The Only One For Me
Ì©ÎÄ.¿²±´¶û(Tevin Campbell) Lyrics
Jump to: Overall Meaning ↴ Line by Line Meaning ↴
Don't wanna play those games no more
I don't wanna break your heart
Don't wanna play those foolish games
'cause I feel that you're the only one for me
Verse 1:
When I was a young boy I believed
Played around with your emotions
From the start but now I can see
That there is more to life than dreams I finally found someone
Who makes my life complete
And I know within my heart
Your love is true
And that's why I don't...
Chorus
How could I be so selfish then
Knowing the things that I know now
All the times I tried to love you
I needed you to show me how
But now I can see
That there is more to life than dreams I finally found someone who makes my life complete
And I know within my heart
Your love is true so...
Chorus x 2
Do you feel the same way too?
(tell me do you feel the same?)
Is my love too much for you to bear?
(love too much to bear)
Should I just be on my way?
I wanna stay
Chorus
I played with your emotions
How could I be so blind
Don't wanna play those games
'cause I feel that you're the only one for me
Chorus
The song "The Only One For Me" by Tevin Campbell is a confession of love and a plea for forgiveness. The chorus repeats a few times, emphasizing the singer's desire to no longer play games or hurt their partner. The verses reveal that the singer's past experiences with love were less than ideal, leading them to believe that love was just a dream. However, they now realize that they were selfish and foolish in their past relationship and sees the value in having someone who completes them. Despite this realization, the singer is still unsure if their love is too much for their partner, leading to the question in the last chorus of whether their feelings are mutual.
The lyrics can be interpreted as a story of growth; the singer has come to realize the value and true meaning of love after experiencing heartbreak and playing with emotions. Their past mistakes and immaturity have led them to appreciate what they have now with their current partner. The song is a plea for forgiveness, a request for a second chance, and a declaration of love, all rolled into one. The repetitiveness of the chorus, and the final question posed to their partner, "Do you feel the same way too?", further emphasizes the importance of their partner's feelings in the singer's journey of growth and maturation in love.
Line by Line Meaning
Don't wanna play those games no more
I am tired of playing games and messing with your emotions.
I don't wanna break your heart
I do not want to cause you any pain or hurt.
Don't wanna play those foolish games
I do not want to play any more foolish games with you.
'cause I feel that you're the only one for me
I truly believe that you are the only one for me.
When I was a young boy I believed
As a child, I thought love was just a dream.
That love was just a dream
I did not believe that love was something that existed in real life.
Played around with your emotions
I toyed with your feelings and did not take them seriously.
From the start but now I can see
I realize now that I was wrong to play with your emotions.
That there is more to life than dreams I finally found someone
I have come to understand that life can be about more than just dreams, and I have found someone who is important to me.
Who makes my life complete
My partner completes me and makes my life better.
And I know within my heart Your love is true
I have faith in my heart that my partner's love is real.
How could I be so selfish then
I realize now that I was being selfish in the past.
Knowing the things that I know now
I have gained some knowledge or wisdom since then.
All the times I tried to love you I needed you to show me how
I did not know how to love you properly and needed guidance.
But now I can see That there is more to life than dreams I finally found someone who makes my life complete
I have come to understand that there is more to life than just dreams, and now I am with someone who makes my life complete.
Do you feel the same way too? (tell me do you feel the same?)
I want to know if my partner feels the same way about me.
Is my love too much for you to bear? (love too much to bear)
I am worried that my partner may not be able to handle the intensity of my love.
Should I just be on my way? I wanna stay
I am torn between wanting to leave and wanting to stay with my partner.
I played with your emotions How could I be so blind
I now realize that I was blind to the harm I was causing by playing with my partner's emotions.
Contributed by Kaitlyn E. Suggest a correction in the comments below.
@mad5608
The Lockheed Martin F-22 Raptor is an American single-seat, twin-engine, all-weather tactical stealth fighter aircraft developed for the United States Air Force (USAF). As a product of the USAF's Advanced Tactical Fighter (ATF) program the aircraft was designed as an air superiority fighter, but also incorporates ground attack, electronic warfare, and signals intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft first flew in 1997 and was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Although the USAF had originally planned to buy a total of 750 ATFs, the program was cut to 187 production aircraft in 2009 due to high costs, a lack of air-to-air missions at the time of production, and the development of the more affordable and versatile F-35.[N 2] The last F-22 was delivered in 2012.
While it had a protracted development and initial operational difficulties, the F-22 has become a critical component of the USAF's tactical airpower. The fighter's combination of stealth, aerodynamic performance, and mission systems enabled a leap in air combat capabilities and set the benchmark for its generation.[3][4] The F-22 is expected to serve into the 2030s and eventually have its role succeeded by the USAF's Next Generation Air Dominance (NGAD) manned fighter component.[5]
Development
Origins
Main articles: Advanced Tactical Fighter and Lockheed YF-22
ATF SPO Patch, 1990
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle and F-16 Fighting Falcon. Code-named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Sukhoi Su-27 "Flanker"- and Mikoyan MiG-29 "Fulcrum"-class of fighter aircraft.[6] It would make an ambitious leap in performance by taking advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems and avionics, more powerful propulsion systems for supersonic cruise (or supercruise) over Mach 1.5, and most importantly, stealth technology.[7][8]
The USAF initiated an ATF request for information (RFI) to the aerospace industry in May 1981 as well as a subsequent concept development team (CDT) to manage concept and technology development.[9] In 1983, the CDT became the ATF System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. Following a period of concept refinement and system requirements definition, the demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing a strong emphasis on stealth and supercruise. The RFP would see some alterations after its first release; stealth requirements were drastically increased in December 1985,[N 3] and the requirement for flying technology demonstrator prototypes was added in May 1986.[10] Additionally, the U.S. Navy, under the Navalized Advanced Tactical Fighter (NATF) program, eventually announced that it would use an ATF derivative to replace its F-14 Tomcat. Owing to the immense investments required to develop the technology needed to achieve performance requirements, teaming between companies was encouraged. Of the seven bidding companies,[N 4] Lockheed and Northrop were selected on 31 October 1986. Lockheed, through its Skunk Works division, then teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.[N 5] Concurrently, Pratt & Whitney and General Electric were contracted to develop the propulsion systems for the ATF engine competition.[11][12]
Dem/Val was focused on system engineering, technology development plans, and risk reduction over point aircraft designs; in fact, after the down-select, the Lockheed team completely redesigned the airframe configuration in the summer of 1987 due to weight analysis during detailed design, with notable changes including the wing planform from swept trapezoidal to diamond-like delta and a reduction in forebody planform area.[13] Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section (RCS) calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing for Dem/Val. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories.[14] During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. Space and cooling provisions were retained to allow for the later addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 to 60,000 lb (23,000 to 27,000 kg), resulting in engine thrust requirement increasing from 30,000 to 35,000 lbf (130 to 160 kN) class.[15]
Each team built two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests successfully demonstrated supercruise as well as the firing of air-to-air missiles from internal weapons bays. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team and Pratt & Whitney as the winners of the ATF and engine competitions for full-scale development.[16] The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky.[17] The press also speculated that the Lockheed team's design was also more adaptable to the Navy's NATF,[N 6] but by fiscal year (FY) 1992, the Navy had abandoned NATF.[18]
Full-scale development
As the program moved to full-scale development, or Engineering & Manufacturing Development (EMD), the production F-22 design evolved to have notable differences from the immature YF-22 demonstrator, despite having a similar configuration. The wing's leading edge sweep angle was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%.[19] The radome shape was changed for better radar performance and the wingtips were clipped for antennas. To improve pilot visibility and aerodynamics, the canopy was moved forward 7 inches (18 cm) and the engine inlets moved rearward 14 inches (36 cm). The shapes of the fuselage, wing, and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. The production airframe was designed with a service life of 8,000 hours.[20][21] Increasing weight during EMD caused slight reductions in projected range and maneuver performance.[22]
Aside from advances in air vehicle and propulsion technology, the F-22's avionics and software were unprecedented in terms of complexity and scale, with the fusion of multiple sensors systems and software integration of 1.7 million lines of code.[23] To enable early looks and troubleshooting for mission software development, the software was flight-tested on a Boeing 757 modified with F-22 mission systems to serve as the Flying Test Bed avionics laboratory.[24]
Manufacturers of the F-22
The end of the Cold War and the dissolution of the Soviet Union in 1991 reduced the Department of Defense's (DoD) urgency for new weapon systems and the following years would see successive reductions in DoD spending; this resulted in the F-22's EMD being rescheduled and lengthened multiple times. The roughly equal division of work amongst the team largely carried through from Dem/Val to EMD, although prime contractor Lockheed acquired General Dynamics' fighter portfolio at Fort Worth, Texas in 1993 and thus had the majority of the airframe manufacturing; Lockheed would merge with Martin Marietta in 1995 to form Lockheed Martin. While Lockheed primarily performed Dem/Val work at its Skunk Works sites in Burbank and Palmdale, California, it would shift its program office and EMD work from Burbank to Marietta, Georgia, where it performed final assembly; program partner Boeing provided additional airframe components as well as avionics integration and training systems in Seattle, Washington.[25] The first F-22, an EMD aircraft with tail number 4001, was unveiled at Dobbins Air Reserve Base in Marietta on 9 April 1997 and first flew on 7 September 1997.[26][27]
@4p8j
absolute masterpiece
@Bengams
Sus
@gadafouad6122
I don't know what the fuck did I just watch but it's a ✨𝙢𝙖𝙨𝙩𝙚𝙧 𝙥𝙞𝙚𝙘𝙚✨
@blorb64
masterpiece
@mad5608
The Lockheed Martin F-22 Raptor is an American single-seat, twin-engine, all-weather tactical stealth fighter aircraft developed for the United States Air Force (USAF). As a product of the USAF's Advanced Tactical Fighter (ATF) program the aircraft was designed as an air superiority fighter, but also incorporates ground attack, electronic warfare, and signals intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft first flew in 1997 and was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Although the USAF had originally planned to buy a total of 750 ATFs, the program was cut to 187 production aircraft in 2009 due to high costs, a lack of air-to-air missions at the time of production, and the development of the more affordable and versatile F-35.[N 2] The last F-22 was delivered in 2012.
While it had a protracted development and initial operational difficulties, the F-22 has become a critical component of the USAF's tactical airpower. The fighter's combination of stealth, aerodynamic performance, and mission systems enabled a leap in air combat capabilities and set the benchmark for its generation.[3][4] The F-22 is expected to serve into the 2030s and eventually have its role succeeded by the USAF's Next Generation Air Dominance (NGAD) manned fighter component.[5]
Development
Origins
Main articles: Advanced Tactical Fighter and Lockheed YF-22
ATF SPO Patch, 1990
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle and F-16 Fighting Falcon. Code-named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Sukhoi Su-27 "Flanker"- and Mikoyan MiG-29 "Fulcrum"-class of fighter aircraft.[6] It would make an ambitious leap in performance by taking advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems and avionics, more powerful propulsion systems for supersonic cruise (or supercruise) over Mach 1.5, and most importantly, stealth technology.[7][8]
The USAF initiated an ATF request for information (RFI) to the aerospace industry in May 1981 as well as a subsequent concept development team (CDT) to manage concept and technology development.[9] In 1983, the CDT became the ATF System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. Following a period of concept refinement and system requirements definition, the demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing a strong emphasis on stealth and supercruise. The RFP would see some alterations after its first release; stealth requirements were drastically increased in December 1985,[N 3] and the requirement for flying technology demonstrator prototypes was added in May 1986.[10] Additionally, the U.S. Navy, under the Navalized Advanced Tactical Fighter (NATF) program, eventually announced that it would use an ATF derivative to replace its F-14 Tomcat. Owing to the immense investments required to develop the technology needed to achieve performance requirements, teaming between companies was encouraged. Of the seven bidding companies,[N 4] Lockheed and Northrop were selected on 31 October 1986. Lockheed, through its Skunk Works division, then teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.[N 5] Concurrently, Pratt & Whitney and General Electric were contracted to develop the propulsion systems for the ATF engine competition.[11][12]
Dem/Val was focused on system engineering, technology development plans, and risk reduction over point aircraft designs; in fact, after the down-select, the Lockheed team completely redesigned the airframe configuration in the summer of 1987 due to weight analysis during detailed design, with notable changes including the wing planform from swept trapezoidal to diamond-like delta and a reduction in forebody planform area.[13] Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section (RCS) calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing for Dem/Val. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories.[14] During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. Space and cooling provisions were retained to allow for the later addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 to 60,000 lb (23,000 to 27,000 kg), resulting in engine thrust requirement increasing from 30,000 to 35,000 lbf (130 to 160 kN) class.[15]
Each team built two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests successfully demonstrated supercruise as well as the firing of air-to-air missiles from internal weapons bays. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team and Pratt & Whitney as the winners of the ATF and engine competitions for full-scale development.[16] The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky.[17] The press also speculated that the Lockheed team's design was also more adaptable to the Navy's NATF,[N 6] but by fiscal year (FY) 1992, the Navy had abandoned NATF.[18]
Full-scale development
As the program moved to full-scale development, or Engineering & Manufacturing Development (EMD), the production F-22 design evolved to have notable differences from the immature YF-22 demonstrator, despite having a similar configuration. The wing's leading edge sweep angle was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%.[19] The radome shape was changed for better radar performance and the wingtips were clipped for antennas. To improve pilot visibility and aerodynamics, the canopy was moved forward 7 inches (18 cm) and the engine inlets moved rearward 14 inches (36 cm). The shapes of the fuselage, wing, and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. The production airframe was designed with a service life of 8,000 hours.[20][21] Increasing weight during EMD caused slight reductions in projected range and maneuver performance.[22]
Aside from advances in air vehicle and propulsion technology, the F-22's avionics and software were unprecedented in terms of complexity and scale, with the fusion of multiple sensors systems and software integration of 1.7 million lines of code.[23] To enable early looks and troubleshooting for mission software development, the software was flight-tested on a Boeing 757 modified with F-22 mission systems to serve as the Flying Test Bed avionics laboratory.[24]
Manufacturers of the F-22
The end of the Cold War and the dissolution of the Soviet Union in 1991 reduced the Department of Defense's (DoD) urgency for new weapon systems and the following years would see successive reductions in DoD spending; this resulted in the F-22's EMD being rescheduled and lengthened multiple times. The roughly equal division of work amongst the team largely carried through from Dem/Val to EMD, although prime contractor Lockheed acquired General Dynamics' fighter portfolio at Fort Worth, Texas in 1993 and thus had the majority of the airframe manufacturing; Lockheed would merge with Martin Marietta in 1995 to form Lockheed Martin. While Lockheed primarily performed Dem/Val work at its Skunk Works sites in Burbank and Palmdale, California, it would shift its program office and EMD work from Burbank to Marietta, Georgia, where it performed final assembly; program partner Boeing provided additional airframe components as well as avionics integration and training systems in Seattle, Washington.[25] The first F-22, an EMD aircraft with tail number 4001, was unveiled at Dobbins Air Reserve Base in Marietta on 9 April 1997 and first flew on 7 September 1997.[26][27]
@kriswell.
This is the most 2010 video ive ever seen
@randomusername9884
What are theese subtitles?
@CursedBro0107
I searched §
@rajtrungminh2024
Me too 💀
@lordhampter7590
what the fuck is this