Advanced Tactical Fighter By: Tony R.

Landis

Northrop YF-23 Black Widow II

Four generations of stealth preceded the design concepts for the first
stealthy air-to-air fighters. To survive in the current air combat environ-
ment, the new designs combined stealth and high maneuverability with a
long range supercruise capability. In addition to
shape, these aircraft needed to prevent detection
from radio transmissions, heat from the engines
and other forms of energy detectable by specialized
ground sensors.
The concept of an Advanced Tactical Fighter (ATF)
dates back to 1971 during early studies of using
stealth in the design of a modern fighter aircraft.
Over the next decade, the US Air Force’s Tactical Air
Command (TAC) and other commands began to re- Nearly all US aircraft manufacturers re-
sponded to the original request for an Ad-
fine the requirements of the next generation of vanced Tactical Fighter. This Boeing design
fighter aircraft. Despite limited and sporadic fund- shows the use of thrust vectoring and re-
ing for these studies, most of the major aircraft cessed weapons carriage in the lower fuse-
manufacturers produced design concepts for the lage. (U.S. Air Force)
ATF.
In mid-1981 the Air Force released a formal Re-
quest for Information (RFI) to the leading air-
craft companies. With no government funding
for these one-year studies, each company ab-
sorbed the cost. The RFI was sent to nine com-
panies: Boeing, Fairchild Republic, North Ameri-
can Rockwell, General Dynamics, Lockheed,
McDonnell Douglas, Grumman, Vought and
Northrop. Of these nine, seven chose to partici-
pate, submitting a total of 19 concepts. Vought
Paths to the Present

and Fairchild Republic chose not to participate.

The 19 design concepts differed considerably in size, shape and maneuverability. As the
studies progressed, the design parameters were refined from ‘Reduced RCS’ to ‘Low Ob-
servability’, to also include supercruise capability, advanced avionics and radar as well as
high maneuverability. Concepts from each company incorporated some feature that would
eventually be included in the design for the
ATF. Winners of the competition were an-
nounced on October 31, 1986 with Lockheed
and Northrop coming out on top. Instead of
there being 5 losers, each prime contractor
teamed with another member from the com-
petition. Northrop teamed with McDonnell
Douglas while Lockheed teamed with Boeing.
The new aircraft received the designations of YF119-PW-100 development test engine with a gener-
ic, two-dimensional nozzle is shown running with full
YF-22 for Lockheed’s design and YF-23 for afterburner at Pratt & Whitney's test facility in West
Northrop’s. Palm Beach, Fla. (Pratt & Whitney)

DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE

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Lockheed and Northrop used the prevailing years to refine their de-
signs for the ATF so that by the time the selection was made, the ATF
designs for each company evolved into a vehicle that closely matched
those actually built. Along with airframe designs, two engine manu-
facturers were chosen to compete in the ATF competition. Pratt &
Whitney entered with their YF-119-
PW-100 design and General Elec-
tric went with the YF120-GE-100.
One ATF prototype from each The official rollout ceremony for Northrop’s YF-23
company would be powered using came on June 22, 1990 at the Edwards AFB test
engines from each manufacturer. facility. Dignitaries from Northrop, McDonnell
The first YF-22 and second YF-23 Douglas, USAF and Congress are all in attendance
received the GE engines while the along with media from around the world. (Author)
second YF-22 and first YF-23 re-
ceived Pratt & Whitney powerplants.
Construction began almost immediate-
ly in order to meet the tight deadlines
for the competition. Northrop was first
to unveil their prototype in a rollout
ceremony held at Edwards AFB on
During July and August 1990, the first YF June 22, 1990. Northrop began engine
-23 went through a series of taxi tests at runs the following month and the YF-
Edwards AFB prior to first flight.
23 moved under power for the first
time on July 7. The YF-23 rapidly completed taxi testing with increasing
speeds, culminating in the final high-speed test to 120 knots on August 11.
Unofficially dubbed ‘Black Widow II’, Northrop’s Prototype Air Vehicle
(PAV) number 1 took to the air for the first time on August 27 making a
near flawless one hour flight. Climbout was brisk, requiring the F-16 chase The cockpit of the YF-23 is based around
the F-15E Strike Eagle. Two 5” x 5” Multi-
to use afterburner to stay with the YF-23 using military (non-afterburning) Purpose Color Displays (MPCD) occupy a
thrust. Northrop test pilot, Paul Metz, stated the aircraft was abnormally large portion of the main instrument panel.
“solid” yet agile
requiring few pilot stick motions to remain in tight for-
mation with its safety chase aircraft. Lockheed unveiled
their YF-22 prototype the following day in a ceremony
held at Plant 10 in Palmdale, CA on August 28.
With the first flight completed, flight testing ramped up
quickly. In order to maximize time aloft, the YF-23 quali-
fied for air refueling on its fourth flight. Flying behind a KC
-135 tanker, the YF-23 spent nearly three hours behind the
tanker performing hookups and disconnects at various
airspeeds and throughout the tanker’s boom envelope.
Flight number 5 saw the YF-23 fly supersonic for the first
time under the control of McDonnell Douglas’s test pilot,
Bill Lowe. Afterwards the aircraft began testing super-
cruise speeds out to Mach number 1.5 and by flight num-
To prevent injury to ground personnel while under the aircraft, ber six, the first four YF-23 pilots received check out with
the ram air scoop was highlighted with a set of red and white
the final pilot check coming with the program’s operation-
triangles for visibility. The unintended coincidence looked like a
Black Widow hourglass while the aircraft was in flight. al test pilot, Con Thueson, on flight number 11.
Flashback Page 3

PAV-2 joined the flight program on October 26, 1990 with Jim
Sandberg taking the GE powered aircraft on its first flight.
Flights progressed rapidly with PAV-1 testing going well until
October 30, when Bill Lowe experienced a shattered forward
windscreen at Mach 1.5 during flight number 16. The glass
outer layer of the windscreen cracked and the inner polycar-
bonate layer remained intact allowing for a safe landing. The
same scenario repeated on PAV-2 nearly a month later.
Early flights in PAV-2 were troublesome. Its second flight was
shortened when the left engine entered a sub-idle condition
Afterburner takeoffs in the YF-23 were an impressive sight
and would not accelerate and the plane made an uneventful
but were seldom performed during the test program due to
single-engine landing. Flight number 3 on November 21 al- the high thrust to weight ratio of the aircraft.
most saw the end of PAV-2 when a plugged air sense line
caused the fuel tanks to overpressurize. As the aircraft climbed in
altitude, the internal pressures reached the structural limits of the
fuel tanks. Quick action by the ground control room helped get
the aircraft on the ground before serious damage to the airframe
occurred. With these incidents behind them, PAV-2 settled in and
became a reliable test aircraft. Both air vehicles now returned ex-
cellent performance data on the airframes, avionics and engines.
The two prototype air vehicles flew together only once during the
test program when Paul Metz in PAV-1 and Jim Sandberg in PAV-2
flew formation over the Mojave Desert on November 29. PAV-1
The two YF-23 prototypes were only flown together ended its flight testing career the following day with a six-flight
once for a 20 minute photo session on November 29, surge and flutter test out to Mach 1.8, the highest speed attained
1990. Paul Metz flying in PAV-1 and Jim Sandberg flying by PAV-1. PAV-1’s flight test program lasted only 93 days.
PAV-2 flew close formation over various parts of the
Mojave Desert. With PAV-1 retired, all
efforts were concen-
trated on expanding the supercruise envelope with PAV-2. The max
supercruise speed with PAV-2 has never been publicly released, but it
is stated to have been signifi-
cantly faster than PAV-1. With
funding running out, PAV-2
continued flight testing. On
the next to last flight of PAV-2, The production F-23A proposal included a two-
a 15 minute formation with the place variant for various mission profiles.
first YF-22 occurred on Decem-
ber 18, this was the only time the two different prototypes flew together.
The final flight of the program came during the second flight on December
18 when Ron ‘Taco’ Johnston took PAV-2 took up on a nearly 2 hour test
mission. PAV-2’s flight testing lasted a mere 82 days.
Both aircraft were placed in flyable storage awaiting the decision on a win-
ner of the ATF program. PAV-1 moved under power only three more times
On December 18, 1990, YF-22 PAV-1 and YF-23
in January, February and March, 1991 during slow speed taxi runs to keep
PAV-2 flew formation over the Mojave De-
sert. YF-23 PAV-2, flown by Northrop test the aircraft in flyable condition.
pilot Jim Sandberg, would be the next to The Air Force spent the first four months of 1991 evaluating the two air-
last flight for the YF-23 flight test program.
frame and engine proposals. On April 23, 1991, Secretary of the Air Force,
(AFTC History Office, Edwards AFB)
Donald Rice announced that the Lockheed F-22 and Pratt & Whitney F119
 Page 4 August 2021

won the competition for the ATF production

contract. Secretary Rice’s announcement stated
that both aircraft met the requirements for the
ATF but the USAF had more confidence in Lock-
heed and Pratt & Whitney to ”manage” the pro-
gram to deliver the weapons system on time and
at cost.
After the ATF decision, both PAV’s, stripped of
all government furnished equipment, including
usable avionics & engines, were placed in out-
Nearly 15 years had elapsed since the end of the ATF fly-off competition when door storage in a small fenced area next to the B
Northrop proposed the F/B-23A Rapid Theater Attack aircraft in response to -2 test facility at Edwards AFB. After sitting in
Lockheed’s F/B-22 proposals. The design had a notional range of 2,500 miles storage for nearly two years, ownership of both
and a design payload of 10,000 pounds and could sustain cruise speeds of PAV’s was turned over to NASA on December 1,
Mach 1.6. (Northrop Grumman Concept)
1993. NASA Dryden Flight Research Center pro-
posed doing structural testing of composite airframes but money was never found and both vehicles sat in out-
door storage in various locations around the center.
18 months after receiving the YF-23’s, NASA realized
that no testing would be done and offered the air-
frames to museums. Ownership of PAV-1 transferred
to the National Museum of the United States Air Force
and the vehicle moved to the AFFTC Museum at Ed-
wards AFB in May 1995 for temporary display. In Au-
gust, PAV-2 was disassembled and transported to the
Western Museum of Flight originally located in Haw-
thorne, CA but later moved to Torrance, CA. In 2000,
PAV-1, disassembled and transported via C-5 Galaxy,
went to the National Museum of the United States Air
Force in Dayton, OH where it is currently on display.
Northrop aircraft family portrait at the Western Museum of Flight.
Shown together for the first time are YF-23 PAV-2, YF-17 Cobra, F-20
Tigershark and F-5A Freedom Fighter. (Tony Chong)

The National Museum of the United States Air Force (NMUSAF) com-
pleted the restoration of YF-23 PAV-1 in 2008 and the aircraft placed
on public display when the museum opened its new Research & De-
velopment hangar in June 2016. Prior to the opening, many of the
aircraft that had been stored in various facilities off-site moved to
the new hangar (NMUSAF)

For further reading, see:

Metz, Paul; Air Force Legends Number 220; “Northrop YF-23 ATF”, Steve Ginter Publications, 2016

Landis, Tony; “Northrop YF-23: Legend of the Black Widow II” JWings/Icarus Publications, 2018
Flashback Page 5

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