The Northrop/McDonald Douglas YF-23 “Black Widow II” is a big “what if” story from the days of jet planes. Back in the late 1980s, it was made for the U.S. Air Force’s new fighter plan.
They built the craft to beat the top speeds of other fast jets and to take the place of the well-known F-15 Eagle. It never got made in big numbers, but the mark of the YF-23 is still seen today in the work on quiet and high-speed flight tech.
The ATF plan was born from a tough but clear task: the Air Force needed a new air king fighter for the years ahead, to own the skies far into the 21st century. This called for top-tier stealth to stay off enemy radar, the skill to fly fast without using too much fuel, sharp and quick moves, and the best tech gear to give pilots a big edge.
Two pairs of competitors were selected: Northrop and McDonnell Douglas, Lockheed and Boeing, and General Dynamics. They were all charged with coming up with a prototype that would break the limits of fighter design.
The YF-23 was built with stealth and speed in mind. Its diamond wings and sharply canted V-tail weren’t just for show—they were thoughtfully shaped to cut radar visibility from all angles. Smooth, blended surfaces and internal weapons bays meant there were no telltale radar-reflective edges. The result was a plane that was notoriously difficult to detect, even for the best detection gear.
Aerodynamically, the YF-23 was forward-thinking. Its narrow, elongated fuselage blended perfectly into the wing, a shape that reduced drag and was more efficient at high speeds.
The engine nacelles were integrated into the wing framework for improved aerodynamics, and the inlets were formed to supply the engines optimally without presenting radar with an easy target. The V-tail configuration served a double purpose—minimizing radar cross-section while providing the pilot with stability and control during high-g maneuvers at speed.
Propulsion was provided by either the Pratt & Whitney YF119 or the General Electric YF120, depending on which prototype. Both were state-of-the-art engines, but the YF120 was notable for its variable cycle technology that could change from high-thrust to fuel-sipping cruise modes.
With this configuration, the YF-23 could supercruise at approximately Mach 1.7—travelling huge distances in a short while, while being more difficult to detect by heat-seeking missiles. Even the exhaust system was cooled and diffused to release heat, reducing the visibility of the jet to infrared sensors.
Within the cockpit, all was designed with the pilot in mind. Controls were positioned for optimal use, and high-tech displays made critical flight and combat information easy to access. Fly-by-wire enabled precise control in any environment, while cutting-edge electronic warfare equipment and countermeasures provided the aircraft with an added measure of survivability in hostile environments.
The YF-23’s internal weapons bays had room for a multi-role combination of AIM-120 AMRAAMs, AIM-9 Sidewinders, and other air-to-air missiles, all without compromising its stealth silhouette. It was designed to strike enemies at long range, but it also had a 20mm cannon for close combat—something that many current stealth designs have foregone.
In 1990, the Air Force held a head-to-head contest between the YF-23 and its competitor, the YF-22. Both aircraft were impressive, but ultimately the YF-22 took the win. Its thrust vectoring provided an edge in maneuverability, and its more traditional design was perceived as lower risk and quicker to put into production. Lockheed’s record of success on stealth projects also worked in its favor
Although it lost the contract, the YF-23 permanently influenced fighter design. Its stealth shaping, aerodynamic performance, and sustained supersonic speed established standards that would be emulated by later aircraft.
The two prototypes, now nicknamed “Black Widow II” and “Gray Ghost,” are on display in museums today, reminders of a time when innovative thought redefined the art of air warfare.
The YF-23 tale is more than an aviation footnote—a lesson in how revolutionary technology can still shape generations of aircraft, even when it never leaves the ground in combat. It’s a favorite among pilots and history buffs alike, not only for what it did, but for the potential of what it might have done.