If the Navy had embraced this brilliant plane, it is unlikely that the Obama administration would have been able to cut the production line for the F-22 as it did.
Widely regarded as the greatest warplane ever built, Lockheed Martin’s F-22 Raptor is a fifth-generation marvel that redefined air superiority with its stealth, supercruise capability, and unmatched agility.
Yet the F-22 is a relatively niche warplane. Not only is it exclusively used by the United States Air Force, but the F-22 does not exist in anywhere near the numbers they were originally meant to. That’s because President Barack Obama, in response to the 2008 Great Recession, ordered the expensive F-22 production line prematurely shuttered.
So, the F-22 exists in small numbers, is expensive, and is exclusive to the Air Force.
The F-22N Was Envisioned to Replace the F-14 Tomcat
There was a time, however, when the United States Navy entertained notions of procuring an F-22 variant for its aircraft carrier-based fleet. The F-22N Sea Raptor emerged during the U.S. Navy’s Advanced Tactical Fighter (NAFT) Program that was seeking a replacement to the venerable Grumman F-14 Tomcat. Although promising, the Sea Raptor never made it out of the conceptual design phase.
But there was a brief moment where the Navy feared being left behind in the Air Force’s dust, as the Air Force’s own Advanced Tactical Fighter (ATF) program was rapidly moving toward developing the F-22 to counter the Soviet Union’s growing fleet of advanced fighters, such as the MiG-29 and Su-27.
The Navy wanted to create a stealthy, supersonic fighter capable of defending carrier battle groups, conducting deep-strike missions, and maintaining air superiority over contested maritime regions. But the project faced immediate hurdles that were both technical and strategic in nature.
The F-22 Just Wasn’t Built for a Carrier
For starters, transforming the brilliant F-22 concept into a carrier-capable aircraft required significant modifications to the F-22’s design. The land-based F-22 was optimized for stealth and performance, with a sleek airframe, fixed wings, and a lightweight structure—all of which were a nightmare for safe carrier operations.
To become the F-22N, the aircraft would need to withstand the stresses of catapult launches and arrested landings, accommodate the corrosive maritime environment and fit within the spatial constraints of an aircraft carrier.
One of the most serious alterations to the original F-22 design was the adoption of variable-sweep wings, similar to those of the F-14 Tomcat. The design would allow the Sea Raptor to adjust its wing configuration for both low-speed carrier landings and high-speed combat, enhancing its versatility. Swing wings, however, would increase the weight, complexity, and radar cross-section—negating the F-22’s all-important stealth capabilities.
Additional modifications for carrier flight operations were needed, too. Among them were reinforced landing gear, a strengthened airframe to better withstand the shock of landing on a carrier, a tailhook, and folding wings for carrier storage. The aircraft would require a dual nose wheel and launch bar for catapult operations, further adding to its weight and cost.
What’s more, the F-22’s twin Pratt & Whitney F119 engines, while powerful for supercruise, would need significant marinization to resist the natural corrosion that comes with constant exposure to saltwater. Estimates suggested that these changes would increase the aircraft’s empty weight by 20 percent or more—potentially reducing its range and payload capacity unless offset by larger fuel tanks or more powerful engines, adding even further complexities to the design.
Balancing these adaptations with the F-22’s low-observable stealth profile proved too daunting a task, and the Navy passed on the plane.
The F-22N Sea Raptor Would Have Been Perfect
In the late Cold War era, the Navy faced a growing Soviet naval threat, including from advanced submarines, surface warships, and long-range bombers armed with anti-ship missiles. A carrier-based F-22N Sea Raptor could have leveraged its stealth and speed to neutralize these threats, intercept enemy aircraft far from the fleet, and strike high-value targets deep inside hostile territory. The Raptor’s supercruise capability—sustained flight above Mach 1 without afterburners—would enable rapid response times, while its advanced sensors and agility would ensure dominance in air-to-air combat.
What’s more, if the Navy had embraced this brilliant plane, it is unlikely that the Obama administration would have been able to cut the production line for the F-22 as it did. Two military branches using the same supply chains would have been politically harder to cut. And the costs would have been cheaper because of more users. By keeping the F-22 for the Air Force only, the Pentagon ensured that the F-22 could be put to death by merciless and short-sighted bean counters.
And now, as the Navy finds itself again in need of a newer and advanced warplane, it is finding it difficult to acquire one. Had they acquired the F-22N Sea Raptor, the Navy might have been able to go longer with a better system than the F/A-18E/F Super Hornets they currently use.
About the Author: Brandon J. Weichert
Brandon J. Weichert, a Senior National Security Editor at The National Interest as well as a contributor at Popular Mechanics, who consults regularly with various government institutions and private organizations on geopolitical issues. Weichert’s writings have appeared in multiple publications, including the Washington Times, National Review, The American Spectator, MSN, the Asia Times, and countless others. His books include Winning Space: How America Remains a Superpower, Biohacked: China’s Race to Control Life, and The Shadow War: Iran’s Quest for Supremacy. His newest book, A Disaster of Our Own Making: How the West Lost Ukraine is available for purchase wherever books are sold. He can be followed via Twitter @WeTheBrandon.
Image: Shutterstock / Dave Goodman.
