US Route 99
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Assign by the Gray Hills while venturing up the Gros Ventre, Wyoming. Quite honestly my favorite day of last summer. There’s nothing like being able to explore somewhere new.
Nora was assigned to be wearing a "Pompadour" hairstyle.
www.beautybox.com.br/wp-content/uploads/2011/01/masl06_mi...
Sadly, I didn't have most of the required clothes (only these barbie boots!!)... hope it isn't a problem!
I decided to use something cute and kinda funny to match the scene
for the background, I used : Happy Rain by ~Snoo-Snoo (deviantart)
snoo-snoo.deviantart.com/art/Happy-Rain-178812721?q=sort%...
umbrella: colunistas.ig.com.br/flaviogomes/files/2009/04/umbrella.gif
rain drops : coloringpagesforkids.ws/wp-content/uploads/2011/06/umbrel...
I had a lot of fun editing this picture, and I honestly think its one of my best pictures ever!!
hope you like it!!!
Currently assigned to Genessee & Wyoming's Marquette Rail, the Chicago & Illinois Midland SD20 81 idles away by the coaling tower in Baldwin, Michigan shortly before a crew would show up to wye the power and build the "Baldwin Eagle" for the trip to Ludington.
Vought F4U-4 Corsair BuNo 97143 N713JT JT-416 Painted as VF-884 Navy Reserve Fighter Squadron Assigned USS Boxer on one side and on the other side its marked up as VF-653 USS Valley Forge,This aircraft was in the Korean War
Photo taken at EAA Airventure Wittman Regional Airport Oshkosh Wisconsin USA July 2022
BAJ_1919
For a couple of week back in summer 2024, CN assigned GP38-2 7512 to Coteau. I was thrilled to finally work on a 7500-serie unit, the last one having leaved Montreal-area back in 1997 when the hump at Taschereau yard was closed for good.
Since then. many 7500-serie GP38-2 were modified for road switching service even if retaining their long hood forward running configuration and the lack of cow catcher on either side.
GP38-2 7512, built as CN 5547 in 1973, slowly pull empty ties service gons from track Q045 on a sunny September morning while working L538 job.
CN L53821-18
7512 4724
Milepost 46.8 Valleyfield subdivision
Les Coteaux,QC
September 18th 2024
With CP assigning older GMD power to OCS service, shooting work trains on the railway has become a popular activity for railfans.
The SD60 leading this Herzog ballast empty near Caithness BC provides a break from the usual GE power. The trailing unit is one of three former UP SD90MACS that CP decided to patch and press into service rather then send them to be rebuilt into SD70ACU's.
Assigned to work the LUL41 local, Union Pacific SD40Ns No. 1954 and 1901 bask in the warm afternoon sun in Provo, Utah the afternoon of Feb. 7, 2021. The unit was built EMD SD40-2 No. 3571 for the UP in March 1979.
The local power assigned to CSXT L010 (formerly B731) rests in the former New Haven Readville Yard waiting for the crew to show up later to make their regular weekday turn up to Framingham and back. Six axle power is a bit unusual here these days and normally all you'll find in this small outpost is three GP40-2s, but back in Penn Central and Conrail days it was commonplace when they ran a Selkirk to Readville thru freight. CSXT 8822 is right at home here as she was blt. Sep. 1977 as CR 6413.
Readville is a neighborhood on the very southern edge of the city bordering the tony community of Milton. In fact it is 9.2 miles as the crow flies from this spot to South Station, but it's still technically in Boston! The locos sit almost on the city line and in fact the yard office just south of here out of sight to the left is actually in the down of Dedham.
Readville
Boston, Massachusetts
Wednesday April 12, 2023
The locomotive assigned to Viseu yard pilot duties on 4th October 2016 was 87-0032-0, a 450 hp 1974-built class 'L45H' and originally with the Romanian Railways (C.F.R.) depot at Alba Iulia. It was captured at the throat of the yard positioning cut logs for steam loco use and a flat wagon and fuel tank ready for forming into the following day's production train. The predominance of posts and power lines is unhelpful - it is not a new communications attachment to the loco!
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
Seats in the old auditorium … with all-natural light, believe it or not.
The Irem Temple hosted all manner of shows and events back in the day. The plan to save the old building calls for the seats to be removed from the auditorium and the building converted into several event spaces.
The task assigned to Tarduan was simple enough: kill a certain Platinus commander involved with the planning of invading Daien, and take any intelligence he could while at it. It was good money too. Tarduan's services usually went to the highest bidder. In these times of war, the government was the highest bidder.
After dispatching the guards, he rushed into the commander's quarters and slew him with a quick stroke of his sword before his target had a chance to reach for the ceremonial sword on his desk. Flipping through documents, rifling through chests and drawers, he pocketed valuable documents, even ones which were not his target. Those could be easily sold to other kingdoms for good profit. However, something caught his eye. Several maps and aged parchment scrolls describing a certain object. One of the legendary god weapons, named Athor's Gift. After quickly scanning the description, he was sure that investigating such an artifact would be worth his time. He also noted that the translations had been recorded weeks ago, meaning others would most likely be after it too. Tarduan would have to hurry.
Before hitching up the Thunderclap's cannon trailer, Long Range calls the Steel Brigade to give position assignments. Most of the GIJoes will providing escort, so the Steel Brigade are perfect choices for manning the many gun stations.
This was the version of Long Range I wanted to post a few weeks back, but the weather didn't cooperate. The gray of the '93 Frostbite body is a pretty close match to Long Range's vest, but the shoulders do not fit well. If I decide to keep him, I'll need to dremel the sockets a little.
This year I was assigned to host our doll club meeting for September. I prepared these handmade gifts to give away to the other 7 members of the club. I had to make them when my baby took her nap during the day or late at night when she’s in bed. For a whole month, I scanned, took pics, photoshopped, prototyped, printed and assembled these paper miniatures. I only made the ones you see in the pictures, and had our club members make the doll boxes as a craft project for the meeting. All effort was worth it seeing how ecstatic our club members were upon seeing their gifts.
I got the idea from Rogier Corbeau’s work during the Barbie Convention. He created this really awesome store diorama for the silent auction which sold for $3,400! Thanks to Jim Taylor too for posting his work on facebook for me to oogle at.
The shelves were made by etsy seller Mihail.
*I do not have plans of selling these as I don't want to get in trouble with mattel, but once I find the time, I am considering uploading some of the graphics so you can make them yourselves.
PHILIPPINE SEA (April 14, 2020) An F-35B Lighting II assigned to the 31st Marine Expeditionary Unit, Marine Medium Tiltrotor Squadron (VMM) 265 (Reinforced) launches at night from amphibious assault ship USS America (LHA 6). America, flagship of the America Expeditionary Strike Group, 31st Marine Expeditionary Unit team, is operating in the U.S. 7th Fleet area of operations to enhance interoperability with allies and partners and serve as a ready response force to defend peace and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 1st Class Rufus Hucks)
This B-25H, BuNo 98-21433, was assigned serial number 43-4432 when it was first accepted by the U.S. Army Air Forces in late December of 1943. As an H model, when it left the factory, it would’ve had a blunt, solid nose fitted with two fixed .50-caliber machine guns and a massive 75mm cannon, essentially the same as the main gun used on several models of the venerable M4 Sherman medium tanks. This example was the 327th B-25H model off the assembly line out of the thousand or so that were built. The airplane served the war in low-key roles as an administrative aircraft stationed at various bases in Washington, Colorado, and California. It was even at one point modified for use as a training aircraft.
The plane was sold as surplus shortly after the war ended in 1945 and changed hands several times over the next 20 years. It was even heavily modified for use as an executive transport. It spent a few years in service of Woolworth’s heiress Barbara Hutton and her husband, Dominican diplomat, race car driver, polo player, and possibly maybe assassin Porfirio Rubirosa. Then, in 1968, after a stint with Long Island Airways, Filmways, Inc. and the legendary Tallmantz Aviation got involved and decided that N10V should be in the motion pictures. As it was for many movie stars of the day, the first step was a nose job. The airplane was given a J-model greenhouse nose section, historically inaccurate but giving it a traditional look that, to some people, makes a B-25, well, a B-25. Tallmantz assembled N10V with 17 other flyable B-25s to begin production on Catch-22, director Mike Nichols’ adaptation of Joseph Heller’s bitter satire about life during WWII.
After the war, she was also one of the few B-25s to have an appearance on the silver screen. Alongside star Alan Arkin and almost every other working actor in Hollywood at the time, this B-25 played two crucial roles in the film: a VIP transport for Orson Welles’ Brig. Gen. Dreedle and a bomber named Berlin Express, complete with nose art that features the Führer Adolf Hitler himself in the middle of the crosshairs. The movie takes place in Italy; however, the scenes with the B-25s were shot at a purpose-built air base in Mexico, the remnants of which still survive today in an area known today unofficially as “Catch-22 Beach.” N10V and the other B-25s logged more than 1,500 hours of flying time during the three-month shoot, generating about 14.5 hours of film. If that ratio—flying more than 100 hours for every hour of film shot—seems remarkable, then consider that, of that 14.5 hours, just 17 minutes ended up being used in the final cut of the picture. Such are the vagaries of Hollywood economics even today.
The film was released in 1970 against the backdrop of the Vietnam War and is considered a classic by some and an acquired taste by others. Regardless, those 17 minutes of B-25 flying, particularly a mass short-interval takeoff sequence, is not to be missed. Once filming finished, Tallmantz sold 13 aircraft at an auction at Orange County airport. An orthodontist, warbird collector, and accomplished air race pilot from Merced, California, Dr. William Sherman Cooper bought N10V in May 1971. Cooper was killed in a crash while practicing aerobatics in his Pitts Special only a year later, and the B-25 was later donated to the EAA Aviation Foundation in Oshkosh, WI.
EAA staff and volunteers fully restored the airplane starting in 1975, removing the airplane’s movie livery and repainted it as the "City of Burlington," including nose art that honored the state of Wisconsin. The aircraft flew in these colors for several years, even hopping rides for visiting VIPs like Sen. Barry Goldwater, until it was damaged after a gear failure on landing. At that point, it underwent a cosmetic restoration and was moved into the EAA Aviation Museum’s Eagle Hangar, remaining there for the next few decades.
Now, fully restored in her movie star markings, Berlin Express is ready for her next mission: joining the B-17, "Aluminum Overcast," in both honoring WWII veterans and helping to inspire a new generation of aviation enthusiasts for years to come.
An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 "Eagle" and F-16 "Fighting Falcon" or the newer F-35 "Lightning II", which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G "Growler". Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 "Raptor" is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF. It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 "Phantom II" that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
Assigned to the Aerospace Engineering Test Establishment, 4 Wing Cold Lake. 2018 Oregon International Airshow, Hillsboro Oregon.
North American P-51D Mustang NL51HY N51HY 124-48192 45-11439 USAAF 45-11430 USAF Quick silver
Built in 1945 at Tulsa Oklahoma USA
during its military career it has served with 1945 with USAAF s/n 45-11439 1947 with USAF s/n 45-11430 1961 Aircraft crashed and was destroyed 1993 purchased as a restoration project 2007 Restoration was completed
Vought F4U-4 Corsair Bu 97143 N713JT JT-416 Painted as VF-884 Navy Reserve Fighter Squadron Assigned USS Boxer on one side and on the other side its marked up as VF-653 USS Valley Forge
This aircraft was in the Korean War
Photo taken at EAA Airventure Wittman Regional Airport Oshkosh Wisconsin USA July 2019
2AA_1383
Airmen assigned to the 95th Aircraft Maintenance Unit, Tyndall Air Force Base, Fla., launch Lockheed Martin F-22 "Raptor" aircraft during exercise Combat Archer at Hill Air Force Base, Utah, Aug. 18, 2016.
HILL AIR FORCE BASE, Utah -- Military exercises Combat Hammer and Combat Archer ended August 18 at Hill AFB and the Utah Test and Training Range.
During the exercises, Total Force Initiative Airmen assigned to the active-duty 95th and AF Reserve 301st Fighter Squadrons from Tyndall AFB, Fla. tested their ability to build, load, launch and employ munitions, which were dropped and fired from Tyndall Lockheed Martin F-22 Raptor aircraft.
“Our Airmen gain a tremendous opportunity to prepare for future combat operations in the F-22 by performing in these exercises,” said Lt. Col. Daniel Lehoski, 95th Fighter Squadron detachment commander. “It builds confidence in our team, aircraft, and munitions through a mission-focused effort.”
The air-to-ground and air-to-air exercises are conducted by the 83rd and 86th Fighter Weapons Squadrons here. Their purpose is to collect and analyze data on the performance of precision weapons, and to measure their suitability for use in combat.
During the exercises, Lehoski noted that Tyndall F-22s dropped 32 precision guided munitions, employed 14 air-to-air missiles, and validated AIM-9X missile employment procedures, a first for Tyndall F-22s. Operations Airmen also flew integration missions with F-35, F-16, and F-15E aircraft, enhancing their ability to provide air dominance for America.
“We are tremendously appreciative of the support we have received from Hill AFB and both the 86th and 83rd FWS for giving the Airmen of Team Tyndall the opportunity to train at Combat Hammer and Combat Archer,” said Lehoski.
Airmen and aircraft, including A-10s from Moody AFB, Ga., F-15Es from Royal Air Force Lakenheath, England, and F-16s from Shaw AFB, S.C., also participated during the past two weeks.
A U.S. Air Force Lockheed Martin F-22 Raptor flies above Royal Australian Air Force Base Tindal, Australia, March 2, 2017. Twelve Lockheed Martin F-22 Raptors and approximately 200 U.S. Air Force Airmen participated in the first Enhanced Air Cooperation, an initiative under the Force Posture Agreement between the U.S. and Australia.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 Eagle and F-16 Fighting Falcon or the newer F-35 Lightning II, which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G Growler.[60] Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP).[66] A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D.[83][84] To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 Raptor is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF.[91] It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 Phantom II that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
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Before getting into A, B, and C differences for the F-35, a short primer on how to tell an F-35 from an F-22 may help avoid an even larger fighter faux pas. After all, the F-22 and F-35 look similar as well, especially from certain angles and at a distance. Both the F-22 and F-35 have two intakes, two tails, and similar planforms.
If the two aircraft happen to be parked together, the F-22, however, is noticeably larger. The Raptor is about ten feet longer than a Lightning II. Its wingspan is about ten feet wider than an F-35A’s and F-35B’s, and roughly the same as an F-35C’s.
From behind, the twin, rectangular thrust-vectoring exhaust nozzles on the F-22 are an obvious difference. The F-35 has one round exhaust nozzle for its single engine. The geometry of the engine intakes distinguishes the two aircraft from the top and side. The Raptor’s intakes angle back. On the Lightning II, they point forward. Intake differences are visible from the front view as well. Opposing sides of the F-22’s intakes are parallel. The corners are slightly rounded. The F-35’s intake angles are sharper. A space between the intake and the fuselage, called a diverter, is found only on the Raptor as well. The F-35’s diverterless intake sits flush to the fuselage.
The single- vs. twin-engine difference plays out on the top sides of the two aircraft as well. The F-22 has two humps between the tails. The F-35 has just one. On the underside, the F-22 is much flatter with one main (though split) weapon bay with two doors. The F-35 is more rounded and has two distinct main weapon bays each with two doors. Taxiing, the F-22 sits about a foot lower than an F-35.
Context also matters. If the airplane in question is operating from an aircraft carrier, landing vertically, taking off in a very short distance, or displaying non-USAF markings, it’s not an F-22.
Context And The F-35 Variants
When it comes to distinguishing among F-35 variants, context can provide some tips as well. If the F-35 in question is being catapulted from a carrier, it’s an F-35C. If it’s landing vertically, it’s an F-35B. If it has Royal Air Force markings, it’s an F-35B. If it has international markings that aren’t associated with the RAF, it’s an F-35A (at least until another international air force procures B or C models).
Basic A, B, & C Differences
The A model is most easily distinguished from other F-35 models by the blister on the upper left side for its internal GAU-22/A Gatling-type gun. (B and C models do not have internal guns.) Like the B model, the F-35A has a smaller wing. The A model is the only F-35 variant with a refueling receptacle on its dorsal spine. The receptacle markings are clearly visible from the top view.
The B model is most easily distinguished from other F-35 models by its vertical lift system. The system comes into play at almost every viewing angle of the aircraft. Even in up-and-away (non vertical) flight, the F-35B has visual clues for the vertical lift system. The lift fan door flattens the upper surface of the F-35 just behind the cockpit, giving this model a distinctive hump. The hump is especially noticeable from front and side perspectives. The lift fan itself abbreviates the aft end of the canopy line as well.
Panel lines and markings are associated with the lift system are visible on the top and bottom sides of the F-35B. From above, panel lines for the lift fan door and the auxiliary air inlet are visible. From below, the doors for lift fan exhaust appear just behind the front landing gear doors. The aft end of the lower fuselage also has a seam for the doors that open when the three-bearing swivel duct goes into action in STOVL mode. (The A and C models have a hump in this location where their arresting/barricade tailhooks are stored.) The B model also has a diamond-shaped roll duct on the underside of each wing.
The C model is most easily distinguished from other F-35 models by its larger wing, which provides almost fifty percent more wing area than the A and B models. The hinge line for the wing fold is visible from top and bottom views. The F-35C wing has an additional control surfaces, called ailerons, on the trailing edge as well (two control surfaces on each wing instead of one). The inner control surfaces on the F-35C wing and the ones on the A and B are called flaperons. The landing gear on the F-35C is noticeable beefier. The nose gear has two tires and a launch bar that extends forward and upward from the wheels.
Another Trick: Markings
Markings can also be used to distinguish F-35 variants. US Air Force markings equate to the A model. US Marines to the B or C model. (The Marine Corps is purchasing eighty C models.) And US Navy to the C model only. The Air Force puts the aircraft identification number, or serial number, on the tail (F-35A). The US Marines and Navy put their identification numbers, called Bureau numbers, on the empennage just below the horizontal tails. To make identification somewhat easier, the F-35 variant designation appears just above the bureau number for the US Marine Corps and Navy. Unfortunately, because of their location these markings are not apparent in most photos. International operators have their own specific requirements for markings.
Other Notes
As noted in a previous Code One article, Norwegian F-35s will be distinguishable by a small, aerodynamically clean bump on the upper fuselage between the two vertical tails. The bump contains a dragchute.
Nosebooms are peculiar to flight test F-35s dedicated to flight sciences testing.
The major differences between the X-35 demonstrator aircraft, which are no longer flying, and F-35 were covered in another previous Code One article.
Basic Cheat Sheet
The F-35A has a small wing, full canopy, gun blister on the left upper side, and aerial refueling receptacle markings on its dorsal. It has no panel lines or markings associated with a STOVL lift system.
The F-35B has a small wing, distinctive fuselage hump and abbreviated canopy (thanks to the lift fan), refueling probe on the right side, and numerous markings, panel lines, and actual hardware associated with its vertical lift system.
The F-35C has the big wing, wing folds, ailerons, full canopy, refueling probe on the right side, and a launch bar and two tires on the front landing gear. If the aircraft has Navy markings, it’s an F-35C.
Marines assigned to 3rd Battalion, 3rd Marine Regiment, board a CH-53E Super Stallion helicopter assigned to Marine Heavy Helicopter Squadron 463 for extraction from Landing Zone Canes, Hawaii, April 29, 2016. HMH-463 conducted personnel extraction and insertion in support of 3rd Battalion, 3rd Marine Regiment during their Marine Corps Combat Readiness Evaluation.
(U.S. Marine Corps photo by Lance Cpl. Julian A. Temblador)
Soldiers assigned to the 3d U.S. Infantry Regiment (The Old Guard) graduate from the Basic Horsemanship Course for the United States Army Caisson Platoon at Joint Base Myer-Henderson Hall, Virginia, Nov. 30, 2018. (U.S. Army Photos by Spc. Jacob Plank)