainment costs."
Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines, space propulsion systems and industrial gas turbines. United Technologies, based in Hartford, Conn., is a diversified company providing high technology products and services to the global aerospace and commercial building industries.
This press release contains forward-looking statements concerning the operational prospects for certain engines. Actual results may differ materially from those anticipated as a result of certain risks and uncertainties, including but not limited to changes in the United States Air Force funding related to the F-22 aircraft and F119 engines and F-35 aircraft and F135 engines.
F119 No. 500
Pratt & Whitney F119 engine achieves 200,000 flight hours
Pratt & Whitney F119 engine achieves 100,000 flight hours
Pratt & Whitney F119 engine achieves 50,000 flt hours
October 18, 2007 (by Asif Shamim) - The Pratt & Whitney F119 engine, which is the exclusive power source for the USAF F-22 Raptor, exceeded 50,000 production flight hours in October, another major milestone for the engine program.Powered by two F119s, the F-22 is able to supercruise, or achieve supersonic speeds without the use of the afterburner.
The engine features a unique thrust-vectoring nozzle, allowing unprecedented speed, agility, precision and situational awareness combined with air-to-ground and air-to-air combat capabilities.
"This engine continues to establish benchmarks for fighter engine safety and reliability," said Chris Flynn, Pratt & Whitney F119 program director. "These standards demonstrate the robust capability of Pratt & Whitney’s latest operational engine and we are proud of this important accomplishment."
The F-22 team was awarded the 2006 Collier Trophy, one of aviations top honors, and the F119 team participated as the propulsion provider.
A derivative of the F119, the F135 engine, powers the new F-35 Lightning II, which completed its first flight in December 2006, and continues to power the F-35 flight test program.
F119-powered F-22 Raptors currently operate from Langley AFB, Virginia; Edwards AFB, California; Nellis AFB, Nevada; Tyndall AFB, Florida; and Elmendorf AFB, Alaska, as of August 8, 2007.
Pratt & Whitney F119 engine achieves 40,000 flight hours
April 18, 2007 (by Lieven Dewitte) - The Pratt & Whitney F119 engine, powering the F-22 Raptor, exceeded 40,000 production flight hours in April, a major milestone for the engine program.
F119- powered F-22 Raptors currently operate from Langley AFB, Virginia; Edwards AFB, California; Nellis AFB, Nevada; and Tyndall AFB, Florida.
Currently the most advanced fighter engine, the F119 entered operation in December 2005. The engine features a unique thrust-vectoring nozzle, allowing unprecedented speed, agility, precision and situational awareness combined with air-to-ground and air-to-air combat capabilities. Two F119s enable the F-22 to supercruise, or achieve supersonic speeds without the use of the afterburner.
A derivative of the F119, the F135 engine, powers the new F-35 Lightning II, which completed its first flight in December 2006 and continues to power the F-35 flight test program.
F-22 Pilot Hours
Pilots with 1000 flying hours on the F-22
Cmdr Col Dave “Piff” Piffarerio
4 November, 2011
final flight July 8,`16
6 April, 2012
Lt. Col. Michael Schaner
7 December 2013
Maj. Jonathan Gration,
3 July 2014
302nd FS 2nd
Maj. Daniel "Magic" Lee
9 July 2014
Tyndall AFB, Florida
776 total flights
Maj. Matt Allen
5 Aug 2014
Maj. Ryan Pelkoa
9 September 2014
302nd FS 3rd
Steven "Hooter" Rainey
22 January 2015
Lt. Col. Clayton Percle
03 February 2015
Maj. Chad Newkirk
302nd FS 4 nd
Lt. Col. Tom "House" Kafka
08 July 2015
Tyndall AFB, Florida
Majs. Ethan Waitte
27 July 2015
Majs. Thomas Borrego
27 July 2015
Maj. Bryan Dick
April 20, 2016
Tyndall AFB, Florida
Lt. Col. Brandon Tellez,
June 22, 2016
Edwards AFB, California; - 2
Nellis AFB, Nevada; - 3
Tyndall AFB, Florida; - 2
Elmendorf AFB, Alaska - 5
Hickam AFB, Hawaii
Operation and Deployment
Air Force units that operate the F-22 Raptor include:
- The 27th Fighter Squadron, Joint Base Langley-Eustis, Virginia
- The 94th Fighter Squadron, JB Langley-Eustis, Virginia
- The 149th Fighter Squadron, Virginia Air National Guard
- The 19th Fighter Squadron, JB Pearl Harbor-Hickam, Hawaii
- The 199th Fighter Squadron, Hawaii Air National Guard
- The 43rd Fighter Squadron, Tyndall Air Force Base, Florida
- The 95th Fighter Squadron, Tyndall AFB, Florida
- The 301st Fighter Squadron, Tyndall AFB, Florida
- The 90th Fighter Squadron, JB Elmendorf-Richardson, Alaska
- The 302nd Fighter Squadron, JB Elmendorf-Richardson, Alaska
- The 525th Fighter Squadron, JB Elmendorf-Richardson, Alaska
- The 433rd Weapons Squadron, Nellis AFB, Nevada
F-22 pilot reaches 1,000 hours
325th Fighter Wing Public Affairs
7/9/2014 - TYNDALL AIR FORCE BASE, Fla. --
A 43rd Fighter Squadron instructor pilot reached 1,000 flying hours in an F-22 Raptor July 9, becoming only the fifth person in Air Force history to achieve this milestone.
Major Daniel "Magic" Lee has spent the last nine years flying the F-22 and logged 776 total flights in the aircraft.
"This is a big deal for me and a historic moment for Tyndall," said Lee.
Lee is the first pilot to achieve this while at Tyndall, which is home to the largest fleet of F-22s in the world.
"It's an amazing machine," Lee said. "It's rather overwhelming the first 10 times you fly it, but it's pretty remarkable just how fast the human mind can adapt. At this point, it's just as natural to walk out the front door and get in the car as it is for me to take the F-22 and go 1,200 mph or swing around at 9.5 Gs."
Lee enlisted in the Air Force in 1991, right out of high school as a computer programmer.
He then went on to pursue his education, which led him to join the U.S. Air Force Academy. He graduated with the class of 1998.
In 2000, Lee came to Tyndall to attend class to become an F-15 Eagle pilot.
He spent three years piloting the F-15 at Royal Air Force Lakenheath, England. Then, after completing his tours at Joint Base Langley-Eustis Air Force Base, Va., Lee transferred to Tyndall to become a pilot in the F-22.
Once qualified in the F-22, he became an instructor. Lee has taught more than 500 students how to fly the Air Force's most advanced operational aircraft.
His wife, Rebecca Lee, the couple's 9-year-old daughter, Cate, and 10-year-old son, Ben were in attendance with handmade signs in tow for support during this milestone.
"They have been putting up with all the sacrifices over these last nine years, between the moves, the late nights and the long days," said Lee. "Now, they get to see what dad does at work all day."
His wife said she still gets a little nervous, especially on night sorties. That worry will continue as Lee will go on to log his 1,001st hour roughly three nights from now.
F-22 Raptor retrofit to take longer, but availability hits 63%
The Lockheed Martin F-22 Raptor may be the world’s greatest air superiority jet, but the supercruise fighter came with some major structural flaws that are still being addressed.
One $350-million programme in particular is making a mix of five major structural changes to 162 aircraft, including a mid-fuselage and engine bay retrofit, just so each can reach its promised service life of 8,000 flight hours.
Another ongoing effort, known as the reliability and maintainability maturation programme (RAMMP), is buying 10,824 upgrades kits through 2020 at a cost of more than $1.7 billion. The kits deal with various deficiencies, from the landing gear light that doesn’t always work to a $30 million upgrade of the cockpit’s primary multifunction display.
US lawmakers have taken particular interest in the cost of fixing the Raptor, passing legislation in 2013 that requires the air force to report on its modernisation activities.
According to the latest report seen by Flightglobal, RAMMP has “steadily improved” the aircraft’s mission fleet availability rate, which currently stands at 62.8% compared to the average of 40% when the Raptor entered service in 2005.
The structure retrofit programme (SRP) is about 64 jets through its 162-aircraft programme of record and work is expected to wrap up in 2021 – about one year later than predicted last year.
According to the report, the air force is almost done shifting the structural repairs programme to its Ogden Air Logistics Complex at Hill Air Force Base in Utah.
The work had previously been done at Lockheed Martin’s plant in Palmdale, but USAF dumped the facility in favour of doing the work itself because of well-documented “cost, schedule and quality issues”. The report shows that Lockheed delivered about half the number of aircraft it was supposed to in fiscal years 2012 and 2013, and that poor performance continued through 2014.
“Actual installs fell short in FY-12 through FY-14, primarily due to poor contractor performance,” the report says. “Since SRP operations have been consolidated at Ogden ALC, delivery performance has been very close to the current scheduled plan.”
The air force is currently retrofitting nine aircraft at a time, and the process takes an average of 131 days to complete. The report notes that the programme has been stretched out to 2021 because four of the 13 depot lines are being used to repair the stealth coating around the aircraft’s engine inlet, which is a more immediate priority.
On RAMMP, the air force says the Raptor availability improved by 3% since the last report and the average number of “maintenance man-hours per flight hour” has dropped by 10.1% from 46.6h in 2012 to 41.9h in 2014.
The report says RAMMP, which began in 2005, is an “effective, efficient and viable programme” that continues to meet its goals. The programme is funded through 2020, by which point $1.5 billion will have been spent procuring 10,824 upgrade kits. A further $177 million will have been spent developing those upgrades.
Concurrent with SRP and RAMMP, the F-22 is currently undergoing a multi-billion dollar upgrade to the Increment 3.2 configuration, which adds improved data link and automatic ground collision avoidance systems and integrates the latest Raytheon AIM-9X and AIM-120D AMRAAM air-to-air weapons. The aircraft's oxygen system has also been redesigned to prevent pilots from experiencing hypoxia-like symptoms.
There are currently 183 Raptors in the service’s inventory, several hundred fewer than originally planned. The programme was riddled with technical issues, and cost growth and poor schedule performance eventually led to its cancellation in 2010.
The Government Accountability Office reported in 2014 that the combined cost of F-22 modernisation is $11.3 billion. More than 60% of that total has been spent since 2003.
Lockheed Martin F-22 Program Wins 2015 John R. Alison Award
“I am honored to accept this award on behalf of the Lockheed Martin-Boeing F-22 team,” said Mr. Carvalho. “We are exceptionally proud of the work this team has accomplished in support of the U.S. Air Force.”
The John R. Alison Award, given annually for outstanding contributions by industrial leadership to national defense, is named for World War II combat ace and Korean War veteran John Richardson “Johnny” Alison, widely regarded as the “father of Air Force Special Operations.” This is the fourth John R. Alison Award presented to Lockheed Martin, including heritage companies.
House Legislation Orders F-22 Restart Study
April 19, 201
At the direction of then-Defense Secretary Robert Gates, Lockheed terminated F-22 production at its Marietta, Georgia, and Fort Worth, Texas, facilities after producing just 187 aircraft — far short of the original requirement for 749 jets. But in light of the growing perception that the US military is losing its technological edge to adversaries like Russia and China, Congress has expressed keen interest throughout this year’s budget season in restarting the line. The F-22 has also drawn attention recently from several high-profile deployments to Europe and the Middle East.
The House Armed Services Tactical Air and Land Forces subcommittee's markup for its section of the 2017 defense policy bill directs the Air Force secretary to conduct a study of the costs associated with procuring at least another 194 F-22s. The legislation would require a report on the study to the congressional defense committees no later than Jan. 1, 2017.
“In light of growing threats to U.S. air superiority as a result of adversaries closing the technology gap and increasing demand from allies and partners for high performance, multi-role aircraft to meet evolving and worsening global security threats, the committee believes that such proposals are worthy of further exploration,” according to the bill.
However, Air Force officials have consistently dubbed reviving the Raptor line as a nonstarter, citing the enormous cost of the project. A 2010 RAND study commissioned by the Air Force placed the cost to buy just 75 more F-22s at $17 billion in 2008 dollars.
Elsewhere in the bill — following schedule slippage for the Air Force’s next-generation ground surveillance fleet — the subcommittee is seeking information about accelerating the effort to recapitalize the Joint Surveillance Target Attack Radar System, or JSTARS.
For JSTARS, the 2017 budget request projects a delay of as much as six months in awarding the engineering and manufacturing development contract, shifting it to fiscal 2018 and at least a one-year delay in the initial operating capability, shifting it to 2024.
Because the Pentagon expects a shortfall of 10 JSTARS aircraft in its fleet of 16 operational aircraft by late fiscal 2025, the bill calls on the secretary of the Air Force to develop two plans to accelerate the JSTARS recapitalization program — to 2022 and 2023 — and to brief the committee by Dec. 1.
The bill also expressed disapproval of the Air Force’s efforts to increase the scope of work within the technology maturation and risk reduction (TMRR) phase, which was initiated late last year after the Pentagon approved “Milestone A.” The Air Force should instead pursue alternative radar technologies outside the program of record.
Meanwhile, the bill would also require the US Comptroller General to analyze the sustainment support strategy for the F-35 Joint Strike Fighter program and report to the congressional defense committees by April 1.
Because the procurement strategy relies on other nations to partner with the US, the F-35 joint program office, according to its chief, Lt. Gen. Chris Bogdan, is striving to build a “global sustainment enterprise.” He has cautioned the F-35 supply base may not be able to juggle the workload associated with production spikes and everyday maintenance.
US lawmakers want cost data for building 194 more F-22s
BY: James Drew
The US House Armed Services subcommittee on tactical air and land forces wants to know how much it would cost to resume production of the Lockheed Martin F-22 Raptor air superiority fighter and it is even willing to consider export options and foreign partnerships as an offset.
The US Air Force has spent the past year denying it has any interest in restarting production of the fifth-generation stealth aircraft, which entered combat for the first time in September 2014 against the Islamic State terrorist group in Syria and Iraq. However, the subcommittee’s markup of the fiscal year 2017 defence policy bill this week notes “interest” within the US Air Force, Defense Department and Congress about “potentially restarting production of the F-22 aircraft”.
A legislative directive proposed by the committee on 19 April notes that F-22 production was capped at 187 aircraft, which is “far short of the initial programme objective of 749 aircraft as well as Air Combat Command’s stated requirement of 381 aircraft”.
The proposed language directs the air force secretary to produce an unclassified report “by not later than 1 January 2017” on the cost of building another 194 aircraft. The report must consider variables to the unit cost, such as larger or small quantities and “opportunities for foreign export and partner nation involvement” if the 1998 prohibition on the export of the F-22 advanced tactical fighter to any foreign government could be repealed.
Japan and Australia had wanted to buy the F-22A when it was still in production, but instead, the programme was cancelled in 2009 in favour of pressing ahead with the F-35 Lightning II multirole righter. The 195th and final aircraft was delivered from Marietta, Georgia in May 2012.
The legislative proposal comes as air force officials reconsider developing an expensive and time consuming “silver bullet” sixth-generation fighter jet to succeed the F-22 and F-35. Instead, it wants to develop a nearer-term “family of systems” to sustain America’s air dominance into the 2030s and beyond.
In February, an industry source said the air force had requested a "rough order of magnitude" cost estimates for resuming F-22 production, but the service denied it.
“The air force has no plan to restart F-22 production and therefore has not requested any formal cost estimates in the past year or at any other time since production shutdown,” the service said in a 19 February email. “The air force has no F-22 production restart cost data other than the very rough order of magnitude estimates outlined in the February 2011 RAND study: Retaining F-22A Tooling Options and Costs.”
According to the air force’s summary of the report, it would require approximately $2 billion to resume F-22 production, including $300-500 million in non-recurring start-up costs. Assuming a production run of 75 aircraft over five years, the estimated unit cost would be $233 million.
“The scale and cost of an F-22 production restart has been deemed too prohibitive to pursue,” the air force says.
Roderick McLean, vice-president of Lockheed’s F-16/F-22 integrated fighter group, told Flightglobal at the company’s T-50A next-generation trainer unveiling in February that the air force has asked if would be possible to resume F-22 production. Lockheed’s counterproposal to solving the F-22 capacity issue is to upgrade early-model Block 20 Raptors, which are now used for training and exercises at Tyndall AFB in Florida and Nellis AFB, Nevada. Lockheed delivered 36 F-22 Block 20s and another 149 in the combat-coded Block 30/35 configuration, not including test articles.
“This [upgrade] will allow you to potentially deploy those Block 20 aircraft because they’d have a similar capability to the remaining fleet, effectively making them combat-coded aircraft versus today where they’re just training-coded aircraft,” says McLean. “We haven’t completed the cost estimates, but it is more affordable to modernise the Block 20s compared to restarting the F-22 line. We still have the tooling, but there’s always the effort of re-engaging the supply base and going through that initial development and testing of those first units.”
McLean confirmed that any new-build Raptor would leverage the latest developments in radar and communications technology brought about by the advent of the F-35.
On the propulsion side, Pratt & Whitney has already engaged with its F119 supply base for the thrust-vectoring F119-100 supercruise engine, which propels the Raptor to Mach 2.
“The F-22 is being used a great deal, not only more than the air force had originally project but in harder manner,” P&W military engine chief Bennett Crosswell told Flightglobal in an interview on February 15. “We’ll do 32 overhauls of the F119 engine this year at our heavy maintenance centre at Tinker AFB [in Oklahoma] and next year we’ll double that – so 64 overhauls. The most F119 engines we ever delivered per year when we were in production was 57.”
He says most F119 suppliers haven’t built parts for the F-22 since it went out of production and it will require many cold-starts to boost the expected overhaul rate. Many of those same suppliers now build parts for the F135 engine, which is derived from the F119 turbofan, and are willing and able to resume F-22 parts production, Crosswell says.
Естествено пускането на конвейер на Ф-22 ще доведе до съкращаване на броя на Ф-35. Според нас съотношението ще бъде 1:3 или на всеки един нов Ф-22, ще бъдат намалени бройките на Ф-35 с три машини. Безспорно, като технологии Ф-22 остаря(все пак е проектиран преди повече от 25 години). Използването на новите технически постижение ще го направи една машина, дошла от бъдещето, но това ще стане не преди 2020 година.
Longest flying F-22 pilot takes his last flight
9:02 PM July 8, 2016
The longest flying F-22 Raptor pilot in the world took his final flight on Friday and the 477th’s Cmdr. Col. David Piffarerio said it was a bittersweet way to end a job he always wanted to do.
“I’ve always loved fighters. I grew up around them. My dad was in the Air Force,” said Pifferario. “I went to the Air Force Academy and got to basically live my dream.”
He started his career 22 years ago flying F-15s.
“I’ve loved every flight since then, I really have,” said Pifferario. “Every time I strap into the cockpit I take a deep breath and really enjoy what I’m doing.”
The last 14 years have been spent flying F-22s. He spent more time in the cockpit of a Raptor than anyone else in the world — 1,540 hours. That’s a little over nine weeks total.
Piffarerio served at Joint Base Elmendorf-Richardson for 12 years. During that time he took part in the alert mission, intercepting Russian aircraft that fly too close to Alaska air space.
On Friday, he spent one final hour in the sky.
“It was phenomenal. It was everything I could have ever asked for, dreamt of,” Piffarerio said.
He’s ready for a future with his feet on the ground. It’s a future that’s looking bright, thanks to support from his fighter group family. That family is the one thing Piffarerio says he’ll miss more than flight.
“It’s more than the aircraft, it’s the people,” he said. “It’s the relationships that you build with your maintenance, with your pilots, with everyone in your organization. That’s the part that I’m really going to miss.”
Piffarerio, his wife Jennifer and son Bryce are headed to Washington, DC where Piffarerio will attend the National War College.
Release No: CR-246-16
Dec. 23, 2016
United Technologies Corp. - Pratt and Whitney, East Hartford, Connecticut, has been awarded a $313,879,396 modification (P00180) to previously awarded contract FA8611-08-C-2896 for sustainment of F119-PW-100 engines. Contractor will provide parts necessary for engine sustainment. Work will be performed at East Hartford, Connecticut; Edwards Air Force Base, California; Elmendorf AFB, Alaska; Hickam AFB, Hawaii; Hill AFB, Utah; Holloman AFB, New Mexico; Langley AFB, Virginia; Nellis AFB, Nevada; Sheppard AFB, Texas; Tinker AFB, Oklahoma and Tyndall AFB, Florida, and is expected to be complete by Dec. 31, 2017. Fiscal 2017 operations and maintenance; and research, development, test, and evaluation funds in the amount of $51,380,834 are being obligated at the time of award. Air Force Life Cycle Management Center, Wright-Patterson AFB, Ohio, is the contracting activity (FA8611-08-C-2896).
Lockheed Martin Corp., Lockheed Martin Aeronautics Co., Fort Worth, Texas, has been awarded a $14,903,066 modification (P00712) to previously awarded contract FA8611-08-C-2897 for F-22 sustainment trainer requirements. Contractor will provide training system sustainment, system hardware modifications, and distributed mission operations federation management and integration. Work will be performed at Langley Air Force Base, Virginia; Elmendorf AFB, Alaska; Tyndall AFB, Florida; Hickam AFB, Hawaii; Sheppard AFB, Texas; and St. Louis, Missouri, and is expected to be complete by Dec. 31, 2018. Fiscal 2017 operations and maintenance funds in the amount of $1,571,582 are being obligated at the time of award. Air Force Life Cycle Management Center, Hill AFB, Utah, is the contracting activity.
First F-22 Raptor Delivered from Lockheed Martin Speedline
MARIETTA, Ga., Feb. 1, 2017 /PRNewswire/ -- Lockheed Martin Corp. [NYSE: LMT] completed the first F-22 Raptor at the company's Inlet Coating Repair (ICR) Speedline facility and delivered the aircraft back to the U.S. Air Force ahead of schedule.
The U.S. Air Force contracted Lockheed Martin to establish the Speedline in Marietta, Georgia, in August 2016 and the first F-22 arrived there in early November. A second aircraft arrived in early December 2016 and a third in late January 2017. Lockheed Martin is on contract to perform this work on a total of 12 aircraft and a follow-on contract is anticipated. Additionally, Lockheed Martin is providing modification support services, analytical condition inspections, radar cross section turntable support and antenna calibration.
Periodic maintenance is required to maintain the special exterior coatings that contribute to the 5th Generation Raptor's Very Low Observable (VLO) radar cross-section. The increase in F-22 deployments, including ongoing operational combat missions, has increased the demand for ICR.
"The inlet coatings work, coupled with future improved Low Observable materials and repair improvements, is a critical part of increasing the 325th Fighter Wing's repair capacity and combat readiness," said Lt. Col. Argie Moore, deputy commander of the 325th Maintenance Group.
Lockheed Martin provides sustainment services to the F-22 fleet through a U.S. Air Force-awarded Performance Based Logistics contract and a comprehensive weapons management program called Follow-on Agile Sustainment for the Raptor (FASTeR). As the original equipment manufacturer and support integrator for the F-22 Raptor, Lockheed Martin works closely with the U.S. Air Force to integrate a total life-cycle systems management process to ensure the Raptor fleet is ready to perform its mission.
Lockheed Martin F-22 depot work is part of a public-private partnership agreement between the Air Force and Lockheed Martin that has been in place for nearly a decade.
Pratt & Whitney F119 engine achieves 500,000 flight hours
Pratt & Whitney’s F119 engine, which powers Lockheed Martin's F-22 Raptor, has surpassed 500,000 engine flight hours. This marks a major milestone for the world’s first fifth-generation engine and the predecessor to the F-35 Lightning II’s propulsion system, the F135
The U.S. Air Force's Stealth F-22 Raptor Will Fly Until 2060
June 26, 2017
The United States Air Force is planning to keep the Lockheed Martin F-22A Raptor in service though 2060. To that end, the service is funding a series of upgrades that will keep the powerful fifth-generation air superiority relevant for decades to come. Indeed, the Pentagon’s fiscal year 2018 budget request is a down payment towards that goal.
“We plan to retain the F-22 until the 2060 timeframe, meaning a sustained effort is required to counter advancing threats that specifically target its capabilities. The FY18 budget includes 624.5 million dollars in RDT&E and $398.5 million in procurement towards this goal,” Lt. Gen. Arnold Bunch, military deputy to the Office of the Assistant Secretary of the Air Force for Acquisition, and Lt. Gen. Jerry Harris, Air Force, deputy chief of staff for plans, programs and requirements, wrote in their written testimony before the House Armed Services Committee on June 7.
As Tom McIntyre, a program analyst for F-22 requirements at Air Combat Command, told me earlier today, while the year 2060 came as a surprise to the Raptor community, the airframe will be structurally sound until at least that time.
“That came somewhat as a surprise to us,” McIntyre said. “We were not expecting 2060, but the F-22 program has a very robust structural integrity program known as ASIP (aircraft structural integrity program).”
The Raptor’s airframe is incredibly robust due to the Air Force’s extreme requirements for the design during the closing years of the Cold War. Though the F-22 was designed with an 8000-hour airframe life, real life-flying experience shows that the jet can be safely flown without modifications out to 12,000 hours at the low-end and as many as 15,000 hours on the high-end.
“Way back in the late 80s and early 90s when we designed the F-22, we had about 10 design missions that we built the structure of the aircraft around,” McIntyre said.
“That’s what during EMD [engineering, manufacturing, development] we did the full scale testing on against those missions. We came to find out we have not been flying the Raptor nearly as hard as those design missions nor as what we found out during the structural testing, so actually the airframe itself—without any service life extension program—is good out to approximately 2060.”
Nor is corrosion a factor as has been the case on the U.S. Navy’s Boeing F/A-18 Hornets. Most of the issues that the Air Force found on the Raptor were related to galvanic corrosion due to the aircraft’s stealth material. But none of the corrosion was on the critical airframe structures of the aircraft, McIntyre noted. In any case, the Air Force is taking action—which is to replace a particular conductive stealth coating—to eliminate the corrosion problem on the Raptor.
“Those corrective actions are currently being done at the depot at Hill Air Force Base,” McIntyre said.
“We’re also adding modifications to avoid future corrosion and all of those mods should be completed about mid-2020.”
Moreover, the Air Force is auditing the Sierra Army Depot to make sure that the F-22 manufacturing tooling is secure—and thus far everything is in order. The audit is 85 percent complete and thus far all of the tooling has been found. Earlier, some Air Force officials had expressed concerns that the equipment had been misplaced—however, those concerns were unfounded as it turns out.
“When you store 40,000 tools in a bunch of Connexes, it’s probably like my garage, I know something is out in it, but it takes me a while sometimes to find it,” McIntyre said.
“They’ve found no issues with finding any of the tooling.”
As for restarting the F-22 production line, that is a non-starter for the Air Force.
“The Air Force has no plans to restart the F-22 production line because it wouldn’t make economic or operational sense to do so,” Maj. Carrie Kessler, a spokeswoman for Air Combat Command told me.
The Raptor in 2060
Given that the F-22 airframe will easily make it to 2060, the question is what can the Air Force do to keep the Raptor tactically relevant into the later part of the 21st Century? The Air Force does not yet have an answer to that question, but it does have a plan to keep the Raptor relevant to the 2030s.
“We don’t have a crystal ball that goes out to 2060,” McIntyre said.
“Our organization is working the requirements for the F-22 to keep it operationally relevant for obtaining and maintaining air superiority between now and 2030.”
Potential adversaries like Russia and China are designing measures to defeat the Raptor and American air superiority writ large. What might happen is that the F-22 would partner with the sixth-generation Penetrating Counter Air (PCA) in a teaming arrangement similar to today’s partnership between fourth and fifth-generation aircraft. The Raptor would take the place of the F-15C Eagle as the lower-tier of a high-low mix with the PCA forming the upper-tier.
“When the PCA comes online, it will be designed to operate and be interoperable with fifth-generation aircraft such as the F-22 and F-35,” McIntyre said.
“There will come a time whether it is 2030, 2040 or 2050 when the F-22 will be kind of like a fourth-generation aircraft today.”
Nonetheless, based on the threats the Air Force sees becoming operational in 2019-2020, the service is looking at planning future upgrades for the F-22—however those discussions are classified.
“Those are classified capabilities,” McIntyre said.