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In 1981, the Air Force developed a requirement for an Advanced Tactical Fighter (ATF) as a new air superiority fighter. It would take advantage of the new technologies in fighter design on the horizon including composite materials, lightweight alloys, advanced flight control systems, higher power propulsion systems, and stealth technology. Air Force leaders believed these new technologies would make aircraft like the F-15 and F-16 obsolete by the early 21st century. In 1985, the Air Force sent out technical requests for proposals to a number of aircraft manufacturing teams (Boeing/General Dynamics and Northrop/McDonnell Douglas).
The Advanced Tactical Fighter entered the Demonstration and Validation phase in 1986. The prototype aircraft (YF-22 and YF-23) both completed their first flights in late 1990. Ultimately the YF-22 was selected as best of the two and the engineering and manufacturing development effort began in 1991 with development contracts to Lockheed/Boeing (airframe) and Pratt & Whitney (engines). EMD included extensive subsystem and system testing as well as flight testing with nine aircraft at Edwards Air Force Base, Calif. The first EMD flight was in 1997 and at the completion of its flight test life this aircraft was used for live-fire testing.
Thrust (each engine): 35,000-pound class.
Length: 62 feet, 1 inch (18.9 meters).
Height: 16 feet, 8 inches (5.1 meters).
Wingspan: 44 feet, 6 inches (13.6 meters).
Speed: Mach 2 class.
Ceiling: Above 50,000 feet (approximately 15 kilometers).
Empty Weight: 40,000-pound class (approximately 18,000 kilograms).
Armament: One M61A2 20-millimeter cannon with 480 rounds; side weapon bays can carry two AIM-9 infrared (heat seeking) air-to-air missiles and main weapon bays can carry (air-to-air loadout) six AIM-120 radar-guided air-to-air missiles or (air-to-ground loadout) two 1,000-pound GBU-32 JDAMs and two AIM-120 radar-guided air-to-air missiles.
Crew: One
Initial Operational Capability:
Inventory: Unavailable.
Weight: 54,000 lbs. (23,500 kg) takeoff (YF-23/ATF design spec).
Empty weight: 38,580 lbs (16,783 kg).
Internal fuel: 2190 lbs (952 kg)
Engines: Two Pratt & Whitney F119-PW-100's (87-800) of approximately 35,000 lbs. thrust each with afterburner and two General Electric F120-GE-100 (87-801) turbofans. Engine competition won by Pratt & Whitney.
Crew: One
Maximum speed: approximately Mach 2.0
Speed without afterburner Mach 1.6
Service Ceiling: approximately 65,000 ft. (ATF design spec)
Range: 1200 km
Armament: (planned)
Internal gun 20 mm M61
Internal bay - 8x AIM-9 Sidewinder or 4x AIM-120 AMRAAM; A-G missiles "Have Dash 2", A-G missiles "Have Slick"
Originally posted by American Mad Man
I'm not realy sure what your question is.
The question of the matter is, why wasn't Lockheed handed a proposal for aircraft like the F-15, F-18, and others? In fact, most of the conventional aircraft currently are by contractors without competition in the market. The F-14, and F-15's are examples of this. The F/A-18 from McDonnell at the time went up against Northrops YF-17 (Thus no F-17 Designations.)
Pretty much we're reducing our armory to one plane covering for two, makes sense keeps budget down, keeps things easy.
As far as the F-35 goes, why are we looking into two joint strike fighter projects? What is the purpose of the 22, 23, 32, and 35 fighters?
Northrop used a design that was almost 60 years old at the time, and implimented with their B-2A which was brought in,
Originally posted by waynos
All these contracts are open to competiton, the F-14 and F-15 were simply the winning designs. Also The F/A-18 was not up against eh YF-17, Northrop and MDC developed the F-18 FROM the YF-17 during 1977-80 with MDC in overall control. The Northrop YF-17 itself was originally built in competition with the General Dynamics YF-16 in 1973/4.
The YF-16 went on to become the F-16A etc that we know today, thats why there is no F-17 designation. Nothing to do with the F-18.
Originally posted by American Mad Man
I'm not realy sure what your question is.
If it is "why is L/M seemingly getting all of the USAF contracts" then I can give my opinion.
L/M has always been at the cutting edge. They designed the SR-71 Blackbird, still the worlds fastest aircraft. They designed the F-117, the worlds first stealth aircraft.
For the ATF program, they won - IMHO - because the Raptor was viewed as the better all around aircraft and because of a feeling that L/M could actually keep it's price within it's estimate, which was not done by N/G in the ATB program.
As for a F-22 vs F-23 comparison...
The F-23 was slightly faster and slightly more stealthy. The F-22 was slightly more agile and slightly cheaper.
Basically, the USAF takes a look at the cost, risk, technology, performance, and what not, and then make a decision from there.
The engines are mounted close together on the fuselage centerline, between the two booms that carry the tail surfaces. Conventional fighter engines reach their compressor-exit temperature (CET) limits at speeds of about Mach 1, because of the rise in inlet temperature and pressure. At higher speeds, the engine must be throttled back to hold down the CET, and the extra thrust must come from the afterburner. The afterburner consumes fuel very rapidly, and supersonic flight must of necessity be brief. The ATF engines are designed to run at full throttle at speeds of up to Mach 1.5. Both the YF119 and the YF120 engines are counter-rotating dual-spool, low bypass turbofans with single turbine disks in both low and high compression stages. Both engines have improved blade aerodynamics and structures, reducing the number of stages as well as the number of parts, and making it easier to cool. Both engines also make use of advanced materials and techniques such as composites, ceramic seals, hollow fan blades, and new heat-resistant coatings. The General Electric YF120 engine is apparently the more advanced of the two. The YF120 is a double-bypass variable-cycle powerplant that operates as a turbofan at subsonic speeds and as a turbojet at supersonic speeds. The F120 engine has a low pressure rotor consisting of a two-stage fan and a single-stage high-pressure turbine with a triplex digital control unit mounted on the power plant itself. The YF119 is based around a conventional cycle with an advanced fuel control and management system. It is basically a low-bypass ratio (0.2 to 1) turbofan. The F119 incorporates a three-stage fan as the low-pressure rotor with a singe-stage high-pressure turbine stage and a six-stage high pressure compressor, also driven by a single-stage turbine. Exit guide vanes are cast as an integral part of the strutless diffusers, and a fully-modulating cooling diffuser is located ahead of the two-dimensional convergent-divergent nozzle.