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Lockheed YF-22
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=== Evaluation === [[File:YF-22 and YF-23.jpg|thumb|The YF-22 (foreground) and YF-23 (background)|alt=Two different jet aircraft in flight towards right of screen.]] Testing began with the first flight of PAV-1 on 29 September 1990. During the 18-minute flight, PAV-1 reached a maximum speed of {{Convert|250|kn}} and a height of {{Convert|12500|ft}}, before landing at [[Edwards AFB]].<ref name="YF-22 first flight"/> Following the flight, test pilot Dave Ferguson said that the remainder of the YF-22 test program would be concentrated on "the manoeuvrability of the aeroplane, both supersonic and subsonic".<ref name="YF-22 first flight"/> During the flight test program, unlike the YF-23, weapon firings and high (60Β°) angle of attack (AoA, or high-alpha) flights were carried out on the YF-22.<ref name="Will p. 6"/> Although not a program requirement, the aircraft fired [[AIM-9 Sidewinder]] and [[AIM-120 AMRAAM]] missiles from internal weapon bays.<ref name="Will p. 6"/><ref>[https://go.gale.com/ps/i.do?p=AONE&sw=w&issn=08890404&v=2.1&it=r&id=GALE%7CA9371744&sid=googleScholar&linkaccess=abs "YF-23 would undergo subtle changes if it wins competition".] ''Defense Daily'', pp. 62β63, 14 January 1991.</ref> Flight testing also demonstrated that the YF-22 with its thrust vectoring nozzles achieved pitch rates more than double that of the F-16 at low-speed maneuvering as well as having excellent high angle-of-attack characteristics, with trimmed alpha of over 60Β° flown. The first prototype, PAV-1 with the General Electric engines, achieved Mach 1.58 in supercruise on 3 November 1990, while PAV-2 with the Pratt & Whitney engines reached a maximum supercruise speed of Mach 1.43 on 27 December 1990; maximum speed was in excess of Mach 2.0.<ref>Jenkins and Landis 2008, p. 236.</ref><ref name="Goodall_p102-3">Goodall 1992, pp. 102β103.</ref> Flight testing continued until 28 December 1990, by which time 74 flights were completed and 91.6 airborne hours were accumulated.<ref name="Williams 2002, pp. 5β6"/><ref>{{cite AV media |url=https://www.youtube.com/watch?v=nY0j3dmlHec |title=YF-22 β Road to the Raptor with Tom Morgenfeld, Test Pilot |date=17 April 2022 |publisher=Western Museum of Flight |location=Torrance, California |access-date=30 June 2023 |people=Morgenfeld, Thomas A.}}</ref> Following flight testing, the contractor teams submitted proposals for ATF full-scale development, with the Lockheed team's PSC F-22 design being significantly refined and evolving to Configuration 638 for its submission.<ref name=Miller_p38-9>Miller 2005, pp. 38β39.</ref> On 23 April 1991, the Lockheed team was announced by [[United States Secretary of the Air Force|Secretary of the Air Force]] [[Donald Rice]] as the winner of the ATF competition. The Lockheed team was rated higher on technical aspects, was considered lower risk (the YF-22 flew considerably more hours and sorties than its counterpart), and was considered to have more effective program management.<ref>Jenkins and Landis 2008, p. 234.</ref><ref>Miller 2005, p. 38.</ref> Both designs met or exceeded all performance requirements; the YF-23 was stealthier and faster, but the YF-22 was more agile.<ref name="Goodall_p110">Goodall 1992, p. 110.</ref> It was speculated in the aviation press that the Lockheed design was also seen as more adaptable to the Navy's NATF, but the Navy abandoned NATF by FY 1992.<ref name="Will p. 6">Williams 2002, p. 6.</ref><ref name=Miller_p76>Miller 2005, p. 76.</ref> Instead of being retired, as with the case of PAV-1, PAV-2 subsequently flew sorties following the competition β it amassed another 61.6 flying hours during 39 flights.<ref name="Will p. 6"/> On 25 April 1992, the aircraft sustained serious damage during a [[go-around]] attempt as a result of [[pilot-induced oscillation]]s. It was repaired but never flew again, and instead served as a static test vehicle thereafter.<ref name="Will pp. 6β7">Williams 2002, pp. 6β7.</ref><ref>{{Cite journal|last=Warwick|first=Graham|title=Software suspected in YF-22 ATF accident|journal=[[Flight International]]|location=London|publisher=Reed Business Information|issue=4317|volume=141|page=12|date=6β12 May 1992|url=http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%201156.html|access-date=24 June 2011|archive-url=https://web.archive.org/web/20110925145110/http://www.flightglobal.com/pdfarchive/view/1992/1992%20-%201156.html|archive-date=25 September 2011|issn=0015-3710 |ref=none}}</ref> In 1991, it was anticipated that 650 production F-22s would be procured.<ref>{{Cite news |last1=Pearlstein |first1=Steven |author-link=Steven Pearlstein |last2=Gellman |first2=Barton |author-link2=Barton Gellman |date=24 April 1991 |title=Lockheed Wins Huge Jet Contract; Air Force Plans to Buy 650 Stealth Planes At $100 million Each |url=https://www.washingtonpost.com/archive/politics/1991/04/24/lockheed-wins-huge-jet-contract/89170285-d2c6-4c36-bb23-74dfae672626/ |newspaper=The Washington Post}}</ref>
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