I attempted to edit the F-22 file to reflect more recent information, such as the empty weight of ~43,000lbs (was going to use USAF official “40,000lb class”), correct the ferry range, T:W, wing loading etc. Either I’m not doing it right or somebody is coming along after me and changing it back. Maybe someone else gets bored as I was and can change it.

There has been some questions regarding the F-22’s range so I did some crude number crunching for the F-22’s range based on the Stevenson’s PPT slides. Now the obvious caveat is the source of information (Riccioni’s ilk) but we’ll go with his numbers for lack of any other references. He gives Specific Range numbers based on a nominal 60,000lb weight at various altitude and mach points. He cites a nominal SR of ~0.04 nm/lb at M1.5, 45,000 feet. He does not show numbers for higher altitudes and his envelope that he has for dry thrust says that the F-22 can’t go above 50K with dry thrust (M1.7+ is reached at ~36K) and to reach FL500 the F-22 has to be at ~M1.5-- I don’t know if this is true or not.

The USAF has said that the F-22 will go 1,724 miles ferry—but doesn’t specify if this is nautical or statute or if this is with internal gas or not:

http://www.f22-raptor.com/technology/data.html

If this is in statute like I suspect, then Stevenson’s SR of 0.76 at M0.9/40,000’ means that is must have at least 19,740lbs -- and that is with absolutely no fuel reserves. He does give a SR of 0.07 at M0.8/30K which is about ~0.005 mi/lb better than at M0.9/30K. I do not think that the USAF’s figure is for internal + external gas as even at 0.76 that’s over 2,600nm so its probably on internal gas only. With that being said it does not look like the ~ 18,400lbs is correct for internal unless the SR is better that what Stevenson’s slides suggest.

Now I know many aren’t too high on Kopp but for the most part his numbers on specs are correct and he’s reporting 20,650lbs internal. This seems to me more realistic as that’s about 2,200lbs more than the F-35A, which would also have similar internal space limitations with deeper bays and a more narrow fuselage profile with smaller overall size. This suggests that a nominal SR on internal gas of about 1,805sm or about 1,570nm. Still not enough for taxi/TO/reserve + 1724 mi but closer and if this profile is at M0.8 at 40K there’s a possibility that the SR is somewhat better making it more realistic. Either way the range is probably better -- either by internal gas or TSFC -- than what Stevenson’s slides suggest.

Interestingly if we consider that AFA article that stated the Raptor’s range with sub + SS of 405 +100nm radius and use Stevenson’s SR numbers that gives us a total fuel burn of about 15,100lbs. At 18,348 that gives a margin of only 3,000lbs, but if it has a 20,650 internal that’s about 5,000lbs for TO/climb/combat or loiter.

I don’t think the AFA scenario is very realistic so I crunched some numbers for a nominal strike/OCA sortie but instead of a specific range I looked at how far could the thing go if it had two tankings and cruised at M1.5 with a SR of 0.04 and 0.045 (A SR of 0.045 is extrapolated for 50,000’). I did this with 18,500 and 20,650lbs. Here is some of the criterion common to both (crudely estimated):

1st Leg (ingress)

Taxi/TO Burn- 1,100lbs

Climb (FL450)- 2,500lbs (100nm)

Reserve- 2,000lbs

Cruise: ?

Penetration Radius (Tank in - fight - Tank out)

Combat- 4,100lbs

Reserve- 2,000lbs

Radius: ?

3rd Leg (egress)

Descent- 1,500lbs (135nm, 3° descent)

Reserve- 3,300lbs

Cruise: ?

In this first two the 2,000lbs give about 18 min for tanking. This may be too tight or not accurate but this is what I went with. The 3,300 lbs of reserve on the last one is about 30 minutes or so of reserve fuel at home plate.

18,400lbs

Ingress leg gives a total distance of 610nm with 510nm at M1.5 and a total time (including 15 minutes for tanking) of 66 minutes with a SR of 0.040. If the SR is 0.045 then the distance goes up to 679 and time to 70 minutes. The penetration leg gives a radius of 245nm and 55 minutes, which again includes 15 minutes of tanking on the way back and 10 minutes of combat or about 35 minutes of loiter (M0.8 at 30K). If we assume SR of 0.045 then the radius goes up to 278 and time to 59 minutes with the other numbers staying the same. Finally on the way back we can go 677nm total in about 58 minutes at 0.04 or to about 751nm and 62 minutes at SR of 0.045. This last leg theoretically shouldn’t be any longer than the first unless there’s a head wind but it at least gives an idea. Admittedly these numbers are pretty bare assed and maybe too tight but are there for illustrative purposes.

20,650lbs

I’ll just simplify:

Ingress:

0.040- 702nm/71 minutes

0.045- 784nm/76 minutes

Penetration:

0.040- 291nm/60 minutes

0.045- 331nm/65 minutes

Egress:

0.040- 769nm/63 minutes

0.045- 855nm/69 minutes

Totals:

18,400lbs

Radius: 1,532nm (0.04)

Time: 3hours, 9 minutes

Radius: 1,709nm (0.045)

Time: 3hours, 11 minutes

Fuel Burn: 47,774lbs

20,650lbs

Radius: 1,762nm (0.04)

Time: 3hours, 15minutes

Radius: 1,970nm (0.045)

Time: 3hours, 30 minutes

Fuel Burn: 54,650lbs

By comparison for the F-15C w/3 bags and a nominal 1,500nm radius (1 tanking assumed)

17,542lbs

Radius: 1,532

Time: 3 hours, 54 minutes.

Fuel Burn: 27,241lbs

Sortie per day (ignoring pilot availability and assuming 1hour in between launches)

F-22A- 5.8

F-15C- 4.9

Thus if one assumes a standard availability of 80% then one squadron of each aircraft should produce in a day:

F-22A- 120

F-15C- 102

If the jet still had the reported 25,000lbs internal then it should be able to go about 2,200nm ~ 2,460nm with the above scenario.

Brad