Northrop YF-23

Last updated

YF-23
Ray Wagner Collection Image YF-23.jpg
YF-23 flying over Edwards Air Force Base.
Role Stealth fighter technology demonstrator
National originUnited States
Manufacturer Northrop/McDonnell Douglas
First flight27 August 1990
StatusCanceled
Primary user United States Air Force
Produced1989–1990
Number built2

The Northrop/McDonnell Douglas YF-23 is an American single-seat, twin-engine, supersonic stealth fighter aircraft technology demonstrator designed for the United States Air Force (USAF). The design team was a finalist in the USAF's Advanced Tactical Fighter (ATF) demonstration/validation competition, battling the YF-22 team for the full-scale development contract. Two YF-23 prototypes were built.

Contents

In the 1980s, the USAF began looking for a replacement for its F-15 fighter aircraft to more effectively counter the Soviet Union's advanced Sukhoi Su-27 and Mikoyan MiG-29. Several companies submitted design proposals; the USAF selected proposals from Northrop and Lockheed. Northrop teamed with McDonnell Douglas to develop the YF-23, while Lockheed, Boeing, and General Dynamics developed the YF-22.

The YF-23 was stealthier and faster, but less agile than its competitor. After a four-year development and evaluation process, the YF-22 team was announced the winner in 1991 and the design was developed into the Lockheed Martin F-22, which first flew in 1997 and entered service in 2005. The U.S. Navy considered using the production version of the ATF as the basis for a replacement to the F-14, but these plans were later canceled. The two YF-23 prototypes are currently museum exhibits.

Development

Concept definition

American reconnaissance satellites first spotted the advanced Soviet Su-27 and MiG-29 fighter prototypes in 1978, which caused concern in the U.S. Both Soviet models were expected to reduce the maneuverability advantage of contemporary U.S. fighter aircraft. [1] Additionally, U.S. tactical airpower would be further threatened by new Soviet systems such as the A-50 airborne warning and control system (AWACS) and more advanced surface-to-air missile systems. [2] In 1981, the USAF began developing requirements and discussing with the aerospace industry on concepts for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle. The ATF was to take advantage of emerging technologies, including composite materials, lightweight alloys, advanced flight-control systems, more powerful propulsion systems, and stealth technology. [3]

Diagram of several designs submitted for ATF RFI. Note the comparatively small sizes of Northrop's designs. F-22 RFI.jpg
Diagram of several designs submitted for ATF RFI. Note the comparatively small sizes of Northrop's designs.

The ATF request for information (RFI) was released in May 1981 to several aerospace companies on possible features for the new fighter. Initially code-named "Senior Sky", the ATF at this time was still in the midst of requirements definition, which meant that there was considerable variety in the industry responses. Northrop submitted three designs for the RFI, ranging from ultra low-cost, to highly agile, to low-observable missileer; all were on the small and light end of the response spectrum. [4] In 1983, the ATF System Program Office (SPO) was formed at Wright-Patterson Air Force Base from the initial Concept Development Team. After discussions with aerospace companies and Tactical Air Command (TAC), the SPO made air-to-air combat with outstanding kinematic performance the primary role for the ATF, which would replace the F-15 Eagle. [5] Northrop's response was a Mach 2+ fighter design designated N-360 with delta wings, a single vertical tail, and twin engines with thrust vectoring nozzles and thrust reversers. [6] [7] Around this time however, the SPO would begin to increasingly emphasize stealth due to very low radar cross section (RCS) results from the Air Force's "black world" innovations such as the Have Blue/F-117, Tacit Blue, and the Advanced Technology Bomber (ATB) program (which would result in the B-2). [8]

Northrop was able to quickly adapt to the ATF's increasing emphasis on stealth. Since October 1981, a small team of engineers under Rob Sandusky within its ATB/B-2 division had been working on stealth fighter designs. Sandusky would later be the Northrop ATF's Chief Engineer, while fellow B-2 stealth engineer Yu Ping Liu was recruited in 1985 as the chief scientist. [9] Three design concepts were studied: the Agile Maneuverable Fighter (AMF) similar to N-360 with two canted vertical tails and the best aerodynamic performance of the three while having minimal stealth, Ultra Stealth Fighter (USF) that emphasized maximum stealth through edge alignment with only four RCS lobes and nicknamed "Christmas Tree" for its planform shape, and High Stealth Fighter (HSF) that balanced stealth and maneuverability with diamond wings, all-moving V-tail "ruddervators" (or butterfly tails), engine exhaust troughs, and aligned edges. [7] [10] HSF would take many design cues from the B-2 to reduce the its susceptibility to radar and infrared detection, and Liu's understanding of both radar signatures and aerodynamics would lend itself to key design features, such as shaping of the nose (nicknamed "platypus" for the initial shape and pronounced chine edges) and canopy with their Gaussian surfaces. By 1985, HSF had evolved to be recognizably similar to the eventual YF-23 and emerged as the optimal balance of stealth and aerodynamic performance. [9] [11]

Demonstration and validation

From left to right, flat-plate models of Northrop's AMF, USF, and HSF design concepts. HSF was the preferred concept by 1985. Northrop AMF USF HSF.jpg
From left to right, flat-plate models of Northrop's AMF, USF, and HSF design concepts. HSF was the preferred concept by 1985.

By November 1984, concept exploration had allowed the SPO to narrow its requirements and release the Statement of Operational Need, which called for a 50,000 lb (22,700 kg) takeoff weight fighter with stealth and excellent kinematics, including prolonged supersonic flight without the use of afterburners, or supercruise. In September 1985, the USAF issued the request for proposal (RFP) for demonstration and validation (Dem/Val) to several aircraft manufacturers with the top four proposals, later cut down to two, proceeding to the next phase; in addition to the ATF's demanding technical requirements, the RFP also emphasized systems engineering, technology development plans, and risk mitigation. [12] The RFP would see some changes after its initial release; following discussions with Lockheed and Northrop regarding their experiences with the F-117 and ATB/B-2, stealth requirements were drastically increased in December 1985. [13] The requirement to include the evaluation of prototype air vehicles from the two finalists was added in May 1986 due to recommendations from the Packard Commission. At this time, the USAF envisioned procuring 750 ATFs at a unit flyaway cost of $35 million in fiscal year (FY) 1985 dollars; furthermore, the U.S. Navy, under the Navy Advanced Tactical Fighter (NATF) program, eventually announced that it would use a derivative of the ATF winner to replace its F-14 Tomcat and called for the procurement of 546 aircraft. [14] [15]

Northrop's DP110 submission for Dem/Val RFP. Note the great similarity to the eventual YF-23. Northrop ATF DP110.jpg
Northrop’s DP110 submission for Dem/Val RFP. Note the great similarity to the eventual YF-23.

Northrop's work on the HSF would pay off for the Dem/Val RFP. By January 1986, HSF would evolve into Design Proposal 86E (DP86E) as a refined and well-understood concept through extensive computational fluid dynamics simulations, wind tunnel testing, and RCS pole testing and became Northrop's preference for its ATF submission. [16] Furthermore, Northrop's ability to design and analyze stealthy curved surfaces, stemming back from its work on Tacit Blue and the ATB/B-2, gave their designers an early advantage, especially since Lockheed, the only other company with extensive stealth experience, had previously relied on faceting as on the F-117 and lost the ATB to Northrop as a result. That loss, along with the poor aerodynamic performance of their early faceted ATF concept, forced Lockheed to also develop designs and analysis methods with curved stealthy surfaces. [17] [18] Northrop's HSF design would be refined into DP110, which was its submission for the Dem/Val RFP. [7]

In July 1986, proposals for Dem/Val were submitted by Lockheed, Boeing, General Dynamics, McDonnell Douglas, Northrop, Grumman and Rockwell; the latter two dropped out of competition shortly thereafter. [19] As contractors were expected to make significant investments for technology development, teaming between companies was encouraged by the SPO. Following proposal submissions, Lockheed, Boeing, and General Dynamics formed a team to develop whichever of their proposed designs was selected, if any. Northrop and McDonnell Douglas formed a team with a similar agreement. [20]

The Lockheed and Northrop, the two industry leaders in stealth aircraft, were selected as finalists on 31 October 1986 for Dem/Val as first and second place, although the approaches to their proposals were markedly different; Northrop's refined and well-understood design proposal was a significant advantage especially in contrast to Lockheed's immature design, but the Lockheed proposal's focus on systems engineering rather than a point aircraft design actually pulled it ahead. [17] [21] Both teams were awarded $691 million in FY 1985 dollars and given 50 months to build and flight-test their prototypes; concurrently, Pratt & Whitney and General Electric were contracted to develop the engines for the ATF engine competition. [22] Because of the late addition of the prototyping requirement due to political pressure, the prototype air vehicles were to be "best-effort" machines not meant to perform a competitive flyoff or represent a production aircraft that meets every requirement, but to demonstrate the viability of its concept and mitigate risk. [23]

Design refinement

Top view of the YF-23 (DP117K), showing the trapezoidal wings and separation between the forward fuselage and engine nacelles YF-23 top view.jpg
Top view of the YF-23 (DP117K), showing the trapezoidal wings and separation between the forward fuselage and engine nacelles

As one of the winning companies for the Dem/Val proposals, Northrop was the program lead of the YF-23 team with McDonnell Douglas and the two had previously collaborated on the F/A-18 Hornet. [24] In addition to the government contract awards, the team would eventually invest $650 million combined into their ATF effort. [25] Airframe fabrication was divided roughly evenly, with Northrop building the aft fuselage and empennage in Hawthorne, California and performing final assembly at Edwards Air Force Base while McDonnell Douglas built the wings and forward fuselage in St. Louis, Missouri. Manufacturing was greatly assisted by the use of computer-aided design software. However, the YF-23 design would largely be a continual refinement from Northrop's DP110 with little influence from McDonnell Douglas's design, which had swept wings, four empennage surfaces, and chin-mounted split wedge inlets and did not perform well for stealth. [26] The YF-23's design evolved into DP117K when it was frozen as the prototype configuration in January 1988, with changes including a sharper and more voluminous nose from the earlier "platypus" shape for better radar performance and a strengthened aft deck with lower drag shaping. [27] [28] Due to the complex surface curvature, the aircraft was built outside-in, with the large composite skin structures fabricated first before the internal members. To ensure precise and responsive handling, Northrop developed and tested the flight control laws using both a large-scale simulator as well as a modified C-131 named the Total In Flight Simulator (TIFS). [29]

Throughout Dem/Val, the SPO conducted System Requirements Reviews (SRR) where it reviewed results of performance and cost trade studies with both teams, and if necessary adjusted requirements and deleted ones that added substantial weight or cost while having marginal value. The ATF was initially required to land and stop within 2,000 feet (610 m), which meant the use of thrust reversers on their engines. In 1987, the USAF changed the runway length requirement to 3,000 feet (910 m) and by 1988 the requirement for thrust reversers were no longer needed. This allowed Northrop to have smaller engine nacelle housings in subsequent design refinements for the F-23. As DP117K had been frozen by then, the nacelles — nicknamed "bread loafs" for their flat upper surface — were not downsized on the prototypes. [30] [31] The number of internal missiles (with the AIM-120A as the reference baseline) was reduced from eight to six. Despite these adjustments, both teams struggled to achieve the 50,000-lb takeoff gross weight goal, and this was subsequently increased to 60,000 lb (27,200 kg) while engine thrust was increased from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class. [32]

Aside from advances in air vehicle and engine design, the ATF also required innovations in avionics and sensor systems with the goal of achieving sensor fusion to enhance situational awareness and reduce pilot workload. The YF-23 was meant as a demonstrator for the airframe and propulsion system design and thus did not mount any mission systems avionics. Instead, Northrop and McDonnell Douglas tested these systems in ground and airborne laboratories with the Northrop using a modified BAC One-Eleven as a flying avionics laboratory and McDonnell Douglas building the Avionics Ground Prototype (AGP) to evaluate software and hardware performance and reliability. [24] [33] Avionics requirements were also the subject of SPO SRRs with contractors and adjusted during Dem/Val. For example, the infrared search and track (IRST) sensor was dropped from a baseline requirement to provision for future addition in 1989. [32]

The red hourglass painted on YF-23 PAV-1 for its maiden flight. YF-23 hourglass.png
The red hourglass painted on YF-23 PAV-1 for its maiden flight.

Formally designated as the YF-23A, the first aircraft (serial number 87-0800), Prototype Air Vehicle 1 (PAV-1), was rolled out on 22 June 1990; [34] PAV-1 took its 50-minute maiden flight on 27 August with Alfred "Paul" Metz at the controls. [35] The second YF-23 (serial number 87-0801, PAV-2) made its first flight on 26 October, piloted by Jim Sandberg. [36] The first YF-23 was painted charcoal gray and was nicknamed "Gray Ghost". The second prototype was painted in two shades of gray and nicknamed "Spider". [37] [38] PAV-1 briefly had a red hourglass painted on its ram air scoop to prevent injury to ground crew. The red hourglass resembled the marking on the underside of the black widow spider further reinforcing the unofficial nickname "Black Widow II" [37] given to the YF-23 because of its 8-lobe radar cross section plot shape that resembled a spider. When Northrop management found out about the marking, they had it removed. [39]

A proposed naval variant of the YF-23, sometimes known as the NATF-23 (the design was never formally designated), was considered as an F-14 Tomcat replacement. The original YF-23 design was first considered but would have had issues with flight deck space, handling, storage, landing, and catapult launching reasons requiring a different design. By 1989, the design was narrowed down to two possible configurations, DP533 with four tails and DP527 with two tails and canards; DP527 was eventually determined to be the best solution. [40] [41] The NATF-23 design was submitted along with the F-23 proposal for full-scale development, or engineering and manufacturing development (EMD), in December 1990, although by late 1990 the Navy was already beginning to back out of the NATF program and fully abandoned it by FY 1992 due to escalating costs. [42] A wind tunnel test model of DP527, tested for 14,000 hours, was donated (with canards removed) by Boeing St. Louis (former McDonnell Douglas) in 2001 to the Bellefontaine Neighbors Klein Park Veterans Memorial in St. Louis, Missouri. [43]

Design

A front view of 87-0800 showing the curving exterior of the design. YF-23 front.jpg
A front view of 87–0800 showing the curving exterior of the design.

The YF-23A (internally designated DP117K) was a prototype air vehicle intended to demonstrate the viability of Northrop's ATF proposal designed to meet USAF requirements for survivability, supercruise, stealth, and ease of maintenance. [44] Owing to its continual maturation from the HSF concept which it still greatly resembles, the YF-23's shaping was highly refined; it was an unconventional-looking aircraft, with diamond-shaped wings, a profile with substantial area-ruling to reduce aerodynamic drag at transonic and supersonic speeds, and all-moving V-tails, or "ruddervators". [45] The cockpit was placed high, near the nose of the aircraft for good visibility for the pilot. The aircraft featured a tricycle landing gear configuration with a nose landing gear leg and two main landing gear legs. A single large weapons bay was placed on the underside of the fuselage between the nose and main landing gear. [46] The cockpit has a center stick and side throttle. [47]

A rear view of a YF-23, showing its tile-lined exhaust channels YF-23 exhaust.jpg
A rear view of a YF-23, showing its tile-lined exhaust channels

It was powered by two turbofan engines with each in a separate engine nacelle with S-ducts, to shield engine axial compressors from radar waves, on either side of the aircraft's spine. [48] The inlets were trapezoidal in frontal profile, with special porous suction panels in front to absorb the turbulent boundary layer and vent it over the wings. Of the two aircraft built, the first YF-23 (PAV-1) was fitted with Pratt & Whitney YF119 engines, while the second (PAV-2) was powered by General Electric YF120 engines. The aircraft had single-expansion ramp nozzles (SERN) and unlike the YF-22, does not employ thrust vectoring. [30] As on the B-2, the exhaust from the YF-23's engines flowed through troughs lined with tiles that are “transpiration cooled” to dissipate heat and shield the engines from infrared homing (IR) missile detection from below. [11] The YF-23's propulsion and aerodynamics enable it to supercruise at over Mach 1.6 without afterburners. [49]

YF-23 S-duct engine air intake Northrop McDonnell Douglas YF-23A PAV-1 87-0800 Black Widow II LEngineIntake R&D NMUSAF 25Sep09 (14414042127).jpg
YF-23 S-duct engine air intake

The YF-23 had relaxed stability and was flown through fly-by-wire with the flight control surfaces controlled by a central management computer system. Raising the wing flaps and ailerons on one side and lowering them on the other provided roll. The V-tail fins were angled 50 degrees from the vertical. Pitch was mainly provided by rotating these V-tail fins in opposite directions so their front edges moved together or apart. Yaw was primarily supplied by rotating the tail fins in the same direction. Test pilot Paul Metz stated that the YF-23 had superior high angle of attack (AoA) performance compared to legacy aircraft, with trimmed AoA of up to 60°. [50] [51] Deflecting the wing flaps down and ailerons up on both sides simultaneously provided for aerodynamic braking. [52] To keep prototyping costs low despite the novel design, a number of "commercial off-the-shelf" components were used, including an F-15 nose wheel, F/A-18 main landing gear parts, and the forward cockpit components of the F-15E Strike Eagle. [11] [36]

Production F-23

Cutaway drawing of the EMD F-23 design EMD F-23 cutaway.jpg
Cutaway drawing of the EMD F-23 design

The proposed production F-23 configuration (DP231 for the F119 engine and DP232 for the F120 engine) for full-scale development, or Engineering and Manufacturing Development (EMD), would have differed from the YF-23 prototypes in several ways. Instead of a single weapons bay, the EMD design would instead have two tandem bays in the lengthened forward fuselage, with the forward bay designed for short range AIM-9 missiles and the aft main bay for AIM-120 missiles and bombs; an M61 rotary cannon would be installed on the left side of the forward fuselage. The F-23's overall length was slightly increased to 70 ft 5 in (21.46 m) while wingspan remained about the same. Fuselage volume was expanded, the nose was enlarged to accept mission systems, including the AESA radar, and the forebody chines were less pronounced and raised to the same height as the leading edge of the wing. The deletion of thrust reversers enabled the engine nacelles to have a smaller, more rounded cross-section and the space between them filled in to preserve area-ruling. The inlet design changed from the trapezoidal profile with suction panels to a serrated semicircular with a compression bump. The fuselage and empennage trailing edge pattern would also have fewer serrations and the engine thrust lines were toed in at 1.5° off center. The EMD proposal had both single-seat F-23A and two-seat F-23B variants. [53]

NATF-23

Isometric drawing of NATF-23 DP527, showing the drastic departure from the YF-23 configuration. NATF-23 DP527.jpg
Isometric drawing of NATF-23 DP527, showing the drastic departure from the YF-23 configuration.

The naval NATF-23 variant (designated DP527), the schematics of which surfaced in the 2010s, was different in many ways due to the requirements of aircraft carrier operations as well as a greater emphasis on long range sensors, weapons, and loiter time for fleet air defense; [54] [N 1] the diamond wings were located as far back as possible, and the aircraft had ruddervators with more serrations to reduce length, folding wing capability for flight deck storage, reinforced landing gear, tailhook and slightly canted canards for increased maneuverability at low speeds to land on aircraft carriers and thrust vectoring nozzles. [55] The inlet design was also different, being a quarter circle with serrations with a bumped compression surface. The internal weapons bay was split into two compartments by a bulkhead along the centerline in the forward fuselage to strengthen the aircraft's keel and would have accommodated the Navy's planned AIM-152 advanced air-to-air missiles (AAAM) as well as potentially the AGM-88 HARM and AGM-84 Harpoon, while the bay doors would carry AIM-9 missiles; an M61 rotary cannon would be installed in the right wing. The NATF-23 had an increased 48 ft (14.63 m) wingspan while length was reduced to 62 ft 8.5 in (19.11 m) (same as the F-14); folded wingspan would be 23 ft 4 in (7.11 m). Like the Air Force version, the NATF-23 had both single-seat and two-seat variants. [42] [40]

Operational history

The two YF-23s fly over the Mojave Desert. They were nicknamed "Spider" (foreground), and "Gray Ghost" background) Northrop YF-23 DFRC.jpg
The two YF-23s fly over the Mojave Desert. They were nicknamed "Spider" (foreground), and "Gray Ghost" background)

Evaluation

The first YF-23, with Pratt & Whitney engines, supercruised at Mach 1.43 on 18 September 1990, while the second, with General Electric engines, reached Mach 1.72 on 29 November 1990. [N 2] By comparison, the YF-22 achieved Mach 1.58 in supercruise. [56] The YF-23 was tested to a top speed of Mach 1.8 with afterburners and achieved a maximum angle-of-attack of 25°. [50] The maximum speed is classified, though sources state a speed greater than Mach 2 at altitude in full afterburner. [57] [58] The aircraft's weapons bay was configured for weapons launch, and used for testing weapons bay acoustics, but no missiles were fired; Lockheed fired AIM-9 Sidewinder and AIM-120 AMRAAM missiles successfully from its YF-22 demonstration aircraft. PAV-1 performed a fast-paced combat demonstration with six flights over a 10-hour period on 30 November 1990. Flight testing continued into December. [59] The two YF-23s flew 50 times for a total of 65.2 hours. [60] The tests demonstrated Northrop's predicted performance values for the YF-23. [61] Both designs met or exceeded all performance requirements; the YF-23 was stealthier and faster, but the YF-22 was more agile. [62] [63]

A YF-22 in the foreground with a YF-23 in the background YF-22 and YF-23.jpg
A YF-22 in the foreground with a YF-23 in the background

The two contractor teams submitted evaluation results with their proposals for full-scale development in December 1990, [61] and on 23 April 1991, Secretary of the Air Force Donald Rice announced that the YF-22 team was the winner. [64] The Air Force selected the Pratt & Whitney F119 engine to power the F-22 production version. The Lockheed team and Pratt & Whitney designs were rated higher on technical aspects, were considered lower risks (the YF-23 flew fewer sorties and hours than its counterpart), and were considered to have more effective program management. [64] [61] [65] It has been speculated in the aviation press that the Lockheed team design was also seen as more adaptable to the Navy's NATF, but by FY 1992 the U.S. Navy had abandoned NATF. [66] [67]

Following the competition, both YF-23s were transferred to NASA's Dryden Flight Research Center at Edwards AFB, California, without their engines. [11] [68] NASA planned to use one of the aircraft to study techniques for the calibration of predicted loads to measured flight results, but this did not take place. [68] Both YF-23 airframes remained in storage until mid-1996, when the aircraft were transferred to museums. [68] [69]

Possible revival

Northrop Grumman concept art of the FB-23 "Rapid Theater Attack" regional bomber FB-23 Rapid Theater Attack.png
Northrop Grumman concept art of the FB-23 "Rapid Theater Attack" regional bomber

In 2004, Northrop Grumman [N 3] proposed an F-23-based bomber called the FB-23 [N 4] "Rapid Theater Attack" (RTA) to meet a USAF solicitation for an interim regional bomber, for which the FB-22 and B-1R were also competing. [70] [71] Northrop modified YF-23 aircraft PAV-2 to serve as a display model for its proposed interim bomber. [61] The possibility of an FB-23 interim bomber ended with the 2006 Quadrennial Defense Review, which favored a long-range strategic bomber with much greater range. [72] [73] The USAF has since moved on to the Next-Generation Bomber and Long Range Strike Bomber program. [74]

The Japan Air Self-Defense Force (JASDF) launched a program to develop a domestic 5th/6th generation (F-3) fighter after the US Congress refused in 1998 to export the F-22. After a great deal of study and the building of static models, the Mitsubishi X-2 Shinshin testbed aircraft flew as a technology demonstrator from 2016. By July 2018, Japan had gleaned sufficient information and decided that it would need to bring on-board international partners to complete this project. Northrop Grumman was one of the companies that responded and there was speculation that it could offer a modernized version of the F-23 to JASDF, while Lockheed Martin offered an airframe derived from the F-22; Japan ultimately did not select these proposals due to costs and industrial work-share concerns. [75] [76]

Aircraft on display

Restoration work at the USAF Museum YF-23 in the restoration area of the usaf museum.jpg
Restoration work at the USAF Museum
YF-23 "Gray Ghost" on display at the USAF Museum at Wright-Patterson Air Force Base, 2023 PAV-1 Display.jpg
YF-23 "Gray Ghost" on display at the USAF Museum at Wright-Patterson Air Force Base, 2023
YF-23 "Spider" on display at the Western Museum of Flight, 2017 YF-23 PAV-2 "Spider" Static.jpg
YF-23 "Spider" on display at the Western Museum of Flight, 2017

Specifications (YF-23A)

YF-23 PAV-1 in flight YF-23 front right view.jpg
YF-23 PAV-1 in flight

Data from Pace, [80] Sweetman, [81] Winchester, [11] Aronstein, [57] and Metz & Sandberg [58]

General characteristics

Performance

Armament
None as tested but provisions made for: [11]

See also

Aircraft of comparable role, configuration, and era

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The Pratt & Whitney F119, company designation PW5000, is an afterburning turbofan engine developed by Pratt & Whitney for the Advanced Tactical Fighter (ATF) program, which resulted in the Lockheed Martin F-22 Raptor. The engine delivers thrust in the 35,000 lbf (156 kN) class and was designed for sustained supersonic flight without afterburners, or supercruise. Delivering almost 22% more thrust with 40% fewer parts than its F100 predecessor, the F119 allows the F-22 to achieve supercruise speeds of up to Mach 1.8. The F119's nozzles incorporate thrust vectoring that enable them to direct the engine thrust ±20° in the pitch axis to give the F-22 enhanced maneuverability.

<span class="mw-page-title-main">Lockheed YF-22</span> Prototype fighter aircraft for the US Air Force Advanced Tactical Fighter program

The Lockheed/Boeing/General Dynamics YF-22 is an American single-seat, twin-engine fighter aircraft technology demonstrator designed for the United States Air Force (USAF). The design team was a finalist in the USAF's Advanced Tactical Fighter (ATF) competition, and two prototypes were built for the demonstration/validation phase of the competition. The YF-22 team won the contest against the YF-23 team for full-scale development, and the design was developed into the Lockheed Martin F-22. The YF-22 has a similar aerodynamic layout and configuration as the F-22, but with notable differences in the overall shaping such as the position and design of the cockpit, tail fins and wings, and in internal structural layout.

<span class="mw-page-title-main">Lockheed Martin FB-22</span> Proposed bomber aircraft for the US Air Force derived from the F-22 Raptor

The Lockheed Martin/Boeing FB-22 was a proposed stealth bomber aircraft marketed to the United States Air Force. Its design was derived from the F-22 Raptor. Lockheed Martin proposed its unsolicited design as a "regional bomber" to complement the aging U.S. strategic bomber fleet. Lockheed Martin appeared to suspend work on the concept following the 2006 Quadrennial Defense Review, which called for a new and much larger strategic Next-Generation Bomber by 2018.

<span class="mw-page-title-main">Mikoyan Project 1.44</span> Fighter technology demonstrator aircraft

The Mikoyan Project 1.44/1.42 is a multirole fighter technology demonstrator developed by the Mikoyan design bureau. It was designed for the Soviet Union's MFI project for the I-90 program, the answer to the U.S.'s Advanced Tactical Fighter (ATF). The MFI was to incorporate many fifth-generation jet fighter features such as supermaneuverability, supercruise, and advanced avionics, as well as some degree of radar signature reduction.

<span class="mw-page-title-main">Iven C. Kincheloe Award</span>

The Iven C. Kincheloe Award recognizes outstanding professional accomplishment in the conduct of flight testing. It was established in 1958 by the Society of Experimental Test Pilots in memory of test pilot and Korean War ace Iven C. Kincheloe, United States Air Force, who died during flight testing.

Lockheed <i>Have Blue</i> Experimental stealth aircraft

Lockheed Have Blue was the code name for Lockheed's proof of concept demonstrator for a stealth fighter. Have Blue was designed by Lockheed's Skunk Works division, and tested at Groom Lake, Nevada. The Have Blue was the first fixed-wing aircraft whose external shape was defined by radar engineering rather than by aerospace engineering. The aircraft's faceted shape was designed to deflect electromagnetic waves in directions other than that of the originating radar emitter, greatly reducing its radar cross-section.

<span class="mw-page-title-main">Supersonic aircraft</span> Aircraft that travels faster than the speed of sound

A supersonic aircraft is an aircraft capable of supersonic flight, that is, flying faster than the speed of sound. Supersonic aircraft were developed in the second half of the twentieth century. Supersonic aircraft have been used for research and military purposes, but only two supersonic aircraft, the Tupolev Tu-144 and the Concorde, ever entered service for civil use as airliners. Fighter jets are the most common example of supersonic aircraft.

<span class="mw-page-title-main">Lightweight Fighter program</span> United States Air Force technology evaluation program

The Lightweight Fighter (LWF) program was a United States Air Force technology evaluation program initiated in the late 1960s by a group of officers and defense analysts known as the "Fighter Mafia". It was spurred by then-Major John Boyd's 'energy-maneuverability' (E-M) theory, which indicated that excessive weight would have severely debilitating consequences on the maneuverability of an aircraft. Boyd's design called for a light-weight fighter with a high thrust-to-weight ratio, high maneuverability, and a gross weight of less than 20,000 lb (9,100 kg), half that of its counterpart, the McDonnell Douglas F-15 Eagle. It resulted in the development of the General Dynamics YF-16 and Northrop YF-17. Late in the program, in 1974, with the promise of European sales, the Air Force changed the program name to Air Combat Fighter (ACF), and committed to purchasing 650 models of the YF-16, adopted as the F-16 Fighting Falcon. The U.S. Navy adopted a modified version of the YF-17 as the McDonnell Douglas F/A-18 Hornet.

<span class="mw-page-title-main">General Electric YF120</span> American fighter variable-cycle turbofan engine

The General Electric YF120, internally designated as GE37, was a variable cycle afterburning turbofan engine designed by General Electric Aircraft Engines in the late 1980s and early 1990s for the United States Air Force's Advanced Tactical Fighter (ATF) program. It was designed to produce maximum thrust in the 35,000 lbf (156 kN) class. Prototype engines were installed in the two competing technology demonstrator aircraft, the Lockheed YF-22 and Northrop YF-23.

<span class="mw-page-title-main">Teen Series</span> Group of American combat aircraft

The Teen Series is a popular name for a group of American combat aircraft. The name stems from a series of American supersonic jet fighters built for the United States Air Force and the United States Navy during the late 20th century. The designations system was the 1962 United States Tri-Service aircraft designation system, which reset the F-# sequence. The term typically includes the Grumman F-14 Tomcat, McDonnell Douglas F-15 Eagle, General Dynamics F-16 Fighting Falcon, and McDonnell Douglas F/A-18 Hornet.

<span class="mw-page-title-main">Fifth-generation fighter</span> Classification of sophisticated jet fighter aircraft entering service since 2005

A fifth-generation fighter is a jet fighter aircraft classification which includes major technologies developed during the first part of the 21st century. As of 2024, these are the most advanced fighters in operation. The characteristics of a fifth-generation fighter are not universally agreed upon, and not every fifth-generation type necessarily has them all; however, they typically include stealth, low-probability-of-intercept radar (LPIR), agile airframes with supercruise performance, advanced avionics features, and highly integrated computer systems capable of networking with other elements within the battlespace for situational awareness and C3 (command, control and communications) capabilities.

<span class="mw-page-title-main">411th Flight Test Squadron</span> United States Air Force military unit

The 411th Flight Test Squadron is a United States Air Force squadron assigned to the 412th Operations Group of Air Force Materiel Command, stationed at Edwards Air Force Base, California. It conducted the Advanced Tactical Fighter program flyoff competition between the Lockheed YF-22 and Northrop YF-23 prototypes. Following the completion of the competition, the squadron has conducted testing of the Lockheed Martin F-22.

References

Notes

  1. ↑ The DP527 drawings show the same F119 engines as the Air Force version, but the final powerplant may have been a modified variant with greater bypass ratio for improved fuel efficiency at the expense of supercruise performance.
  2. ↑ Speculation from aviation press reports suggests that the top supercruise speed of the YF-23 with GE engines was as high as Mach 1.8. [28]
  3. ↑ Northrop acquired Grumman in 1994 to become Northrop Grumman.
  4. ↑ The "F/B-23" designation was also used.

Citations

  1. ↑ Rich, Michael and William Stanley. Improving U.S. Air Force Readiness and Sustainability. Rand Publications, April 1984. p. 7.
  2. ↑ Aronstein and Hirschberg 1998, pp. 37-39
  3. ↑ Miller 2005, p. 11.
  4. ↑ Metz 2017, pp. 10-12
  5. ↑ Sweetman 1991, pp. 10–13.
  6. ↑ Chong 2016, p. 226-227
  7. 1 2 3 Metz 2017, pp. 28-29
  8. ↑ Aronstein and Hirschberg 1998, pp. 45-58
  9. 1 2 Metz 2017, pp. 23-24
  10. ↑ Chong 2016, pp. 233-234
  11. 1 2 3 4 5 6 7 Winchester 2005, pp. 198–199.
  12. ↑ Aronstein and Hirschberg 1998, pp. 70-78
  13. ↑ Aronstein and Hirschberg 1998, pp. 82-85
  14. ↑ Williams 2002, p. 5.
  15. ↑ Aronstein and Hirschberg 1998, pp. 87-88
  16. ↑ Metz 2017, p. 25
  17. 1 2 Metz 2017, p. 22
  18. ↑ Hehs, Eric (1998). "Design Evolution of the F-22, Part 1". Code One. Lockheed Martin.
  19. ↑ Miller 2005, pp. 13–14, 19.
  20. ↑ Goodall 1992, p. 94.
  21. ↑ Hehs, Eric (1998). "Design Evolution of the F-22, Part 2". Code One. Lockheed Martin.
  22. ↑ Jenkins and Landis 2008, pp. 233–234.
  23. ↑ Aronstein and Hirschberg 1998, pp. 88-89
  24. 1 2 Metz 2017, p. 31
  25. ↑ Aronstein and Hirschberg 1998, p. 164
  26. ↑ Metz 2017, p. 20
  27. ↑ Metz 2017, pp. 26-27
  28. 1 2 Chong 2016, pp. 237-238
  29. ↑ Metz 2017, pp. 40-41
  30. 1 2 Miller 2005, p. 23.
  31. ↑ Sweetman 1991, pp. 23, 43.
  32. 1 2 Aronstein and Hirschberg 1998, pp. 106-108
  33. ↑ Aronstein and Hirschberg 1998, pp. 113-114
  34. ↑ "YF-23 roll out marks ATF debut." Flight International , 27 June – 3 July 1990. p. 5. Retrieved 24 June 2011.
  35. ↑ Goodall 1992, p. 99.
  36. 1 2 Jenkins and Landis 2008, p. 237.
  37. 1 2 Timestamp 7:20
  38. ↑ Photo of PAV-2 information placard displaying the specifications as well as the PAV-2 nickname "Spider"
  39. ↑ Goodall 1992, p. 120.
  40. 1 2 Chong 2016, pp. 238-239
  41. ↑ "Naval ATF to use Technologies Beyond Those in Air Force Version" 12 July 1990 Aerospace Daily ASD p. 59, Vol. 155, No. 8 English, 1990. McGraw-Hill, Inc.
  42. 1 2 Metz 2017, pp. 74-79
  43. ↑ St. Louis Post-Dispatch (St. Louis, Missouri). 24 May 2001, Main Edition p. 100.
  44. ↑ "ATF procurement launches new era". Flight International , 15 November 1986. p. 10. Retrieved 25 June 2011.
  45. ↑ Metz 2017, p. 84
  46. ↑ Goodall 1992, pp. 108–115, 124.
  47. ↑ Metz 2017, pp. 92-93
  48. ↑ Sweetman 1991, pp. 42–44, 55.
  49. ↑ "Northrop-McDonnell Douglas YF-23A Black Widow II". National Museum of the U.S. Air Force.
  50. 1 2 "YF-23 would undergo subtle changes if it wins competition". Defense Daily 14 January 1991
  51. ↑ YF-23 Advanced Tactical Fighter (ATF) - Paul Metz (Part 1) , retrieved 11 November 2023
  52. ↑ Sweetman 1991, pp. 34–35, 43–45.
  53. ↑ Metz 2017, p. 54
  54. ↑ Report to the Chairman, Committee on Armed Services, House of Representatives: Navy's Participation in Air Force's Advanced Tactical Fighter Program (PDF) (Report). United States Government Accounting Office. March 1990.
  55. ↑ Simonsen, Eric. "ATF Chapter 9", A Complete History of US Combat Aircraft Fly-Off Competitions, ISBN   1580072275.
  56. ↑ Goodall 1992, pp. 102–03.
  57. 1 2 Aronstein 1998, p. 136.
  58. 1 2 Paul Metz, Jim Sandberg (27 August 2015). YF-23 DEM/VAL Presentation by Test Pilots Paul Metz and Jim Sandberg. Western Museum of Flight: Peninsula Seniors Production.
  59. ↑ Miller 2005, pp. 36, 39.
  60. ↑ Norris, Guy. "NASA could rescue redundant YF-23s." Flight International , 5–11 June 1991. p. 16. Retrieved: 25 June 2011.
  61. 1 2 3 4 Miller 2005, pp. 38–39.
  62. ↑ Goodall 1992, p. 110.
  63. ↑ Sweetman 1991, p. 55.
  64. 1 2 Jenkins and Landis 2008, p. 234.
  65. ↑ Landis, Tony (1 February 2022). Flashback: Northrop YF-23 Black Widow II (Report). Air Force Materiel Command History Office.
  66. ↑ Miller 2005, p. 76.
  67. ↑ Williams 2002, p. 6.
  68. 1 2 3 4 "YF-23." NASA Dryden Flight Research Center , 20 January 1996. Retrieved: 25 June 2011.
  69. ↑ "Flashback: Northrop YF-23 Black Widow II". U.S. Air Force Sustainment Center. 1 February 2022.
  70. ↑ Hebert, Adam J. "Long-Range Strike in a Hurry." Air Force magazine, November 2004. Retrieved: 24 June 2011.
  71. ↑ "YF-23 re-emerges for surprise bid". Flight International , 13 July 2004.
  72. ↑ "Quadrennial Defense Review Report." U.S. Department of Defense, 6 February 2006. Retrieved 25 June 2011.
  73. ↑ Hebert, Adam J. "The 2018 Bomber and Its Friends." Air Force magazine, October 2006. Retrieved 24 June 2011.
  74. ↑ Majumdar, Dave. "U.S. Air Force May Buy 175 Bombers." Defense News, 23 January 2011. Retrieved 29 August 2011.
  75. ↑ Mizokami, Kyle "Now Northrop Grumman Wants to Build Japan's New Fighter Jet" Popular Mechanics, 10 July 2018. Retrieved 15 August 2018.
  76. ↑ "Defense Ministry to develop own fighter jet to succeed F-2, may seek int'l project". Mainichi Shimbun. 4 October 2018. Archived from the original on 25 April 2019. Retrieved 28 April 2019.
  77. ↑ "Northrop-McDonnell Douglas YF-23A Black Widow II". National Museum of the U.S. Air Force, 6 November 2015. Retrieved 29 March 2018.
  78. ↑ Miller 2005, p. 39.
  79. ↑ "Static Displays"; "Northrop YF-23A 'Black Widow II'". Western Museum of Flight . Retrieved 31 August 2011.
  80. ↑ Pace 1999, pp. 14–15.
  81. ↑ Sweetman 1991, p. 93.
  82. 1 2 Sweetman 1991, pp. 42–43.

Bibliography

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