Toxins Grounded F-22s: Sources

The U.S. Air Force's fleet of F-22 Raptor fighters has been grounded since May 3 due to toxins entering the cockpit via the aircraft's life support systems, sources with extensive F-22 experience said.

Service leaders grounded the stealthy twin-engine fighter after pilots suffered "hypoxialike symptoms" on 14 occasions. The incidents affected Raptor pilots at six of seven F-22 bases; the exception is Tyndall Air Force Base, Fla.

But despite an investigation that has spanned nearly three months, no one yet knows what toxin or combinations of toxins might have caused the incidents, nor is it clear exactly how the chemicals are entering the pilots' air supply, sources said.

Toxins found in pilots' blood include oil fumes, residue from burned polyalphaolefin (PAO) anti-freeze, and, in one case, propane. Carbon monoxide, which leaves the blood quickly, is also suspected.

"There is a lot of nasty stuff getting pumped into the pilots' bloodstream through what they're breathing from that OBOGS [On-Board Oxygen Generation System]. That's fact," one former F-22 pilot said. "How bad it is, what type it is, exactly how much of it, how long - all these things have not been answered."

The blood tests were performed after each of the 14 incidents in which pilots reported various cognitive dysfunctions and other symptoms of hypoxia. One couldn't remember how to change radio frequencies. Another scraped trees on his final approach to the runway - and later could not recall the incident.

"These guys are getting tested for toxins and they've [gotten] toxins out of their bloodstreams," the source said. "One of the guys was expelling propane."

This source, along with the others, requested anonymity for fear of retribution.

The line of inquiry may shed new light on the death of Capt. Jeff "Bong" Haney, a 525th Fighter Squadron pilot who was killed when his F-22 crashed last November near Anchorage. Sources said that in Haney's last few radio calls before his jet disappeared, he sounded drunk, a classic sign of hypoxia. Haney was known as a prodigiously skilled aviator who was in line to attend the elite Air Force Weapons School.

Air Force officials have said they have not yet completed the investigation into the crash.

Asked for comment about the possibility that F-22 pilots had been exposed to carbon monoxide, an Air Force spokesman, Maj. Chad Steffey said, "The safety of our aircrews is paramount, and the Air Force continues to carefully study all factors of F-22 flight safety."

Asked about other toxins, Steffey referred questions to the Air Force Safety Center at Kirtland AFB, N.M., where officials did not repond by press time.

Officials with Lockheed Martin, which builds the aircraft, said they are cooperating with the investigation but cannot comment further.

Carbon Monoxide?

Beside the various toxins found in the pilots' blood, carbon monoxide is another potential cause of the hypoxia incidents.

The gas, one of many generated as exhaust by the plane's jet engines, might be getting into the cockpit, sources said.

Part of the problem, at least for pilots flying from Joint Base Elmendorf-Richardson, Alaska, where many of the known incidents have occurred, may be the startup procedures used in winter, one source said.

Because of the harsh climate, pilots often start their jet engines inside a hangar before taking off. That could allow exhaust gases to be trapped in the building, sucked back into the engines, and ingested into the bleed air intakes that are located within the engines' compressor sections that supply the OBOGS, sources said. The layout, sources added, is standard for modern jet aircraft.

But another source said that many of the hypoxia incidents have occurred well into flights or even during a day's second mission, long after the plane has left the Elmendorf hangar.

The U.S. Navy had problems with the OBOGS on its F/A-18 Hornet, which sucked carbon monoxide into its oxygen system during carrier operations. Between 2002 and 2009, Hornet aviators suffered 64 reported episodes of hypoxia, including two that killed the pilots, according to the July-August 2010 issue of "Approach," a Navy Safety Center publication.

The Navy modified the planes' OBOGS, has had no recent similar incidents and is not currently investigating the systems, Naval Air Systems Command officials said.

USAF Expands Investigation

In January, a safety investigation board led by Maj. Gen. Steven Hoog began looking into the the OBOGS on the F-16, F-15E and F-35 fighters; the A-10 attack jet and the T-6 trainer, according to May statements by officials with the service's Air Combat Command, which oversees combat aircraft.

In May, Air Force Secretary Michael Donley had ordered the service's Scientific Advisory Board to conduct a "quick-look study, gather and evaluate information, and recommend any needed corrective actions on aircraft using on-board oxygen generation systems," according to a July 21 statement by service officials.

The release indicated that the service is now looking at more types of aircraft: the B-1 and B-2 bombers and the CV-22 tilt-rotor and "other aircraft as appropriate."

According to the release, the investigation is conducting a "series of carefully controlled in-flight tests, the team will examine the subsystems identified in reported incidents. These include the pressurization system, mask and cockpit oxygen levels."

The release said the Scientific Advisory Board investigation followed the grounding of the F-22 fleet, but did not say whether it superseded, replaced or is merely accompanying the Hoog investigation.

One source said that F-22 test pilots at Edwards AFB, Calif., last week started flying sorties as the investigate OBOGS concerns as part of the Air Force safety investigation.

Air Force officials have confirmed only that some test pilots at the base are flying their jets under a special waiver granted to them to test an unrelated software upgrade.

However, the operational fleet remains grounded, with pilots and ground crews practicing in simulators as much as they can. But that is not a real solution because the pilots won't be able to maintain currency, one former F-22 pilot said.

"After 210 days, they've got to start retraining everybody," he said.

It would take weeks for the instructor pilots at Tyndall to re-qualify themselves and then start to train others, the former pilot said. Pilots with lapped currencies would be re-qualifying each other.

It would take four to six weeks afterward to re-qualify the operational squadrons. Service officials confirmed that 12 Raptors are stranded at Hill AFB, Utah, but declined to identify their squadron. The jets came to the desert base for a Combat Hammer exercise in which pilots and ground crews practice loading and releasing live air-to-ground weapons. Service officials said the jets are from the 1st Fighter Wing at Langley AFB, Va.

Meanwhile, Lockheed can't deliver new Raptors to the Air Force because the company and the Pentagon's Defense Contract Management Agency are unable to fly required test sorties needed to certify the jets meet specifications. Four aircraft have technically been delivered to the service but can't fly to their new home at Langley AFB.

At least two additional aircraft have been completed but remain at the factory undelivered.

USAF Expands Oxygen-Systems Investigation

The U.S. Air Force has released a few additional details about its safety investigation into aircraft oxygen systems.
In May, the service's Air Combat Command had said that a safety investigation board, led by Maj. Gen. Steven Hoog, had been looking into the oxygen systems on a number of Air Force aircraft since January.

Now a July 21 press release says Air Force Secretary Michael Donley has ordered the service's Scientific Advisory Board to conduct a "quick-look study, gather and evaluate information, and recommend any needed corrective actions on aircraft using on-board oxygen generation systems."
The release said the Scientific Advisory Board started its study in May, but not whether it supersedes, replaces or merely accompanies the Hoog investigation.
The release indicates that the service is now looking at more types of aircraft. Previously, Air Force officials had said the investigation concerned the On-Board Oxygen Generation Systems (OBOGS) on the F-16, F-15E, A-10, F-35 and T-6 aircraft.
The release adds the B-1 Lancer, B-2 Spirit, CV-22 Osprey and "other aircraft as appropriate."
The Scientific Advisory Board study is being led by retired Air Force Gen. Gregory Martin, who commanded Air Force Materiel Command and U.S. Air Forces in Europe.
"The team will expand on previous safety and accident investigations and may include other agencies or industry partners," the Air Force release said.
According to the release, the investigation will conduct a "series of carefully controlled in-flight tests, the team will examine the subsystems identified in reported incidents. These include the pressurization system, mask and cockpit oxygen levels."
The Air Force, which grounded its F-22s in May, has not grounded any other types in connection with the investigation into oxygen systems.
Earlier July 21, the Air Force had said it had no additional information when asked whether carbon monoxide leaking into the cockpit was the most likely culprit behind the F-22 grounding.

F-22 Deliveries Halt as Grounding Continues

Deliveries of F-22 Raptors to the U.S. Air Force have been halted due to the continuing suspension of flight operations for the stealthy fifth-generation air superiority fighter.

A new F-22 Raptor sits at the Lockheed Martin production facility at Marietta, Ga., one of four that have technically been delivered to the U.S. Air Force but have yet to fly to their home base at Langley AFB, Va., because of a service-wide grounding (Lockheed Martin)

Even though manufacturer Lockheed Martin continues to build the aircraft at its Marietta, Ga., factory, the company is unable to do required flight testing for each aircraft as it leaves final assembly. Nor can government test pilots from the Pentagon's Defense Contract Management Agency (DCMA) fly their acceptance flights for new aircraft as they are readied for delivery.

"Our final assembly is scheduled through December 2011. That is still ongoing at Marietta. We delivered aircraft 4181, and that was on June 22, to the Air Force, so they have that as their aircraft," said Lockheed spokeswoman Stephanie Stinn. "After that aircraft, we can't do the required acceptance flights."
Technically, four aircraft have been delivered to the Air Force, but are being stored at Marietta pending the lifting of the flight restrictions. When the Air Force resumes F-22 flight operations, those aircraft will be flown to Langley Air Force Base (AFB), Va.
Two further aircraft, 4182 and 4183, have been completed, but the company and DCMA can't do required flight testing on those jets, Stinn said. The aircraft are being stored in a near-flight-ready status, she said.
Aircraft "4182 and 4183 were scheduled to deliver in July, but they're not in a position to do any sort of test flights, so we can't deliver," Stinn said. "Maybe early August, but we don't have a definitive date."
Aircraft 4182 and onwards, which have not undergone any of their acceptance flights, have yet to receive their final stealth coatings. The coatings are applied only after a number of flight tests have been completed, and as a result, a backlog is slowly building up.
Before the stealth coatings are applied, the aircraft fly coated only with a primer.
The Raptors have been "stood down" since May 3, according to Air Force spokeswoman Capt. Jennifer Ferrau, due to a suspected problem with the aircraft's oxygen generator.
According to one Air Force document, after reviewing work on a study of the F-22 On-Board Oxygen Generation System (OBOGS), the chief of Air Combat Command, Gen. William Fraser, instituted a temporary flight restriction for the F-22 and directed a Class E Safety Investigation.
The investigation, which began in January, includes the OBOGS installed in the A-10, F-15E, F-16, F-22, F-35 and T-6 aircraft. Fraser appointed Maj. Gen. Steve Hoog, commander of Ninth Air Force, as the investigating officer.
The flight restriction applies to all F-22 crews, but test pilots at Edwards AFB, Calif., are operating under a flight waiver that allows them to fly certain test sorties. Air Force officials at Edwards could not immediately say what kind of test sorties those aircraft are flying.
The grounding is hurting the readiness of operational F-22 pilots, who cannot maintain their currency on the twin-engine jet. The Air Force is using simulators to ease the problem as much as it can.
"Pilots and ground crew continue to train in simulators and perform ground tasks to stay as proficient as possible. Once the aircraft are cleared to fly again, there will be a period where the pilots will need in-flight training to become fully proficient on the aspects of flying that simulators cannot replicate," Ferrau said. "Some live flight is required for high-G maneuvering flight, a true outside visual, and in-flight decision-making in a dynamic environment where simulators are lacking."

After Grounding Raptors, USAF Eyes Other Jets' Oxygen Systems

The U.S. Air Force, which on May 3 grounded its F-22 Raptors, has now identified which other aircraft might be affected by defective oxygen generators.

U.S. airmen watch as a U.S. Air Force F-22 Raptor taxis toward a refueling station March 31 on the flightline at Kadena Air Base, Japan. The service has also probed oxygen systems on other jet models, too. (Airman 1st Class Maeson L. Elleman / U.S. Air Force)

Since at least November, the service has been investigating the On-Board Oxygen Generation Systems (OBOGS) aboard the F-35 Lightning II Joint Strike Fighter (JSF) and other tactical aircraft and trainers. The service grounded the F-22s after a spike in incidents potentially related to hypoxia.

"No other airframes have been stood down due to this investigation; however, a parallel investigation is taking place on the on-board oxygen generation systems on the A-10, F-15E, F-16, F-35 and T-6 aircraft," said Capt. Jennifer Ferrau, an Air Force spokeswoman for Air Combat Command (ACC), the service's primary body for training and equipping the combat air forces.
Equipment such as the OBOGS is fairly standardized across multiple aircraft types, said Hans Weber, who sat on the U.S. Federal Aviation Administration's Research, Engineering and Development Advisory Committee, and is the president of Tecop International, a San Diego consulting firm.
"It's a big deal if you're at high altitude and you run out of oxygen," Weber said.
At 50,000 feet, a human being has less than 10 seconds of useful consciousness, he said.
Air Force Gen. William Fraser, commander of ACC, ordered a stand-down of the entire 158-plane F-22 fleet on May 3, Ferrau said. The service has not determined how long the Raptor fleet will remain grounded, nor has the exact nature of the problem been identified, she said.
"We are still working to pinpoint the exact nature of the problem. It is premature to definitively link the current issues to the OBOGS system," Ferrau said. "The safety of our airmen is paramount and we will take the necessary time to ensure we perform a thorough investigation."
There have been nine suspected cases of hypoxia during F-22 operations since mid-2008, and recently there has been a jump in the number of such incidents.
"Over the last week, we have experienced five additional F-22 'Physiological-Hypoxia Like' events across the Air Force, which led Commander of Air Combat Command to establish the current F-22 stand-down," Ferrau said.
Fraser has ordered an OBOGS Safety Investigation Board to get to the cause of these incidents, which now total 14.
Most of the incidents are characterized as "increased frequency of pilot reported physiological incidents such as hypoxia and decompression sickness," Ferrau said.
Air Force sources said that an OBOGS malfunction was suspected in a November crash outside Joint Base Elmendorf-Richardson, Alaska, that claimed the life of Capt. Jeff Haney of the 525th Fighter Squadron.
Despite the known OBOGS incidents, the Air Force will not officially link the November crash to the oxygen generator malfunctions.
"It is inappropriate for us to comment on the F-22 crash in Alaska, since the accident investigation board report has not concluded," Ferrau said.
Lockheed Martin, which builds the F-22, has dispatched a five-person team of engineers to help with the Air Force OBOGS investigation, company spokeswoman Stephanie Stinn said.

U.S. Navy, Air Force, Marine Corps List $1B in Unfunded Needs

While the U.S. Army has funded all of its requirements in its fiscal 2012 budget request, the Air Force, the Navy and the Marine Corps have each submitted a list of unfunded requirements to Congress.

The U.S. Navy, Marine Corps and Air Force have a combined total of more than $1 billion in unfunded needs in their fiscal 2012 budget requests. The Navy lists $367 million for maintenance of ships and submarines, such as the nuclear sub West Virginia (MC1 Kimberly Clifford / Navy)

The Navy's list totals $684 million for ship depot maintenance and aviation spares, while the Air Force lists $124 million in unfunded requirements, including money to replace munitions expended during operations in Libya. The Marine Corps' list totals $227 million for emerging requirements, including a need to upgrade equipment for its Chemical, Biological, Nuclear Incident Response Force.

In an April 15 letter to the leaders of the House Armed Services Committee, Gen. Martin Dempsey, the new chief of staff of the Army, says the service has no requirements that remain unfunded for 2012.
It is the only time the Army has not had unfunded requirements since 1995, when lawmakers first asked service chiefs to prepare lists of things they want but didn't get money for in the Pentagon's annual funding request.
The services' lists for 2012 mark a dramatic change from just a few years ago, and reflect the growing constraints being placed on the defense budget as the U.S. government tries to rein in federal spending.
In February 2008, the Air Force's wish list for the 2009 budget request totaled $18.7 billion, dwarfing the Navy's $4.6 billion list, the Army's $3.9 billion in unfunded needs, and the Marine Corps' $1.3 billion list.
"At a time of constrained resources, my primary request is that the Committee supports the President's Budget," writes Gen. Norton Schwartz, chief of staff of the Air Force, in an April 29 letter to Rep. Adam Smith, D-Wash. Smith serves as the ranking member on the House Armed Services Committee.
However, if additional funds become available, Schwartz outlines how the Air Force would spend the money.
It requests $42.5 million for the A-10 Maintenance Tester, $33.7 million for the EC-130H Avionics upgrade, and $47.5 million to replace munitions used during operations in Libya.
"Both the A-10 Maintenance Tester and the EC-130H Avionics Upgrade improve our readiness posture and operational capabilities by resolving issues that could require grounding aircraft," Schwartz writes.
For the munitions used in Operation Odyssey Dawn, the Air Force is requesting $26 million for Joint Direct Attack Munitions, $11 million for Anti-Missile Countermeasure Decoy Systems, $6 million for Air to Ground Missiles and $5 million for laser-guided weapons. The funding would replenish munitions used through April 8, according to Schwartz's letter.
In addition to these items, the Air Force is working on a cost estimate for the recent storm damage done to its aircraft and installations in the southeastern United States. Schwartz says the current estimate is $60 million and that the Air Force will work with Congress to include these costs in the course of drafting the fiscal 2011 omnibus spending bill.
The Navy lists $367 million for maintenance of ships and submarines in an April 22 letter signed by Adm. Gary Roughead, chief of naval operations.
This funding would restore 44 deferred ship non-docking availabilities.
The remaining $317 million is for aircraft spares and repair parts for V-22s tilt-rotor aircraft, EA-18G and F/A-18E/F planes, and MH-60R/S helicopters.
These requirements are not of higher priority than what is already funded in the Navy's 2012 budget request, but these accounts are "stressed by increased operational tempo," Roughead tells Congress.
"Please keep in mind, the half-year Continuing Resolution for 2011 has the potential to impact requirements in [fiscal year] 2012," Roughead says.
The bulk of the Marine Corps' funding - $155 million - is for construction activities related to the Marine Corps University located in Quantico, Va., with academic facilities at other Marine Corps bases worldwide.
Gen. James Amos, commandant of the Marine Corps, identifies a handful of other unfunded requirements "that will provide substantial benefit to the Marine Corps today and in the future," in an April 26 letter to Smith.
His list includes $45 million for the Enterprise Land Mobile Radio and $17 million for fire suppression equipment for the Marine Corps' vehicles used in Afghanistan.
Based on lessons from recent operations in Japan, Amos also lists funding for equipment like protective suits, replacement respirators and unified command suites to improve the Corps' Chemical, Biological, Nuclear Incident Response Force.
"In light of the financial constraints facing our nation, we are especially grateful for the commitment by Congress to ensuring our men and women in harm's way receive the equipment and resources they need," Amos writes.