In the chronicles of military history, no air superiority fighter rivaled the Lockheed Martin F-22 Raptor. However, in the 1990s, the forerunner to the operational F-22, the YF-22, was pitted against Northrop’s valiant YF-23. Both were machines that flew with great power and truly represented the fifth-generation fighter. The choice between these two aircraft was not based on performance; it was strongly perceived.
In the 1980s, the US Air Force was in search of a new fighter able to oppose advanced Soviet jets like the Su-27 and Mig-29. Fourth-generation Soviet platforms were specifically designed to challenge America’s premier fighters of the day: the F-15 Eagle and the F-16 Fighting Falcon. The Air Force wanted to make its next-generation fighter not only have the attributes of stealth but also be able to fly at supersonic speeds without afterburners, which would let it save fuel for extended engagement scenarios.
In 1986, two teams were chosen to further flesh out their concepts: Northrop teamed with McDonnell Douglas, and Lockheed joined forces with Boeing and General Dynamics. Both companies had some experience in stealth technology already; Lockheed was behind the F-117 Nighthawk and Northrop the B-2 Spirit.
Compared to the conventionally shaped F-22, the YF-23 had a different type of design: diamond-shaped wings and an all-moving V-tail. This configuration made the YF-23 outstanding in both stealth and maneuverability without thrust vectoring, a capability of the F-22. There were two prototypes built—one fitted with Pratt & Whitney power and the other with the General Electric YF120. The latter was called Grey Ghost, with a supercruise speed of Mach 1.6, which is slightly better than that of the YF-22, at Mach 1.58.
While the YF-23’s top speed remains classified, it was reportedly better than Mach 2. In contrast, the operational F-22 will outclass both, hitting a top speed of Mach 2.25 and supercruise at Mach 1.82. The YF-23 was stealthier but perceived as less maneuverable compared to the thrust-vectoring YF-22. Northrop prioritized a stealthier radar profile and lighter platform over thrust vector control.
In the end, it was Lockheed that won the perception war when it was able to successfully demonstrate the dynamic capabilities of the F-22, from high-angle attacks to missile firings, and sustained over 9G maneuvers on the airframe. It might have been Northrop’s more conservative demonstration that cost them the contract. The YF-23 had a better fuel range, which would have been useful to the Navy’s plans to replace the F-14 Tomcat.
Both the YF-23 and YF-22 were good fighters in their respective rights. The YF-23 provided a larger range and better stealth; the YF-22 had advanced avionics and was more maneuverable. Air Force Secretary Donald Rice commented, “Both aircraft met the technical specifications of the competition, but the reputation of Northrop, an ongoing target of investigations and accusations, made it a hard sell for lawmakers to swallow the YF-23.”.
While Lockheed promised the F-22 in 1997, it demonstrated that the actual program cost could overshoot its budget by nearly $26 billion in today’s money. The production of the F-22 Raptors, with each unit priced over $200 million, was cut short. Only 186 were built out of the intended 750.
Would the YF-23 have sidestepped this fate? It’s impossible to say. But Northrop Grumman continues to play a vital role in stealth technology, with the forthcoming B-21 Raider promising to be the most advanced bomber ever.
The YF-23 stands as a kind of “what if” story that is part and parcel of military aviation, one that points out the trickiness of defense procurement and just how fine a line there can be between perception and reality in the world of an advanced fighter jet.