Jun 21, 2017 - The F-22 Raptor program was discontinued in 2009 by Secretary of Defense. HASC chairman Mac Thornberry and others in Congress argued that. And Lockheed Martin's facilities capable of manufacturing stealth fighters. F22 Wallpaper 1080p Ak f 22 raptor wallpaper 969x481. Mac os lion ps wallpaper res wallpaper mac hd 1080p apple leopard 1920x1080 View. Lockheed Martin F 22 Raptor Wallpapers HD Download 1920x1080. Lockheed Martin F 22 Raptor wallpaper 1920x1200 jpg 1920x1200 View.
The Lockheed Martin/Boeing F-22 Raptor is a single-seat, that uses. It was designed primarily as an, but has additional capabilities that include, and roles. Is the prime contractor and is responsible for the majority of the airframe, weapon systems and final assembly of the F-22. Program partner provides the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 during the years prior to formally entering USAF service in December 2005 as the F-22A. Despite a protracted and costly development period, the considers the F-22 a critical component of U.S. Tactical air power, and claims that the aircraft is unmatched by any known or projected fighter. Lockheed Martin claims that the Raptor's combination of stealth, speed, agility, precision and situational awareness, combined with air-to-air and air-to-ground combat capabilities, makes it the best overall fighter in the world today. Air Chief Marshal, former Chief of the, said in 2004 that the 'F-22 will be the most outstanding fighter plane ever built.' The high cost of the aircraft, a lack of clear air-to-air combat missions because of delays in the Russian and Chinese fifth-generation fighter programs, a U.S. Ban on Raptor exports, and the ongoing development of the planned cheaper and more versatile resulted in calls to end F-22 production.
In April 2009, the proposed to cease placing new orders, subject to Congressional approval, for a final procurement tally of 187 operational aircraft. The lacked funding for further F-22 production. The final F-22 rolled off the assembly line on 13 December 2011 during a ceremony at.
Starting in 2010, the F-22 was plagued by problems with its pilot oxygen systems which contributed to one crash and death of a pilot. In 2011 the fleet was grounded for four months before resuming flight operations, but reports of oxygen systems issues have continued. In July 2012, the Air Force announced that the hypoxia-like symptoms experienced were caused by a faulty valve in the pilots' pressure vest; the valve was replaced and changes to the filtration system were also made.
An F-22 during takeoff, at Elmendorf AFB, In 1981 the U.S. Air Force developed a requirement for an (ATF) as a new air superiority fighter to replace the.
This was influenced by the emerging worldwide threats, including development and proliferation of Soviet - and -class fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon including, lightweight, advanced flight-control systems, more powerful propulsion systems,. A (RFP) was issued in July 1986 and two contractor teams, Lockheed// and /, were selected on 31 October 1986 to undertake a 50-month demonstration phase, culminating in the flight test of two prototypes, the and the.
Each design team produced two prototypes featuring one of two engine options, one featuring. The with vectored thrust permits a tighter turning radius, a valuable capability in. The ATF's increasing weight and cost drove out some features during development.
A dedicated (IRST) system was downgraded from multi-color to single color and then deleted, the were deleted and the requirement was downgraded from a fresh design to the existing. On 23 April 1991, the YF-22 was then announced by as the winner of the ATF competition. The YF-23 design was more stealthy and faster, but the YF-22 was more agile.
The aviation press speculated that the YF-22 was also more adaptable to the Navy's Navalized Advanced Tactical Fighter (NATF), but the U.S. Navy abandoned NATF by 1992.
In 1991, the air force planned to buy 650 aircraft. Production and procurement.
The first operational F-22 Raptor is painted at the Lockheed Martin assembly plant at, The production F-22 model was unveiled on 9 April 1997 at Lockheed Georgia Co., Georgia. It first flew on 7 September 1997.
The first production F-22 was delivered to, on 7 January 2003. In 2006 the Raptor's development team, composed of and over 1,000 other companies, plus the, won the, American aviation's most prestigious award. In 2006, the USAF sought to acquire 381 F-22s, to be divided among seven active duty combat squadrons and three integrated and squadrons. Several design changes were made from the YF-22 for production. The swept-back angle on the wing's leading edge was decreased from 48° to 42°, while the vertical stabilizer area was decreased by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (178 mm), and the engine intakes were moved rearward 14 inches (356 mm). The shape of the wing and trailing edges was refined to improve aerodynamics, strength, and stealth characteristics.
Also, the vertical stabilizer was shifted rearward. During the development process the aircraft continued to gain weight at the cost of range and aerodynamic performance, even as capabilities were deleted or delayed in the name of affordability. F-22 production was split up over many subcontractors across 46 states, in a strategy to increase Congressional support for the program.
However the production split, along with the implementation of several new technologies were likely responsible for increased costs and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total project cost. Each aircraft required '1,000 subcontractors and suppliers and 95,000 workers' to build. The F-22 was in production for 15 years, at a rate of roughly two per month. Two F-22s during flight testing, the upper one being the first EMD F-22, 'Raptor 01' The United States Air Force originally planned to order 750 ATFs at a cost of $26.2 billion, with production beginning in 1994; however, the 1990 Major Aircraft Review led by Defense Secretary altered the plan to 648 aircraft beginning in 1996.
The goal changed again in 1994, when it became 438 aircraft entering service in 2003 or 2004, but a 1997 report put the purchase at 339. In 2003, the Air Force said that the existing congressional cost cap limited the purchase to 277. In December 2004, the Department of Defense reduced procurement funding so only 183 aircraft could be bought. The Pentagon stated the reduction to 183 fighters would save $15 billion but raise the cost of each aircraft; this was implemented in the form of a multi-year procurement plan, which allowed for further orders later. The total cost of the program by 2006 was $62 billion. In April 2006, the cost of the F-22 was assessed by the to be $361 million per aircraft. By April 2006, $28 billion had been invested in F-22 development and testing; while the Unit Procurement Cost was estimated at $177.6 million in 2006, based on a production run of 181 aircraft.
It was estimated by the end of production, $34 billion will have been spent on procurement, resulting in a total program cost of $62 billion, around $339 million per aircraft. The for an additional F-22 was estimated at about $138 million. In March 2012, the GAO increased the estimated cost to $412 million per aircraft. Upgrades On 5 January 2001, Raptor 4005 flew with the Block 3.0 software, which was the first combat-capable avionics version. In June 2009, Increment 3.1 was tested at Edwards Air Force Base. This provided a basic ground-attack capability through mapping, and the.
The Increment 3.1 Modification Team with the 412th Test Wing received the Chief of Staff Team Excellence Award for upgrading 149 Raptors. The fleet upgrade should start at the end of 2011. An additional $808 million will be spent in 2013 to implement the 3.1 upgrade. The first upgraded aircraft were delivered in early 2012. F-22 Raptor, Andrews Air Force Base Increment 3.2 was to add an improved SDB capability, an automatic ground collision avoidance system for low level operations (no longer planned) and enable use of the and missiles. However, a has been deferred by technical issues.
Increment 3.2 was expected to be fielded in FY15, possibly including the (MADL). In July 2009, the USAF announced the modification of three business jets with the interim (BACN) to allow communication between F-22s and other platforms until MADL is installed.
In March 2010, the USAF accelerated software portions of the Increment 3.2 upgrades to be completed in FY 2013, other upgrades will be completed later. Upgrading the first 183 aircraft to the 3.2 upgrade is estimated to cost $8 billion. In May 2009, Gen.
Schwartz and Air Force Secretary Michael B. Donley gave testimony to Congress that this would be paid for through the early retirement of legacy fighters. A total of 249 fourth-generation fighters were retired during Fiscal Year 2010. On 16 September 2009, Gates said 'Our commitment to this aircraft is underscored by the 6 and-a half billion dollars. To upgrade the existing F-22 fleet to be fully mission-capable.'
The USAF opened the Raptor enhancement, development and integration (REDI) contract to other bidders in January 2011 with a total budget of $16 billion. On 18 November 2011, the upgrade contract with Lockheed Martin was increased by $1.4 billion to a maximum value of $7.4 billion. This increment opens the way for further upgrades in 2012. The $11.7 billion allocated for the planned upgrades to the 3.2B level (of which $5.5 billion has been spent) includes almost $2 billion for structural repairs and reliability issues, but does not include related infrastructure costs. One of the goals of the reliability costs is to raise the fleet availability rate from its current level of 55.5% to 70.6% by 2015.
The 3.2C level upgrades will be bid out as a separate project. Lockheed Martin has proposed upgrades to add capabilities from the newer F-35. Elements such as MADL are delayed until the F-35 program is completed to reduce risk. One upgrade from the F-35 is new high-durability stealth coatings to lower maintenance. The software language was blamed for slow progress and increased costs on the program, leading to a reorganization in 2011. Increment 3.2A in 2014 focuses on electronic warfare, communications and identification. Increment 3.2B in 2017 will support the AIM-9X and AIM-120D missiles.
Increment 3.2C in 2019 may migrate some avionics to an open platform, allowing features to be added by various companies. Lockheed Martin is working on upgrading the AN/AAR-56 Missile Launch Detector (MLD) to provide situational awareness and defensive Infrared Search and Track similar to the F-35's SAIRST. The current upgrade schedule is:. Increment 3.1 now entering service adds capabilities for SDB, SAR, and electronic attack. Update 4 in 2012 will add a rudimentary capability for the AIM-120D. Increment 3.2A will be fielded in 2014 with and electronic warfare improvements. (The Link 16 receive capability has been moved up to 2013.).
Also by May 30, 2015 an automatic backup oxygen supply will be installed on all aircraft. Update 5 in 2015 will add an initial capability for the AIM-9X. In 2016 the fleet will be upgraded to 36 Block 20 training aircraft and 149 Block 30/35 operational aircraft. Increment 3.2B in 2018 will add full capability for the air to air missiles, and 'significantly improved ground threat geolocation'. This schedule has slipped seven years because of 'requirements and funding instability'. Because of this delay the upgrade will be applied to fielded aircraft that have already consumed a significant fraction of their useful airframe lifespan. Increment 3.2C was renamed 3.3 and while it is still being defined, it will include air traffic control updates.
Features not currently planned for addition or upgrades include:. The previously planned side-mounted AESA radar arrays. Infrared search and track (IRST). Helmet-mounted sight.
Powered air to surface missiles, the GBU-53 Small Diameter Bomb II, or other systems capable of engaging moving ground targets Because of these limitations, the Raptor will be unable to use the off-boresite and lock-on after launch features of its missiles. The Raptor were designed with a lifespan of 30 years and 8000 flight hours, but to achieve this goal required a $100 million 'structures retrofit program'. Investigations are being made for upgrades to extend their useful lives further.
The F-22 is expected to eventually be replaced by the fighter from the program. While no definitive, single cause has been found for the frequent oxygen deprivation issues that have killed at least one pilot, the F-22 will be upgraded with a 10 pound backup oxygen system, software upgrades and oxygen sensors to allow the pilots to operate normally in spite of the problem. Due to frequent stand downs during the investigation, the F-22 fleet averaged less than eight flight hours per month over 2011.
In early 2013 the faulty flight vest valves will be replaced in the field, lifting the altitude restrictions, and once a backup oxygen system is installed the distance restrictions will be lifted, allowing F-22s to resume their air sovereignty missions over Alaska. In February 2013 Lockheed's upgrade contract was modified to include the 3.2B features.
This brought the total upgrade cost for the fleet to $6.9 billion (including work already done) and the upgrade work is expected to be completed by 2023. The 3.2C features were moved to a 3.3 upgrade to be decided later.
The USAF was to evaluate the Visionix Scorpion helmet-mounted cueing system (HMCS) for use on the F-22 in order to enable the use of high off-boresight missile launches, however this was canceled when the US House failed to find the needed revenues to offset sequestration. F-22 Raptor flying with its engines on full afterburner The F-22 Raptor is a that is considered a fourth-generation by the USAF. Its dual incorporate, with a range of ±20 degrees.
The maximum thrust is, though most sources place it at about 35,000 (156 kN) per engine. Maximum speed, without external weapons, is estimated to be 1.82 in mode, as demonstrated by, former U.S. Air Force Chief of Staff, when his Raptor exceeded Mach 1.7 without afterburners on 13 January 2005. With afterburners, it is 'greater than Mach 2.0' (greater than 1,317 mph, 2,120 km/h). Former Lockheed chief test pilot Paul Metz stated that the Raptor has a fixed inlet, as opposed to, and that the F-22 has a greater climb rate than the F-15, despite the F-15's higher of 1.2:1 (the F-22 has a ratio closer to 1:1). Air Force claims that the Raptor cannot be matched by any known or projected fighter types, and Lockheed Martin claims: 'the F-22 is the only aircraft that blends supercruise speed, super-agility, stealth and sensor fusion into a single air dominance platform.' F-22 Raptor flight demonstration video The ability of airframes to withstand both stress and heat is a major design factor, thus the F-22 makes use of various materials.
The use of internal weapons bays allows the aircraft to maintain a comparatively higher performance while carrying a heavy payload over many other aircraft due to a lack of drag from external stores. It is one of only a few aircraft that can or sustain flight without the use of afterburners, which consume vastly more fuel. The F-22 can intercept time-critical or rapidly moving targets that a subsonic aircraft would not have the speed to follow and an afterburner-dependent aircraft would lack fuel to reach. The F-22 is highly maneuverable, at both supersonic and speeds. It is extremely, enabling it to remain controllable at extreme pilot inputs. The Raptor's nozzles allow the aircraft to turn tightly, and perform extremely high alpha maneuvers such as the (or J-turn), and the.
The F-22 is also capable of maintaining a constant angle of attack of over 60°, yet still having some control of roll. During June 2006 exercises in, F-22 pilots demonstrated that cruise altitude has a significant effect on combat performance, and routinely attributed their altitude advantage as a major factor in achieving an unblemished kill ratio against other U.S. Fighters and 4th/4.5th generation fighters. The F-22 has a unique combination of speed, altitude, agility, sensor fusion and stealth that all work together to increase its effectiveness. Altitude plus advanced active and passive electronic warfare systems allow the F-22 to spot targets for its own weapons at considerable ranges. Altitude plus speed increases the reach of the F-22's own weapons. Altitude naturally increases the range from ground based defenses, which increases the effectiveness of stealth, and when combined with speed reduces the time defensive systems have to react to the F-22's attacks.
Avionics The F-22's avionics include (RWR) AN/ALR-94, AN/AAR 56 Infra-Red and Ultra-Violet MAWS (Missile Approach Warning System) and the (AESA) radar. The AN/ALR-94 is a passive receiver system to detect radar signals; composed of more than 30 antennas blended into the wings and fuselage that provide all around coverage. It was described by Tom Burbage, former F-22 program head at Lockheed Martin, as 'the most technically complex piece of equipment on the aircraft.' It has a greater range (250+ ) than the radar, allowing the F-22 to limit its own radar emissions to maximise stealth. As a target approaches, the receiver can cue the AN/APG-77 radar to track the target with a narrow beam, which can be as focused down to 2 ° by 2 ° in azimuth and elevation.
The AN/APG-77 AESA radar The AN/APG-77 radar, designed for air superiority and strike operations, features a low-observable, active-aperture, electronically-scanned array that can track multiple targets in any weather. The AN/APG-77 changes frequencies more than 1,000 times per second to. Additionally, radar emissions can be focused in an electronic-attack capability to overload enemy sensors. The radar's information is processed by two Common Integrated Processor (CIP)s. Each CIP can process 10.5 billion and has 300 of memory. Information can be gathered from the radar and other onboard and offboard systems, filtered by the CIP, and offered in easy-to-digest ways on several cockpit displays, enabling the pilot to remain on top of complicated situations. The F-22's avionics software has some 1.7 million, the majority involving processing data from the radar.
The radar has an estimated range of 125–150 miles, though planned upgrades will allow a range of 250 miles (400 km) or more in narrow beams. In 2007, tests by Northrop Grumman, Lockheed Martin, and enabled the system of a Raptor to act like a access point, able to transmit data at 548 megabits per second and receive at gigabit speed; this is far faster than the system used by U.S. And allied aircraft, which transfers data at just over 1 Mbit/s.
The F-22 has a threat detection and identification capability comparative with the. The F-22's stealth allows it to safely operate far closer to the battlefield, compensating for the reduced capability. The F-22 is capable of functioning as a 'mini-', however the radar is less powerful than dedicated platforms such as the. The F-22 allows its pilot to designate targets for cooperating F-15s and F-16s, and determine whether two friendly aircraft are targeting the same aircraft. This radar system can sometimes identify targets 'many times quicker than the AWACS'. The radar is capable of high-bandwidth data transmission; conventional radio 'chatter' can be reduced via these alternative means.
The data bus developed for the F-22 was derived from the commercial IEEE-1394 'FireWire' bus system. Sensor fusion combines data from all onboard and offboard sensors into a common view to prevent the pilot from being overwhelmed. In a critical article former Navy Secretary John Lehman wrote 'at least the F-22s are safe from cyberattack. No one in China knows how to program the '83 vintage IBM software that runs them.'
Former Secretary of the USAF blamed the use of the DoD's as a reason for cost overruns and schedule slippages on many major military projects, including the F-22 Raptor. The F-22 uses the operating system from, which is also used on the F-35, several commercial airliners and the.
However cyberattacks on Lockheed Martin's subcontractors have raised doubts about the security of the F-22's systems and its usefulness in combat as a result. Has said that the F-22 can datalink with the. Cockpit of the F-22, showing instruments, head up display and throttle top (lower left) The F-22 features a with no analog flight instruments. The primary flight controls are a force-sensitive controller and a pair of throttles. The monochrome offers a wide field of view and serves as a primary flight instrument for the pilot; information is also displayed upon six color (LCD) panels. The canopy's dimensions are approximately 140 inches long, 45 inches wide, and 27 inches tall (355 cm x 115 cm x 69 cm) and weighs 360 pounds. In August 2006, the Air Force Packaging Technology Engineering Facility (AFPTEF) was tasked with the design of a new shipping and storage container for the fragile F-22 Canopy.
The Raptor has integrated radio functionality for communicating on standard frequencies, the signal processing systems are virtualised rather than a separated hardware module. Radio functions are inactive during the strictest emissions control protocols ( level) to maintain stealth; at lower EMCON levels the pilot may use the radio at will. There has been several media reports on the F-22's inability to communicate with other aircraft and funding cuts on integrating the new datalinking standard,. Voice communication is possible, but not data transfer yet.
However, the (JTRS), the software-defined radio project, was cancelled in October 2011 (before delivery to the F-22). The integrated control panel (ICP) is a keypad system for entering communications, navigation, and autopilot data. Two 3 in × 4 in (7.6 cm × 10 cm) up-front displays located around the ICP are used to display integrated caution advisory/warning data, communications, navigation and identification (CNI) data and also serve as the stand-by flight instrumentation group and fuel quantity indicator. The stand-by flight group displays an, for basic. The 8 in × 8 in (20 cm × 20 cm) (PMFD) is located under the ICP, and is used for navigation and situation assessment. Three 6.25 in × 6.25 in (15.9 cm × 15.9 cm) secondary multi-function displays are located around the PMFD for tactical information and stores management.
The ejection seat is a version of the (Advanced Concept Ejection Seat) commonly used in USAF aircraft, with a center-mounted ejection control. The F-22 has a complex. Components include the on-board oxygen generation system (OBOGS), protective pilot garments, and a breathing regulator/anti-g valve controlling flow and pressure to the pilot's mask and garments. The protective garments are designed to protect against chemical/biological hazards and, to counter and low pressure at high altitudes, and to provide thermal relief. It was developed under the Advanced Technology Anti-G Suit (ATAGS) project. Suspicions regarding the performance of the OBOGS and life support equipment have been raised by several crashes. The USAF initially wanted the aircraft to use (DVI) controls.
This was finally judged too technically risky and was abandoned. An F-22 fires an The Raptor has three internal weapons bays: a large bay on the bottom of the fuselage, and two smaller bays on the sides of the fuselage, aft of the engine intakes. It can carry six compressed-carriage medium range missiles in the center bay and one short range missile in each of the two side bays. Four of the medium range missiles can be replaced with two bomb racks that can each carry one medium-size bomb or four small diameter bombs. Carrying missiles and bombs internally maintains its capability and maintains lower drag resulting in higher top speeds and longer combat ranges. Launching missiles requires opening the weapons bay doors for less than a second, while the missiles are pushed clear of the airframe by hydraulic arms. This reduces the Raptor's chance of detection by enemy radar systems due to launched ordnance and also allows the F-22 to launch long range missiles while maintaining supercruise.
The F-22 can also carry air-to-surface weapons such as bombs with (JDAM) guidance and the, but cannot self-designate for laser-guided weapons. Air-to-surface ordnance is limited to 2,000 lb (compared to 17,000 lb of F/A-18).
Lockheed Martin F 22 Raptor
The Raptor has an 20 mm in the right wing root. The M61A2 carries 480 rounds; enough ammunition for approximately five seconds of sustained fire. The opening for the cannon's firing barrel is covered by a door when not in use to maximise stealth.
The F-22 has been able to close to gun range in training dogfights while avoiding detection. The cannon fire is tracked by the aircraft's radar and displayed on the pilot's head up display. For stealth, the F-22 carries weapons in internal bays. The doors for the center bay and smaller side bays are open showing the six LAU-142/A AMRAAM Vertical Ejection Launchers (AVEL).
The Raptor's very high sustained cruise speed and operational altitude add significantly to the effective range of both air-to-air and air-to-surface munitions. This gives it a 40% greater employment range for air to air missiles than the F-35. The USAF plans to procure the, reported to have a 50% increase in range compared to the AIM-120C. While specific figures remain classified, it is expected that JDAMs employed by F-22s will have twice or more the effective range of munitions dropped by legacy platforms.
In testing, a Raptor dropped a 1,000 lb (450 kg) unpowered, free-fall JDAM from 50,000 feet (15,000 m), while cruising at Mach 1.5, striking a moving target 24 miles (39 km) away. This reach advantage of the F-22 has been cited by Robert Gottliebsen as sufficient reason for Australia to reject the F-35 in favor of a F-22 that has been updated with F-35 systems. While the F-22 typically carries its weapons internally, the wings include four, each rated to handle 5,000 lb (2,300 kg). Each hardpoint has a pylon that can carry a detachable 600 gallon fuel tank or a launcher holding two air-air missiles.
However, the use of external stores has a detrimental effect on the F-22's stealth, maneuverability and speed. The two inner hardpoints are 'plumbed' for external fuel tanks; the hardpoints can be jettisoned in flight so the fighter can maximise its stealth after exhausting external stores. A stealth ordnance pod and pylon is being developed to carry additional weapons internally. Stealth The of the F-22 is due to a combination of factors, including the overall shape of the aircraft, the use of radar absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. However, reduced radar cross section is one of five facets of presence reduction addressed in the designing of the F-22. The F-22 was designed to disguise its infrared emissions, reducing the threat of ('heat seeking') or, including its flat thrust vectoring nozzles.
The aircraft was designed to be less visible to the naked eye; radio, heat and noise emissions are equally controlled. F-22 with external weapons pylons. The F-22 reportedly relies less on maintenance-intensive radar absorbent coatings than previous stealth designs like the. These materials are susceptible to adverse weather conditions. Unlike the, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 features a Signature Assessment System which delivers warnings when the radar signature is degraded and has necessitated repair. The exact (RCS) remains classified; however, in 2009 Lockheed Martin released information indicating it to have a RCS (from certain angles) of −40 – the equivalent radar reflection of a 'steel marble'.
Effectively maintaining the stealth features can decrease the F-22's 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 visibility.
Furthermore, stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft., employed by weather radars and ground warning stations, are alleged to be less affected by stealth technologies and are thus more capable as detection platforms. Rebecca Grant states that while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, interception cannot be reliably vectored to attack the aircraft. The F-22 also includes measures designed to minimize its detection by infrared, including special paint and active cooling of leading edges to deal with the heat buildup encountered during supercruise flight. Variants. – pre-production version used for testing and evaluation.
Two were built. F-22A – single-seat production version. Was designated 'F/A-22A' in early 2000s. F-22B – planned two-seat variant, but was dropped in 1996 to save development costs.
Naval F-22 variant – a carrier-borne variant of the F-22 with for the 's (NATF) program to replace the. Program was canceled in 1993. USAF poster overview of key features and armament Armament. Guns: 1× (0.787 in) in starboard wing root, 480 rounds. Air to air loadout:.
6×. 2×. Air to ground loadout:. 2× and. 2× for, and one of the following:. 2× 1,000 lb (450 kg) or. 8× 250 lb (110 kg).: 4× under-wing pylon stations can be fitted to carry 600 U.S.
Or weapons, each with a capacity of 5,000 lb (2,268 kg). Avionics. RWR : 250 (463 km) or more.: 125–150 miles (200–240 km) against 1 m 2 (11 sq ft) targets (estimated range). MJU-39/40 flares for protection against IR missiles.
C-141 Starlifter A United States Air Force C-141C of the in 2003 Role Manufacturer First flight 17 December 1963 Introduction April 1965 Retired May 2006 Primary users Produced 1963–1968 Number built 285 The Lockheed C-141 Starlifter was a military that served with the (MATS), its successor organization the (MAC), and finally the (AMC) of the (USAF). The aircraft also served with airlift and air mobility wings of the (AFRES), later renamed (AFRC), the (ANG) and, later, one air mobility wing of the (AETC) dedicated to C-141, and training. Introduced to replace slower propeller driven cargo planes such as the and, the C-141 was designed to requirements set in 1960 and first flew in 1963. Production deliveries of an eventual 285 planes began in 1965: 284 for the Air Force, and one for the (NASA) for use as an airborne observatory. The aircraft remained in service for over 40 years until the USAF withdrew the last C-141s from service in 2006, after replacing the airlifter with the. This section needs additional citations for. Unsourced material may be challenged and removed.
(September 2011) In the early 1960s, the United States Air Force's (MATS) relied on a substantial number of propeller-driven aircraft for strategic airlift. As these aircraft were mostly obsolescent designs and the Air Force needed the benefits of jet power, the USAF ordered 48 as an interim step. The C-135 was a useful stop-gap, but only had side-loading doors and much of the bulky and oversize equipment employed by the would not fit. In the spring of 1960 the Air Force released Specific Operational Requirement 182, calling for a new aircraft that would be capable of performing both strategic and tactical airlift missions. The strategic role demanded that the aircraft be capable of missions with a radius of at least 3,500 nautical miles (6,500 km) with a 60,000 pounds (27,000 kg) load. The tactical role required it to be able to perform low-altitude air drops of supplies, as well as carry and drop combat paratroops. Several companies responded to SOR 182, including,.
Early C-141As of, at, Australia supporting the visit of President, 22 October 1966. Lockheed responded to the requirement with a unique design: the Lockheed Model 300, the first large jet designed from the start to carry freight.
The Model 300 had a swept high-mounted wing with four 21,000 pounds-force (93 kN) thrust turbofan engines pod-mounted below the wings. An important aspect was the cabin's floor height of only 50 inches (130 cm) above the ground, allowing easy access to the cabin through the rear doors.
The two rear side doors were designed to allow the aircraft to drop paratroops (in August 1965 the aircraft performed the first paratroop drop from a jet-powered aircraft). The rear cargo doors could be opened in flight for airborne cargo drops. The high-mounted wings gave internal clearance in the cargo compartment of 10 feet (3.0 m) wide, 9 ft (2.7 m) high and 70 ft (21 m) long. The size enabled the Starlifter to carry, for example, a complete intercontinental ballistic missile in its container. The aircraft was capable of carrying a maximum of 70,847 pounds (32,136 kg) over short distances, and up to 92,000 pounds (42,000 kg) in the version configured to carry the Minuteman, which lacked other equipment. The aircraft could also carry up to 154 troops, 123 paratroops or 80 litter patients.
The is unloaded from a C-141 at, July 27, 1969. President 's first official act after his inauguration was to order the development of the Lockheed 300 on 13 March 1961, with a contract for five aircraft for test and evaluation to be designated the C-141. One unusual aspect of the aircraft was that it was designed to meet both military and civil airworthiness standards.
Lockheed Martin F 22 Raptor Cost
The prototype C-141A serial number 61-2775 was manufactured and assembled in record time. The prototype was rolled out of the Lockheed factory at Marietta, Georgia on 22 August 1963 and first flew on 17 December, the 60th anniversary of the Wright brothers' first flight. The company and the Air Force then started an operational testing program and the delivery of 284 aircraft. An effort to sell the aircraft on the civilian market resulted in provisional orders from and for four aircraft each.
These were to be a stretched version, 37 feet (11 m) longer than the C-141A, and marketed as the L-300 SuperstarLifter. Other changes were also incorporated to make it more commercial, including a different yoke.
The development was not sustained and only one civilian demonstration aircraft was built. When no commercial sales were made Lockheed donated the aircraft to. Operational history. This section needs additional citations for. Unsourced material may be challenged and removed.
(September 2011) The prototype and development aircraft then began an intensive operational testing program including the first delivery to MATS (63-8078) on 19 October 1964 to the 1707th Air Transport Wing, Heavy (Training), Oklahoma. Testing continued and a Federal Aviation Authority type certificate was awarded on 29 January 1965. The first delivery to an operational unit (63-8088) was made on 23 April 1965 to the 44th Air Transport Squadron, 1501st Air Transport Wing, California. Although operational testing continued, due to the United States' military involvement in South Vietnam, the C-141 was soon employed in operational sorties to the combat zone. On 8 January 1966, following the disestablishment of MATS, all C-141s were transferred to the newly established (MAC). C-141 participating in In October 1973, C-141s and C-5s airlifted supplies from the United States to Israel during the 1973 as part of.
Over the course of the operation, C-141s flew 422 missions and carried a total of 10,754 tons of cargo. The first strategic airlift flight of was flown by a MAC C-141 of the out of, SC, on 7 August 1990. The C-141 proved to be a workhorse airlifter of Operations Desert Shield and, flying 159,462 short tons (144,661,000 kg) of cargo and 93,126 passengers during 8,536 airlift missions. On 1 June 1992, following the disestablishment of Military Airlift Command, all C-141s and the airlift wings to which they were assigned were transferred to the newly established Air Mobility Command (AMC). (AFRC) and (ANG) C-141s and units were also transferred to AMC. Hanoi Taxi flying over the in December 2005.
In 1994 one of the aircraft at Wright-Patterson AFB was identified by its crew chief as the (AF Serial Number 66-0177), the first aircraft to land in North Vietnam in 1973 for in the final days of the, to from. Between 1996 and 1998 a C-141A was used as a towing aircraft in the to demonstrate the possibility of using aerotow systems to bring towed winged vehicles to sufficient altitude to launch small satellites, the ultimate goal was to lower the cost of space launches.
Six successful tests were flown with a modified (the QF variant) in tow, with the QF-106 piloted by Mark Stucky. A similar system can be seen in, whereby atmospheric engines carry a rocket-engined 'second stage' to high altitude for launch. On 16 September 2004, the C-141 left service with all active duty USAF units, being confined to Air Force Reserve and Air National Guard units for the remainder of its operational service life. As of 25 September 2005, there were only eight C-141 aircraft still flying, all from the Air Force Reserve's (445 AW) at.
In 2004, 2005, and 2006, the C-141s assigned to the 445 AW participated in missions to and, mostly for the medical evacuation of wounded service members. The last eight C-141s were officially retired in 2006. In 2005, Hanoi Taxi and other aircraft were marshalled by the Air Force to provide evacuation for those seeking refuge from. This aircraft and others evacuated thousands of people, including the of hundreds of ill and injured. With the 5 May 2005 announcement of the retirement of these last eight C-141s, the Hanoi Taxi embarked on a series of flights, giving veterans, some of whom flew out of POW captivity in Vietnam in this aircraft, the opportunity to experience one more flight before retirement. On 6 May 2006, the Hanoi Taxi landed for the last time and was received in a formal retirement ceremony at the National Museum of the United States Air Force, located at Wright-Patterson Air Force Base near. 15 aircraft including the 'Hanoi Taxi' are now on static display at various air museums around the United States, all the remaining airframes retired to the 'boneyard' at Davis-Monthan AFB, Arizona have been scrapped.
Variants C-141A. Cockpit of early C-141 on display at The original Starlifter model, designated C-141A, could carry 154 passengers, 123 paratroopers or 80 litters for wounded with seating for 16. A total of 284 A-models were built.
The C-141A entered service in April 1965. It was soon discovered that the aircraft's volume capacity was relatively low in comparison to its lifting capacity; it generally ran out of physical space before it hit its weight limit.
The C-141A could carry ten standard and had a total cargo capacity of 62,700 pounds (28,400 kg). It could also carry specialized cargoes, such as the. NASA obtained Lockheed's C-141 demonstrator, designated L-300. The airplane was modified to house the telescope for use at very high altitudes. This aircraft, NC-141A is in storage at, California. It was eventually replaced by a 747SP.
C-141B. A lengthened C-141B in front of a C-141A In service, the C-141 proved to 'bulk out' before it 'grossed out', meaning that it often had additional lift capacity that went wasted because the cargo hold was full before the plane's weight capacity had been reached. To correct the perceived deficiencies of the original model and utilize the C-141 to the fullest of its capabilities, 270 in-service C-141As (most of the fleet) were stretched, adding needed payload volume. The conversion program took place between 1977 and 1982, with first delivery taking place in December 1979. These modified aircraft were designated C-141B. It was estimated that this stretching program was equivalent to buying 90 new aircraft, in terms of increased capacity. Also added was a boom receptacle for.
The fuselage was stretched by adding 'plug' sections forward and aft of the wings, lengthening the fuselage a total of 23 feet 4 inches (7.11 m) and allowing the carriage of 103 litters for wounded, 13 standard pallets, 205 troops, 168, or an equivalent increase in other loads. Upgraded glass cockpit of the C-141C variant SOLL II In 1994, a total of 13 C-141Bs were given SOLL II (Special Operations Low-Level II) modifications, which gave the aircraft a low-level night flying capability, enhanced navigation equipment, and improved defensive countermeasures. These aircraft were operated by AMC in conjunction with (AFSOC). C-141C A total of 63 C-141s were upgraded throughout the 1990s to C-141C configuration, with improved avionics and navigation systems, to keep them up to date. This variant introduced some of the first technology to the aircraft, as well as improving reliability by replacing some mechanical and electromechanical components with their electronic equivalents. A C-141 Starlifter leaves a over Antarctica. 61-2775 'First of the Fleet' – C-141A is on display at the at near.
This airframe is the first C-141 built. 61-2779 'Against the Wind' – NC-141A is in storage with the Air Force Flight Test Museum at near. It was used as an Advanced Radar and Electronic Counter Countermeasures Test Bed. 63-8079 'City of Charleston' – C-141B is on display at the Charleston AFB Air Park at in. 63-8088 'The Golden Bear' – C-141B is on display at the at near. It was the first C-141 delivered to Travis AFB. 64-0626 – C-141B is on display at the Air Mobility Command Museum at Dover Air Force Base near Dover, Delaware.
65-0236 – C-141B is on display at the Scott Field Heritage Air Park at near. This airframe participated in Operation Homecoming returning POWs from Hanoi.
65-0248 – C-141C is on display at the at near. This replaced another airframe that was previously on display at the museum. 65-0257 'Spirit of the Inland Empire' – C-141B is on display at the at in. MSN 6110 – L-300 is in storage at the at in. It was used by NASA (NASA-714) as the. This airframe was the only Starlifter built as a civilian version.
65-0277 'Tacoma Starlifter' – C-141B is on display at the at in. 65-9400 – C-141B is on display at near. 66-0177 ' – C-141C is on display at the at in. 66-0186 – C-141B is on display at the Aviation Wing of the Marietta Museum of History adjacent to in. This is the first Starlifter to be converted from 'A' model to 'B' model. 66-7947 'Garden State Airlifter' – C-141B is on display at Starlifter Memorial Park at,. 67-0013 – C-141B is on display at the adjacent to in.
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