Stealth jets stay hidden, but few have sparked the mix of wonder and mystery like the Boeing YF-118G Bird of Prey. Made in the 1990s at the top-secret Area 51, this rare jet wasn’t built for dogfights or mass production. It had a unique job—testing bold, new stealth ways, and showing that top-notch tech could be cheap.
Its making started with McDonnell Douglas’s secret Phantom Works, the firm’s top tech unit. When McDonnell Douglas teamed up with Boeing in 1997, they kept working on it under Boeing’s big defense team. They began in 1992 after the F-117 Nighthawk came out. The Nighthawk proved that stealth could change the game, but it had downsides—it was pricey, slow, and not quick to move. The Bird of Prey aimed to try a fresh path: quick and low-cost new stealth looks and ways to make them.
From the start, its look set it apart. With a smooth, tailless profile and curved surfaces flowing into a blended-wing-body design, the Bird of Prey had no vertical stabilizers to catch radar signals. The unusual silhouette—often compared to the Klingon warship from Star Trek—wasn’t just for show; it was engineered to scatter radar energy and stay hidden from enemy sensors. The Thesci-fi-inspiredd name fit perfectly.
Maybe its biggest achievement was how much they managed to accomplish on such a minuscule budget. The whole program only cost $67 million—pocket change in stealth development slang. The trick? Off-the-shelf components. Its powerplant was a commercial Pratt & Whitney JT15D-5C turbofan, normally used in business aircraft. The ejection seat had been taken from a Harrier jump jet, the control stick and throttle from an F/A-18 Navy aircraft, and, as testing pilot Colonel Doug Benjamin used to joke, even the cockpit clock was purchased at Wal-Mart.
Engineers minimized costs by adopting cutting-edge tools and quick prototyping. Computer-aided design enabled the team to optimize the jet’s aerodynamics in a virtual environment before investing in full-scale construction. Large, single-item composite components and throwaway tooling that could be used once and discarded were employed. The efficient process not only minimized costs but also demonstrated a new and more flexible method of designing next-generation aircraft.
The Bird of Prey went on its maiden flight on September 11, 1996, piloted by Colonel Benjamin above the Groom Lake test site. The jet flew 38 missions in three years, demonstrating that its stealth shaping was effective and that an unstable, tailless design could be flown by hand and remain stable in flight. Its flight capabilities were unremarkable—peaking at about 300 mph and reaching 20,000 feet—yet that wasn’t the idea. The true accomplishment lay in the verification of design ideas that would resonate throughout subsequent stealth programs.
And yes, it did ring out. The Bird of Prey’s mark can be seen in Boeing’s X-45A unmanned fighter jet, which pulls a lot from its hard-to-see shape. It has also shaped bits of the F-22 Raptor and F-35 Lightning II, two of the best fighter jets in the world. The B-21 Raider stealth bomber may even owe much to the hard work put in by this odd-looking early model.
Talk has spread that the Bird of Prey tried out “active camouflage” tech, maybe letting it blend into its nearby surroundings. Even if these talks haven’t been proven, they add to the air of mystery around the plane.
When the program was declassified in 2002, the sole Bird of Prey prototype was relocated to the National Museum of the United States Air Force in Dayton, Ohio. Now, it hangs dramatically over an F-22 in the Modern Flight Gallery—a suitable location for a jet that quietly defined the future of air warfare.
It never discharged a shot in action, but the Bird of Prey demonstrated that with the proper combination of imagination, resourcefulness, and vision, even a clandestine project on a shoestring can leave a legacy that’s anything but invisible.
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