Discover our technical study of the F-22 project developed from the ATF: consortium, requirements, concepts, and performance.

In the early 1980s, the US Air Force was considering a replacement for the F-15 and F-16. In September 1985, it published a request for proposals (RFP) for the Advanced Tactical Fighter (ATF) program. This call for proposals required a futuristic fighter jet capable of supersonic flight without afterburners, full stealth, supercruise, and air superiority. It also included the demonstration of aircraft, engine, and avionics technologies.

The market was dominated by costs and risks: firepower and systems analysis carried more weight than the design itself. At the end of 1986, two consortiums were selected: Lockheed + Boeing + General Dynamics against Northrop + McDonnell Douglas. The demonstration/validation (dem/val) phase contract was signed for $691 million in today’s currency, over 50 months.

To generate added value for the specialist reader, this technical article breaks down the crucial phases: from the publication of the ATF RFP in September 1985 to the selection of the F-22, then the transition to the prototype, and finally the operational performance evaluated at Mach 1.5+. Each section is rich in precise details and measurable data, without redundancy.

The launch of the ATF program and RFP contract requirements

On May 9, 1985, the USAF issued an RFP calling for a futuristic aircraft. The characteristics: all-aspect stealth, supercruise capability at Mach 1.5 without afterburner, range of 800 to 1,300 km, fully digital avionics, and system modularity. These requirements far exceeded the state of the art in 1985, prompting the USAF to prioritize integration reliability and supply chain control over fuselage design.

In November 1985, the agency tightened the stealth requirements after feedback from the F-117 and B-2 stealth programs. In late 1985–86, the Packard Commission required that the demonstrator include engines and avionics, and the USAF narrowed the selection down to just two. The amount committed reached $691 million (nearly $1.66 billion today) even before the prototype was built.

This level of technical complexity justified the collaboration between Lockheed, Boeing, and General Dynamics, as no single player could master the entire spectrum required. System coordination became the central challenge of the project.

Formation of the Lockheed–Boeing–General Dynamics consortium

In August 1986, the aircraft, wing, systems, and avionics engineering were divided among the three partners. Lockheed led the stealth design, Boeing took charge of the wings and rear structure, and GD delivered the sensor integration. Their complementary roles made it possible to manage the technological challenges of the RFP.

The cooperation required close coordination between sites (Burbank, Seattle, Fort Worth). In September 1986, the assembly of the first YF119 engines marked a critical milestone. The exchange of prototype engines – variable-cycle (YF120) and F119 – illustrated the continuing technological uncertainty.

Structurally, Lockheed developed the initial T-330 configuration, then redesigned it (trapezoidal wings, two repositioned front fins) with stealth and maneuverability in mind. Boeing adapted the internal weapons bay, favoring the principle of rapid ammunition rotation.

The merger of expertise resulted in a coherent system: a multi-channel F119 engine, active stealth, integrated avionics, etc., which met the RFP criteria point by point.

Demonstration/validation phase and YF-22 prototypes

In October 1986, the two consortiums were awarded a budget of $691 million and 50 months for the demonstration/validation phase. Two YF-22 prototypes (Lockheed) were built: one powered by the YF120 (Flight A) and the other by the YF119 (Flight B). Ground and flight tests were conducted to validate supercruise, stealth in real conditions, and integrated avionics.

The YF-22 took off on September 29, 1990 (YF120), followed by the YF119 on October 30, 1990. In flight, the prototype reached Mach 1.58 without afterburner, a performance that confirmed the superiority of the design for stealth fighter aircraft. These demonstrations also confirmed the avionics’ ability to handle air-to-air, electronic, and data link missions.

The YF-23, which was stealthier and faster, was rejected in April 1991 because its complexity and development costs were considered to be higher than those of the YF-22.

Final choice and transition to production of the F-22

On April 23, 1991, the USAF officially selected Lockheed/Boeing/GD and launched the Engineering & Manufacturing Development (EMD) phase. The aircraft became the F-22. The design evolved: wing extensions, radome modifications, integration of JDAM air-to-ground weapons, but the emphasis remained on air superiority and stealth.

The entry into service was set for 2003, but was actually delayed until 2005. The first operational F-22 entered service on December 15, 2005. In total, only 195 aircraft were built, despite initial hopes for 750, due to cost pressures (more than $90 billion over the life cycle).

The design of the F-22, intended for stealth fighter flight, remains unmatched: active stealth, Mach 1.5–1.8 supercruise without afterburner, F119 engine with ±20° thrust vectoring.

Performance and structure of the production F-22

In service from 2005 to 2012 (final delivery), the F-22 has a total of 187 operational aircraft. Its integrated system includes AN/APG-77 AESA radar, AN/ALR-94 electronic warfare, missile launch detector, multispectral sensors, and more. The F119 engine develops 15,500 kg of thrust per engine, visible in supercruise at Mach 1.8 without afterburner.

The F-22’s design is based on internal weapons (rotating air-to-air missile bay for six missiles), reducing its radar signature. A 910-kg JDAM battery fits inside without affecting stealth.

Composite monocoque fuselage, canted tail fins, thrust-vectoring engine—everything is designed for extreme maneuverability at high angles of attack and radar stealth. The pilot controls an advanced digital cockpit designed for high-pressure fighter flight.

Program limitations and strategic trade-offs

The cost per aircraft, estimated at €150 million (currently $335 million), is significant. The program’s production schedule has been scaled back: initially 750, reduced to 381, then split into 339 in 1997, and finally 187.

After the Cold War, some considered such a fighter aircraft too expensive for the real threat. GAO recommended postponing IOC, but the USAF insisted on a higher tactical threshold.

Strategic cuts delayed the F-35 program, but the complexity of the F-22 blocked any naval version (NATF) and production stopped in mid-2011.

Contributions and status in contemporary operations

Since 2014, the F-22 has provided air superiority and reconnaissance in the Middle East (Syria, Iraq). It contributes to electronic intelligence missions. Its AESA radar and datalink network make it a fighter aircraft focused on sensor fusion.

Its stealth capabilities allow it to fly discreetly over contested areas. Supercruise improves its tactical energy management. The aircraft is updated via avionics blocks and new munitions such as the AIM-260, thereby increasing its operational life.

Technical summary and outlook

The design of the F-22 is consistent with the requirements of the 1985 ATF RFP. The ergonomic choices (trapezoidal wings, rotating fuselage, tail fins) are the result of a subtle balance between stealth, maneuverability, and maintenance. The consortium has succeeded in transforming a very ambitious call for proposals into a high-performance, proven production aircraft.

The future challenge will focus on continued service, modernization, and comparative unit cost. Its longevity is now measured in decades, despite the emergence of concepts such as NGAD, and its sensory versatility continues to justify its continued service.

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