In April 1992, the second YF-22 crashed while landing at Edwards Air Force Base, California. The test pilot, Tom Morgenfeld, escaped without injury. The cause of the crash was found to be a flight control software error that failed to prevent a pilot-induced oscillation.[283]
The first crash of a production F-22 occurred during takeoff at Nellis Air Force Base on 20 December 2004, in which the pilot ejected safely before impact.[284][285] The crash investigation revealed that a brief interruption in power during an engine shutdown prior to flight caused a malfunction in the flight-control system;[286] consequently the aircraft design was corrected to avoid the problem. All F-22s were grounded after the crash; operations resumed following a review.[287]
On 25 March 2009, an F-22 crashed 35 miles (56 km) northeast of Edwards Air Force Base during a test flight,[288] resulting in the death of Lockheed test pilot David P. Cooley.[45][289] An Air Force Materiel Command investigation found that Cooley momentarily lost consciousness during a high-G maneuver, then ejected when he found himself too low to recover. Cooley was killed during ejection by blunt-force trauma from the aircraft's speed and the windblast. The investigation found no issues with the F-22's design.[290]
On 16 November 2010, an F-22, based at Elmendorf, Alaska, lost contact with Air Traffic Control.[291] The aircraft was discovered to have crashed; the pilot, Captain Jeffrey Haney, was killed.[292] The F-22 fleet was restricted to flying below 25,000 feet, before being grounded completely, while the accident was investigated.[293] In 2011, more wreckage from the crash site was recovered; the accident has been attributed to a malfunction in the bleed air system that shut down the aircraft's Environmental Control System (ECS) and On-Board Oxygen Generating System (OBOGS).[294] The OBOGS, which is fed by engine bleed air, was apparently shut down automatically in response to an engine overheat condition detected by the main computer.[295] The accident review board ruled the pilot (wearing bulky cold-weather gear and night vision goggles) was to blame for the accident, as he did not react properly and did not engage the emergency oxygen system.[296][297] Schwartz has called the Pentagon Office of the Inspector General investigation of the report "routine",[298][299] but did not assign blame to the pilot.[300] The pilot's widow sued, claiming the aircraft has defective equipment.[301][302] In response to the accident investigation results, the engagement handle for the emergency oxygen system was redesigned to improve location and grasping, and the emergency oxygen system should engage automatically when OBOGS is shut down due to an engine failure.[303] The aircraft's manufacturers reached a settlement with the pilot's family.[304] On 11 February 2013, the DoD's Inspector General released its report on its investigation, finding that the USAF had erred in assigning blame to Haney for the crash and stated that the USAF's conclusions were contradictory, incomplete, or "not supported by facts." In response, the USAF stated that it stood by its accident investigation conclusions.[305]
On 15 November 2012, an F-22 crashed near Tyndall Air Force Base, just south of Panama City, Florida. The pilot ejected safely and no injuries were reported on the ground. The cause of the accident is unknown.[306][307]
On 7 December 2012, an F-22 from the 199th Fighter Squadron sustained $1.8 million in damage to its horizontal stabilizers while landing at Joint Base Pearl Harbor-Hickam. The aircraft was returning from participating in a missing-man formation at a memorial event commemorating the attack on Pearl Harbor.[308][309]