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Superfast and maneuverable, stealthy, and providing its pilot with instantly comprehendible information about everything going on around him, the F-22 incorporates so many fighter “firsts” that it will be the benchmark of air combat power for at least a quarter-century.

Almost every year since the program’s inception, however, the F-22 has been hounded by budget-cutters in Congress and the Pentagon who question the Air Force’s need for such a powerful fighter. Especially now, with defense budgets at near-historic postwar lows, critics hold the Raptor up as a prime example of an expensive program that doesn’t know the Cold War is over, a case of technological overkill for the fighter threats that may pop up in the coming decade.

The F-22 program has been cut, delayed, or restructured so many times in the last seven years that most observers have lost count. Originally pegged at a buy of 750 airplanes, the planned inventory slipped to 650, then 600, then 442, and now, with the Quadrennial Defense Review, 339–slightly more than three wing’s worth. As the buy has descended, unit cost has climbed, and some members of Congress worry that the F-22 may price itself out of existence. As Sen. John Glenn (D-Ohio) recently remarked in a Senate Armed Services Committee hearing, “We must be vigilant that the program not go the way of previous programs” such as the B-2, “where the sticker shock overwhelms the capability improvements.”

To underline the point, Congress has imposed aR$40.9 billion program cost cap on the F-22, much as was done with the B-1B and B-2 programs. If the project exceeds the cap, the Air Force must fund the overage from other accounts.

With the reduced buy, the Pentagon also cut the peak production rate of the F-22 from 48 per year to 36 a year, reduced the engine buy from 1,027 to 777, and cut the initial production batch from 70 to 58 aircraft.

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