In the 1980s, the USAF began looking for a replacement for its fighter aircraft, especially to counter the USSR'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 was announced the winner in 1991 and entered production as the Lockheed Martin F-22 Raptor. 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 were museum exhibits as of 2009.
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 1.6 on 29 November 1990. By comparison, the YF-22 achieved Mach 1.58 in supercruise. The YF-23 was tested to a top speed of Mach 1.8 with afterburners. The YF-23'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. The two YF-23s flew 50 times for a total of 65.2 hours. The tests demonstrated Northrop's predicted performance values for the YF-23. The YF-23 was stealthier and faster, but the YF-22 was more agile.
The two contractor teams submitted evaluation results with their proposals in December 1990, and on 23 April 1991, Secretary of the Air Force Donald Rice announced that the YF-22 was the winner. The Air Force selected the YF119 engine to power the F-22 production version. The Lockheed and Pratt & Whitney designs were rated higher on technical aspects, were considered lower risks, and were considered to have more effective program management. It has been speculated in the aviation press that the YF-22 was also seen as more adaptable to the Navy's NATF, but by 1992 the U.S. Navy had abandoned NATF.
Following the competition, both YF-23s were transferred to NASA's Dryden Flight Research Center at Edwards AFB, California, without their engines. 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.
Possible revivalIn late 2004, Northrop Grumman proposed a YF-23-based bomber to meet a USAF need for an interim bomber, for which the FB-22 and B-1R were also competing. Northrop modified aircraft PAV-2 to serve as a display model for its proposed interim bomber. The possibility of a YF-23-based interim bomber ended with the 2006 Quadrennial Defense Review, which favored a long-range bomber with a much greater range. The USAF has since begun the Next-Generation Bomber program.
From Wikipedia, the free encyclopedia
The Revell model is a bit old and the kit is not very detailed and some details are completely wrong. So it take me to do a lot of scratchwork to detail the canopy, cockpit, weapons bay, gear bays, ejection seat and exhausts. Not all details could be corrected and so I do my very best . . .
A lot of years ago I built the YF-23 in scale 1/144 from Revell too. Here some impressions :