Mil Std 22: Fill & Download for Free

Maybe not. The F-35 avionics were designed differently than most aircraft. Most aircraft have a bunch of avionics boxes in the electronics bays and each performs a single function (or a couple). For a radio like the Fighter Data Link, aka Link-16, you have one box that has a receiver/exciter, and a power amp, and maybe a crypto card from NSA that does encryption. This connects up to an avionics bus (Mil-Std-1553C) that lets the pilot control functions from his MFD - multi-function displays. There are a lot of these boxes for comm, radar, nav, fire control, etc. You can generally upgrade each individually.With F-35, they built an CNI system that is a big rack with a bunch of cards in it. Each card performs one or more functions, and Northrup did the entire box and the software (with some help in specific area). Maybe that save some time or cost - maybe not. But each one of those elements in the CNI system are pretty much owned by Grumman and only they can work on them.It may come that someday the cost and capability of the F-35 will be adapted to the F-22 - the F-35 is a new program, there are a lot of copies of it, and it will get a lot of upgrades. And there are cost saving in logistics and training that could make combining them cost-effective.F-22 lacked the standard Fighter Data Link that F-15s, F-16, F-18, and other combat aircraft use to share information - it’s their “internet”. This was left out for stealth reasons - Link-16 transmits on UHF constantly and it would be easy to detect in the air. It was replaced by a very direction link called MADL - multifunction advanced data link - that use radar frequencies to send a beam to another aircraft. To bridge the Link-16 to MADL aircraft, a relay aircraft called BACN is use - basically a commercial jet with a lot of radios onboard.Avionics BayRejuvenating the Raptor: Roadmap for F-22 Modernization - Avionics

It would take years to restart production. Perhaps months in a extremely serious national emergency where cost is no factor.Few people are truly aware of how complex manufacturing something like a fighter jet really is. Lockheed cannot simply dust off the custom tools it has in storage and start pumping out new planes. The F-22 is comprised of millions of different parts and a multitude of exotic materials. Steady production of such a beast requires a large, complex supply chain that cannot be recreated overnight. The F-22 program had around 1,000 subcontractors and employed 95,000 workers when it was in active production. Those subcontracts lapsed, and subs have since filled their manufacturing capacity with other projects or have gone out of business.Program management is far from the only complication. Electronics are a nightmare to source for such long term projects. Computers in aeronautical platforms are not like your home PC - you can't just stick a replacement processor in somewhere because the manufacturer no longer makes the original. Much of the F-22 was designed in the 80s and 90s - where would you find a supply of 1990-era processors today? Replacing these parts with newer ones means a significant re-engineering effort, along with a comparably large testing process and many re-certifications. (New parts and platforms would have to go through United States Military Standard (MIL-STD) testing, for example). Some of these parts were saved and are available, but previous public statements from the Air Force have stated that spare part quantity is sufficient only for fleet maintenance, not new production.Also frequently forgotten are the human resources that go into manufacturing. The many engineers and technicians Lockheed had on the F-22 have since moved on to other projects and other companies. Some might be available to return, but the more time passes, the more legacy knowledge is lost. (Much like we've lost the ability to build the Saturn V rocket due to the decades where such rockets were not built) This may be a small problem if the contract for more F-22s was signed today, but in 5-10 years, this will be quite the significant obstacle.There is no simple switch that starts the production line again. Lockheed would have to spin up a large management program, organize a supply chain consisting of thousands of companies from all over the world, put together engineering, testing, and manufacturing teams, figure out its own manufacturing capacity issues, (The F-35 would likely have to be scaled back to make room for the F-22 in the short term) and bring out all the custom tools and parts from storage and figure out which ones are still usable and what others need to be recreated.This all ignores the cost of such an undertaking as well. Lockheed has estimated it would cost $200 million just to restart production. If the order was given (and check signed), I would expect the first new plane to roll off the assembly line in 18 to 36 months, depending on how much rework was required. It would be very impressive if Lockheed was able to do this in less time.In the hypothetical case of a no-cost-is-too-high national emergency, where F-22 production would be granted priority by the government and with significant waivers to typical government requirements, I could see this *possibly* happening in 6 months. That would require 24x7 shift work and cost serious money - well over the $200 million estimate - as subcontractors and suppliers would have to be paid to break their current contracts and focus immediately on supplying the F-22.

Any system conforming to MİL STD 461 standard should stand a field strength of 200V/m. So, starting from here and thru standard calculations you can assess that radar should be very close to victim radar.