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{{Short description|US fighter prototype and research plane (1982–2009)}}
{{Good article}}
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{{Infobox aircraft
 |name= F-16XL
 |image= File:General Dynamics F-16XL (SN 75-0749) in flight 060905-F-1234S-049.jpg
 |caption= The F-16XL which competed with the F-15E for the USAF's Enhanced Tactical Fighter contract in 1984
 |type= Experimental fighter
 |national_origin= United States
 |manufacturer= [[General Dynamics]]
 |designer=
 |first_flight= 3 July 1982
 |introduction=
 |retired= 2009
 |primary_user= [[United States Air Force]]
 |more_users= [[NASA]]
 |number_built= 2
 |status=
 |developed_from = [[General Dynamics F-16 Fighting Falcon]]
 |variants =
}}

The '''General Dynamics F-16XL''' is a derivative of the [[General Dynamics F-16 Fighting Falcon|F-16 Fighting Falcon]] with a [[Cranked arrow|cranked-arrow delta wing]]. It entered the [[United States Air Force]]'s (USAF) [[Enhanced Tactical Fighter]] (ETF) competition in 1981 but lost to the [[McDonnell Douglas F-15E Strike Eagle|F-15E Strike Eagle]]. The two prototypes were shelved until being turned over to [[NASA]] for additional aeronautical research in 1988. Both aircraft were fully retired in 2009 and stored at [[Edwards Air Force Base]]; one of the two aircraft has since been placed on display.

==Development==
===SCAMP===
[[File:Scamp team1.jpg|thumb|left|The SCAMP design team in late 1977, starting left: Harry Hillaker, Andrew Lewis, Kenny Barnes, Jim Gordon]]

Shortly after winning the [[Lightweight Fighter program|lightweight fighter]] program, [[General Dynamics|General Dynamics Fort Worth]] began investigating possible {{nowrap|F-16}} derivatives with the goal of enhancing both air-to-air and air-to-ground mission capabilities while retaining parts commonality with the {{nowrap|F-16A}}.<ref>{{harvnb|Piccirillo|2014|p=7}}: "These were oriented to extending range and payload, expanding basic missions, and developing advanced versions or derivative configurations of the aircraft. Importantly, these were intended to enhance both air-to-air and air-to-ground capabilities while retaining the maximum possible commonality with the basic F-16 design."</ref> Under the leadership of [[Harry Hillaker]] (designer of the original {{nowrap|F-16}}), the Supersonic Cruise and Maneuver Prototype (SCAMP) project was started. Several wing designs were considered, including one using a [[forward-swept wing]], but the large "[[Delta wing#Design variations|cranked-arrow]]" wing (similar to that of the [[Saab 35 Draken]]){{NoteTag |The "cranked-arrow" delta wing originated with the Draken, which was studied by General Dynamics engineers during the SCAMP program.{{sfn|Piccirillo|2014|p=7-10}}}} was pursued due to its much more efficient [[lift-to-drag ratio]] at supersonic speeds.{{sfn|Piccirillo|2014|p=7-10}}

The company worked closely with NASA's [[Langley Research Center]]{{sfn|Chambers|2000|pp=156-158}} and invested significant [[R&D]] funds for wind tunnel testing. Over several years the design was refined which led to the final {{nowrap|F-16XL}} design by late 1980.{{sfn|Piccirillo|2014|pp=34-35, 69-70}}

===Enhanced Tactical Fighter competition===
[[File:F-16 and F-16XL aerial top down view.jpg|thumb|F-16XL and a conventional F-16]]

In 1980, the USAF signed on as a partner,{{sfn|Piccirillo|2014|loc=Chapter 3}} providing the fuselages of the third{{NoteTag |Serial number 75-0747; would become F-16XL-2; had been severely damaged in an airshow accident in October 1980<ref name="nasa_Piccirillo_76-77" />}} and fifth{{NoteTag |Serial number 75-0749; would become F-16XL-1<ref name="nasa_Piccirillo_76-77" />}} production {{nowrap|F-16}}s for conversion. These two fuselages became the only examples of the {{nowrap|F-16XL}}.<ref name="nasa_Piccirillo_76-77">{{harvnb|Piccirillo|2014|pp=76–77}}</ref>

In March 1981, the USAF announced the [[Enhanced Tactical Fighter]] (ETF) program to procure a replacement for the [[General Dynamics F-111 Aardvark|F-111 Aardvark]].{{sfn|Piccirillo|2014|p=149}} The concept envisioned an aircraft capable of launching deep [[Air interdiction|interdiction]] missions without requiring additional support in the form of fighter escorts or jamming support. General Dynamics submitted the {{nowrap|F-16XL,}} while [[McDonnell Douglas]] submitted [[McDonnell Douglas F-15E Strike Eagle|a variant of the F-15 Eagle]]. Though the two aircraft were competing for the same role, they had fairly different design approaches. The {{nowrap|F-15E}} required very few alterations from its base {{nowrap|F-15B or D}}, while the {{nowrap|F-16XL}} had major structural and aerodynamic differences from the original {{nowrap|F-16}}.<ref>{{harvnb|Piccirillo|2014|p=159}}: "...the F-16E required major changes to the basic F-16 airframe. ... Changes required for the F-15E were not considered by the GAO to be as great as those needed for the F-16E, and mainly consisted of structural modifications to the wings as well as a strengthened landing gear."</ref> As such, the {{nowrap|F-16XL}} would have required much more effort, time, and money to put into full production.<ref name="nasa_Piccirillo_156-157">{{harvnb|Piccirillo|2014|pp=156–157}}</ref> Additionally, the {{nowrap|F-15E}} had two engines, which gave it a much higher [[maximum takeoff weight]] and redundancy in the case of engine failure.<ref name="nasa_Piccirillo_156-157" />{{NoteTag |F-16E would have had a maximum takeoff weight of {{convert|48000|lb|kg}} versus F-15E's {{convert|80000|lb|kg}}<ref name="nasa_Piccirillo_156-157" />}}

In February 1984, the USAF awarded the ETF contract to McDonnell Douglas.{{sfn|Piccirillo|2014|p=161}}<ref>{{cite web |title=February 24, 1984: F-15 Became the Air Force's New Dual-Role Fighter |url=https://www.aftc.af.mil/News/On-This-Day-in-Test-History/Article-Display-Test-History/Article/2481449/february-24-1984-f-15-became-the-air-forces-new-dual-role-fighter/ |website=www.aftc.af.mil |publisher=Air Force Flight Test Center |access-date=8 March 2023 |date=24 February 2021 |archive-date=8 March 2023 |archive-url=https://web.archive.org/web/20230308200713/https://www.aftc.af.mil/News/On-This-Day-in-Test-History/Article-Display-Test-History/Article/2481449/february-24-1984-f-15-became-the-air-forces-new-dual-role-fighter/ |url-status=live }}</ref><ref name=":0">{{Cite web |last=Walton |first=Bill |date=2017-11-11 |title=The F-16XL: This Advanced F-16 Variant Lost Out To The F-15E Strike Eagle, But Was It Better? |url=https://avgeekery.com/f-16xl-advanced-f-16-variant-lost-f-15e-strike-eagle-better/ |access-date=2023-02-12 |website=Avgeekery.com |language=en-US |archive-date=2023-02-12 |archive-url=https://web.archive.org/web/20230212134655/https://avgeekery.com/f-16xl-advanced-f-16-variant-lost-f-15e-strike-eagle-better/ |url-status=live }}</ref> The two {{nowrap|F-16XLs}} were returned to the Air Force and placed in storage at [[Edwards Air Force Base]].{{sfn|Piccirillo|2014|p=169}} Had General Dynamics won the competition, the {{nowrap|F-16XL}} would have gone into production as the [[General Dynamics F-16 Fighting Falcon variants#F-16E/F|F-16E/F]] (E for single seat, F for two seats).{{sfn|Piccirillo|2014|p=143}}

==Design==
[[File:F-16XL loaded with 500lb bombs.jpg|thumb|An air-to-air left underside view of an F-16XL aircraft. The aircraft is armed with two wingtip-mounted [[AIM-9 Sidewinder]] and four fuselage-mounted [[AIM-120 AMRAAM]] missiles along with 12 [[Mark 82 bomb|Mark 82]] 500-pound bombs.]]

The wing and rear horizontal control surfaces of the base {{nowrap|F-16A}} were replaced with a cranked-arrow delta wing 115% larger than the original wing.<ref name="nasa_Piccirillo_69">{{harvnb|Piccirillo|2014|p=69}}</ref> Extensive use of [[Carbon-fiber reinforced polymer|graphite-bismaleimide composites]] allowed the savings of {{convert|595|lb|kg}} of weight,{{sfn|Piccirillo|2014|p=74}} but the {{nowrap|F-16XL-1}} and {{nowrap|XL-2}} were {{convert|4100|lb|kg}} and {{convert|5600|lb|kg}} heavier respectively than the original {{nowrap|F-16A}}.<ref name="nasa_Piccirillo_60-61">{{harvnb|Piccirillo|2014|pp=60–61}}</ref>{{NoteTag |Dry weights: XL-1 weighed {{convert|19690|lb|kg}}; XL-2 weighed {{convert|21157|lb|kg}}; F-16A weighed {{convert|15586|lb|kg}}<ref name="nasa_Piccirillo_60-61" />}}

Less noticeable is that the fuselage was lengthened by {{convert|56|in|cm}} by the addition of two sections at the joints of the main fuselage sub-assemblies.<ref name="nasa_Piccirillo_69" /> With the new wing design, the tail section had to be canted up 3.16°,{{sfn|Piccirillo|2014|p=78}} and the ventral fins removed, to prevent them from striking the pavement during takeoff and landing.{{sfn|Piccirillo|2014|p=75}} The {{nowrap|F-16XL-2}} also received a larger inlet which would go on to be included in later {{nowrap|F-16}} variants.{{sfn|Piccirillo|2014|pp=83-84}}

These changes resulted in a 25% improvement in [[lift-to-drag ratio]] in supersonic flight<ref>{{harvnb|Piccirillo|2014|p=116}}: "As speed approached Mach 1.0, the F-16XL's comparative cruise efficiency improved, and at Mach 1.4, the F-16XL had a 25-percent-higher lift-to-drag ratio than that of the F-16C."</ref> while remaining comparable in subsonic flight,<ref>{{harvnb|Piccirillo|2014|p=9}}: "...the L/D ratios of the cranked-arrow, canard-delta, and baseline F-16 were essentially equal at subsonic speeds..."</ref> and a plane that reportedly handled smoothly at high speeds and low altitudes.<ref name="revolutionary_evolution">{{cite web |author1=F. Clifton Berry Jr. |title=The Revolutionary Evolution of the F-16XL |url=https://www.airandspaceforces.com/article/1183f16xl/ |website=Air & Space Forces Magazine |access-date=21 February 2023 |archive-date=12 February 2023 |archive-url=https://web.archive.org/web/20230212135422/https://www.airandspaceforces.com/article/1183f16xl/ |url-status=live }}</ref> The enlargements increased internal fuel capacity by {{convert|4350|lb|kg}}, or about 65%.<ref name="nasa_Piccirillo_69" />{{NoteTag |Just under {{convert|11300|lb|kg}},{{sfn|Piccirillo|2014|p=84}}{{sfn|Piccirillo|2014|p=116}} up from the F-16A's {{convert|6950|lb|kg}}<ref name="nasa_Piccirillo_69" />}} The {{nowrap|F-16XL}} could carry twice the ordnance of the {{nowrap|F-16A}} and deliver it 50% farther.{{sfn|Piccirillo|2014|p=291}} The enlarged wing and strengthened hardpoints allowed for a highly configurable payload:<ref name="nasa_Piccirillo_85-87">{{harvnb|Piccirillo|2014|pp=85–87}}</ref>

* 16× {{convert|1000|lb|kg}} wing hardpoints
* 5× {{convert|2000|lb|kg}} wing hardpoints
* 4× semi-recessed [[AIM-120 AMRAAM]] stations under fuselage{{NoteTag |Dummy AIM-120s, fabricated from wood & sheet metal, were scabbed onto the undersurfaces of the F-16XL flight demonstrators because the AIM-120 missile had yet to be integrated onto the standard F-16; incorporation of the semisubmerged missile housing with its associated ejector launcher would have required a separate development and integration effort.<ref name="nasa_Piccirillo_85-87" />}}
* 2× wingtip stations
* 1× centerline station{{NoteTag |Intended for a 300-gallon drop tank<ref name="nasa_Piccirillo_85-87" />}}
* 2× wing "heavy/wet" stations{{NoteTag |Intended for either 2× 600-gallon drop tanks or 4× air-to-ground weapons, but not both simultaneously<ref name="nasa_Piccirillo_85-87" />}}
* 2× chin [[LANTIRN]] stations

==NASA testing==
[[File:F-16XL NASA.jpg|thumb|[[NASA]] F-16XL #2 conducting laminar flow research]]
[[File:F16xl2_glove_diagram.jpg|thumb|Passive and active aerodynamic gloves were used during NASA testing]]
[[File:NASA-F-16XL-and-SR-71A.jpg|thumb|[[NASA]] F-16XL #1 flying alongside a NASA [[SR-71A]]]]
In 1988, the two aircraft were turned over to NASA [[Dryden Flight Research Center|Ames-Dryden Flight Research Facility]] for supersonic [[laminar flow]] research for the [[High Speed Civil Transport]] (HSCT) program.{{sfn|Piccirillo|2014|pp=183-184}} The F-16XL was considered ideal for these tests because of its cranked-arrow wing and high-speed, high-altitude capabilities.{{sfn|Anders|Fischer|1999|p=5}} The tests were carried out by a NASA and industry team{{NoteTag |NASA teams included the [[Dryden Flight Research Center|Ames-Dryden Flight Research Facility]] and [[Langley Research Center]]; industry partners were [[Boeing]], [[McDonnell Douglas]], and [[Rockwell International]]{{sfn|Anders|Fischer|1999|p=2}}}} and were intended to achieve laminar flow over the wings, validate [[computational fluid dynamics]] (CFD) design methodology, and test active suction systems.{{sfn|Anders|Fischer|1999|p=2}} These tests involved the installation of either passive or active suction aerodynamic gloves. The active suction glove was intended to suck away [[turbulence|turbulent airflow]] over the wings during supersonic flight, restoring laminar flow and reducing [[Drag (physics)|drag]].<ref name="nasa_Piccirillo_glove_details" /><ref name="nasa_dryden_tech_sheet">{{cite web |title=NASA - NASA Dryden Technology Facts - F-16XL Supersonic Laminar Flow |url=https://www.nasa.gov/centers/dryden/about/Organizations/Technology/Facts/TF-2004-12-DFRC.html |website=www.nasa.gov |publisher=[[NASA]] |access-date=4 March 2023 |language=en |archive-date=4 March 2023 |archive-url=https://web.archive.org/web/20230304153523/https://www.nasa.gov/centers/dryden/about/Organizations/Technology/Facts/TF-2004-12-DFRC.html |url-status=live }}</ref>{{sfn|Anderson|Bohn-Meyer|1992|pp=2-3}} The NASA [[Langley Research Center]] developed and coordinated {{nowrap|F-16XL}} experiments.<ref>{{cite web |url= http://www.nasa.gov/centers/dryden/history/pastprojects/F16XL2/index.html |title= Past Projects: F-16XL Ship #2 Supersonic Laminar Flow Control |date= 10 May 2017 |publisher= NASA |access-date= 5 March 2023 |archive-date= 26 November 2022 |archive-url= https://web.archive.org/web/20221126233838/https://www.nasa.gov/centers/dryden/history/pastprojects/F16XL2/index.html |url-status= live }}</ref>

{{nowrap|F-16XL-1}} was fitted with an active suction glove encasing the left wing.{{sfn|Piccirillo|2014|pp=199-202}} Designed and built by [[North American Aviation]], it had laser-cut holes that were nominally {{convert|0.0025|in|mm}} diameter at a uniform {{convert|2500|/in2|/cm2}} spacing.{{sfn|Piccirillo|2014|pp=199-202}} The suction was provided by a [[Convair 880]] air-conditioning turbocompressor where the 20mm cannon's ammunition had been.<ref name="nasa_Piccirillo_glove_details">{{harvnb|Piccirillo|2014|pp=183–187}}</ref>{{sfn|Piccirillo|2014|pp=199-202}} The glove covered over {{convert|5|sqft|m2}} of the wing. Overall, {{nowrap|F-16XL-1}} completed 31 test flights for these tests from May 1990 to September 1992.<ref name="nasa_dryden_tech_sheet" /> Afterwards, it was used to test takeoff performance, engine noise, and sonic boom phenomena.{{sfn|Piccirillo|2014|p=184}}

{{nowrap|F-16XL-2}} had its engine replaced with the more powerful [[General Electric F110|General Electric F110-129]].<ref name=":0" />{{sfn|Piccirillo|2014|p=202}} It achieved limited [[supercruise]], a design goal of the {{nowrap|F-16XL}} that was never attained in ETF testing, when it reached {{nowrap|Mach 1.1}} at {{convert|20000|ft|m}} on full military power.<ref>{{harvnb|Piccirillo|2014|p=202}}: "F-16XL-2 was also able to demonstrate limited supercruise performance by maintaining Mach 1.1 at an altitude of 20,000 feet in full military power without resorting to the use of afterburner."</ref> It was mounted with a passive glove on the right wing and an active suction glove on the left wing.<ref name="nasa_dryden_tech_sheet" /> The passive glove was fitted with instruments to measure the flow characteristics over the wing.{{sfn|Piccirillo|2014|p=206}} The active suction glove was designed and fabricated by Boeing; it was made of titanium and had over 12 million laser-cut holes, each {{convert|0.0025|in|mm}} in diameter, spaced {{convert|0.010|to|0.055|in|cm}} apart.{{sfn|Piccirillo|2014|pp=209-210}}<ref name="nasa_Piccirillo_glove_details" />{{sfn|Anders|Fischer|1999|p=12}} Suction was provided by a cabin-air pressurization turbocompressor from a [[Boeing 707]], installed where the 20mm ammunition drum had been, which exhausted above the right wing.{{sfn|Piccirillo|2014|pp=211-214}}<ref name="nasa_dryden_tech_sheet" />{{sfn|Anderson|Bohn-Meyer|1992|pp=2-3}} Overall, {{nowrap|F-16XL-2}} performed 45 test flights from October 1995 to November 1996.{{sfn|Anders|Fischer|1999|p=23}}<ref name="nasa_Piccirillo_glove_details" />

While "significant progress" was made towards achieving laminar flow at supersonic speeds, neither aircraft achieved the requisite laminar flow characteristics at intended speeds and altitudes.{{sfn|Piccirillo|2014|pp=226-227}}{{sfn|Anderson|Bohn-Meyer|1992|pp=4-5}}{{sfn|Anders|Fischer|1999|pp=40-42}} Nonetheless, NASA officials considered the test program to have been successful.<ref name="nasa_dryden_tech_sheet" /> NASA briefly investigated using a [[Tupolev Tu-144]] which would more closely resemble the high-speed civil transport aircraft to continue supersonic laminar flow research, but did not pursue the idea due to a limited budget.{{sfn|Piccirillo|2014|pp=227-228}}

At the conclusion of their test programs in 1999, both {{nowrap|F-16XLs}} were placed into storage at NASA Dryden.<ref name=":0" /> In 2007, Boeing and NASA studied the feasibility of returning {{nowrap|F-16XL-1}} to flight status and upgrading it with many of the improvements found in the USAF's {{nowrap|F-16 Block 40}} in order to further test sonic boom mitigation technology.<ref name="nasa_Piccirillo_ch11">{{harvnb|Piccirillo|2014|pp=281–283}}</ref> {{nowrap|F-16XL-1}} was taxi tested at Dryden and given systems checks.<ref name="nasa_Piccirillo_ch11" /> However, both {{nowrap|F-16XLs}} were retired in 2009 and stored at Edwards AFB.<ref>{{cite web |title=F-16XL (Ship #1) |url=https://www.nasa.gov/centers/dryden/aircraft/F-16XL/index.html |publisher=NASA Armstrong Flight Research Center |access-date=January 31, 2021 |archive-url=https://web.archive.org/web/20160619061105/https://www.nasa.gov/centers/dryden/aircraft/F-16XL/index.html |archive-date=June 19, 2016 |date=April 19, 2011 |url-status=live}}</ref>

==F-16XL aircraft on display==
* 75-0747 – Museum Air Park, [[Air Force Test Center#Air Force Flight Test Museum|Air Force Flight Center Museum]], [[Edwards AFB]], California<ref name="museum">{{cite web |url=https://flighttestmuseum.org/aircraft-inventory-list/ |title=Aircraft Inventory List |publisher=The Flight Test Museum Foundation |access-date=6 March 2023 |archive-date=18 March 2023 |archive-url=https://web.archive.org/web/20230318031320/https://flighttestmuseum.org/aircraft-inventory-list/ |url-status=live }}</ref>
* 75-0749 – in storage at the Air Force Flight Center Museum, Edwards AFB, California<ref name="museum" />

==Specifications (F-16XL number 2)==
[[File:General Dynamics F-16XL afg-041110-016.jpg|right|300px|Orthographically projected diagram of an F-16XL]]
[[File:F-16XL Scamp Flow Visualization Test - GPN-2000-001935.jpg|thumb|upright|[[Laser]]s illuminate airflow over a model F-16XL in a NASA [[wind tunnel]] ]]
{{Aircraft specs
|prime units?=imp

|ref= Darling,<ref name="Darling_p63">{{Harvnb | Darling | 2003 | pages = 63, 64, 69}}.</ref> F-16.net,<ref name="f16net">{{Citation | contribution-url = http://www.f-16.net/f-16_versions_article1.html | contribution = F-16 XL, Cranked-Arrow Wing | title = F-16 | access-date = 18 April 2009 | archive-date = 22 April 2009 | archive-url = https://web.archive.org/web/20090422185425/http://www.f-16.net/f-16_versions_article1.html | url-status = live }}.</ref> Piccirillo{{sfn|Piccirillo|2014|loc=Chapter 4: Design and Construction Details}}
|crew= One (XL #1) or Two (XL #2)
|length ft=54
|length in=2
|length m=16.51 
|span ft=32
|span in=5
|span m=9.88 
|span note=({{convert|34|ft|3|in|m}} with an [[AIM-9]] on the wingtip mount){{sfn|Piccirillo|2014|p=71}}
|height ft=17
|height in=7
|height m=5.36 
|wing area sqft=663 
|wing area sqm=61.6 
|empty weight lb=21157 
|empty weight kg=9600
|empty weight note=<ref name="nasa_Piccirillo_60-61" />
|gross weight lb=48,000 
|gross weight kg=21,800 
|max takeoff weight lb=48,000 
|max takeoff weight kg=21,800

|eng1 name=[[General Electric F110]]-GE-100
|eng1 type=[[turbofan]]
|eng1 number=1
|eng1 lbf=17,100 
|eng1 lbf-ab=28,900

|max speed kts=1170
|max speed mach=2.0
|max speed note={{NoteTag |Mach 2.0 was only achieved during the supersonic laminar flow tests from around 1990–1992;{{sfn|Piccirillo|2014|p=203}} maximum speed prior had been limited to Mach 1.95, though faster speeds were likely possible.{{sfn|Piccirillo|2014|p=123}}}}
|range nmi=1985
|range miles=2285
|range km=3675
|range note=(longest achieved through October 1985{{sfn|Piccirillo|2014|p=303}})
|ferry range nmi=2245
|ferry range miles=2580
|ferry range km=4160
|ferry range note=(with 2x {{convert|600|gal|L}} drop tanks{{sfn|Piccirillo|2014|p=116}})
|ceiling ft=55,000 
|ceiling m=16750 
|ceiling note={{sfn|Piccirillo|2014|p=203}}
|climb rate ftmin=62,000 
|climb rate note=<ref name="f16net" />
|guns= 1 × 20 mm [[M61 Vulcan]] rotary cannon{{NoteTag |Ammunition bay was removed in 1991–1992 and replaced with a turbocompressor to provide suction for the aerodynamic glove tests<ref name="nasa_Piccirillo_glove_details" />}}
|hardpoints= 17 pylons
|hardpoint capacity= up to {{convert|15000|lb|kg}} of payload (Note: stations 2–5 and 13–16 were split into groups, similar to the F-15E)
}}

==See also==
{{Portal|Aviation}}
{{aircontent
|see also=
* [[Tupolev Tu-144]]
* [[Saab 35 Draken]]
* [[High Speed Civil Transport]]
|related=
* [[General Dynamics F-16 Fighting Falcon]]
* [[General Dynamics F-16 VISTA]]
|similar aircraft=
* [[McDonnell Douglas F-15E Strike Eagle]]
|lists=
* [[List of fighter aircraft]]
* [[List of military aircraft of the United States]]
}}

==References==

===Citations===
{{Reflist}}

===Notes===
{{NoteFoot}}

===Bibliography===
* {{cite tech report |last1=Anders |first1=Scott G. |last2=Fischer |first2=Michael C. |date=1 December 1999 |title=F-16XL-2 Supersonic Laminar Flow Control Flight Test Experiment |publisher=NASA Langley Research Center |id=NASA/TP-1999-209683 |url=https://ntrs.nasa.gov/citations/20000004183 |access-date=5 March 2023}}
* {{cite conference |last1=Anderson |first1=Bianca T. |last2=Bohn-Meyer |first2=Marta |title=Overview of supersonic laminar flow control research on the F-16XL ships 1 and 2 |date=1 October 1992 |publisher=[[NASA]] |url=https://ntrs.nasa.gov/citations/19930002033 |location=Anaheim, CA |id=93N11221 |access-date=4 March 2023}}
* {{cite book |last1=Chambers |first1=Joseph R. |title=Partners in Freedom: Contributions of the Langley Research Center to U.S. Military Aircraft of the 1990's |date=1 October 2000 |publisher=[[NASA]] |url=https://history.nasa.gov/monograph19.pdf |access-date=21 February 2023}}
* {{cite book |last1=Darling |first1=Kev |title=F-16 Fighting Falcon |series=Combat Legend |place=London |publisher=Crowood Press UK |year=2003 |isbn=978-1-84037-399-8}}
* {{cite book |last1=Piccirillo |first1=Albert C. |title=Elegance in Flight: A comprehensive history of the F-16XL experimental prototype and its role in NASA flight research |date=2014 |publisher=[[NASA]] |location=Washington, D.C. |isbn=978-1-62683-022-6 |url=https://www.nasa.gov/sites/default/files/atoms/files/elegance_in_flight.pdf |access-date=20 February 2023}}

==External links==
{{Commons category}}

* {{Citation | url = http://www1.dfrc.nasa.gov/Gallery/Photo/F-16XL1/ | publisher = NASA | title = DFRC | contribution = F-16XL | type = photo gallery | volume = 1 | url-status = dead | archive-url = https://web.archive.org/web/20050908024402/http://www.dfrc.nasa.gov/Gallery/Photo/F-16XL1/ | archive-date = 2005-09-08 }}, [https://web.archive.org/web/20050317081312/http://www1.dfrc.nasa.gov/gallery/photo/F-16XL2/ photo gallery number 2]
* {{Citation | url = http://www.nasa.gov/centers/dryden/pdf/88653main_H-2382.pdf | title = F-16XL experiment report | publisher = NASA | date = December 1999 | place = Dryden | access-date = 2005-05-24 | archive-date = 2023-06-06 | archive-url = https://web.archive.org/web/20230606222500/http://www.nasa.gov/centers/dryden/pdf/88653main_H-2382.pdf | url-status = dead }}.
* {{Citation | url = https://www.airforcemag.com/article/1183f16xl/ | title = The Revolutionary Evolution of the F-16XL | newspaper = Air Force magazine |date=November 1983}}.
* {{Citation | url = http://www.flightglobal.com/articles/2007/07/10/215385/nasa-could-put-f-16xl-back-in-the-air.html | title = NASA Could Put The F-16XL Back In The Air | newspaper = Flight International | year = 2007 | publisher = Flight global}}.
* {{Citation | url = http://www.codeonemagazine.com/article.html?item_id=37 | title = F-16 Designer Harry Hillaker | newspaper = Code One Magazine | year = 1991 | publisher = Lockheed Martin}}.
* {{Citation|url=http://www.codeonemagazine.com/archives/1991/articles/jul_91/july2a_91.html |title=Harry Hillaker — Father of the F-16 |newspaper=Code one |date=Jul 1991 |url-status=dead |archive-url=https://web.archive.org/web/20070202184707/http://www.codeonemagazine.com/archives/1991/articles/jul_91/july2a_91.html |archive-date=February 2, 2007 }}
* {{Citation | url = http://home.att.net/~jbaugher4/f16_29.html | title = F-16XL | first = Joseph 'Joe' | last = Baugher | publisher = ATT | url-status = dead | archive-url = https://web.archive.org/web/20081006151517/http://home.att.net/~jbaugher4/f16_29.html | archive-date = 2008-10-06 }}

{{Convair aircraft}}
{{USAF fighters}}
{{F-16 Fighting Falcon variants}}

[[Category:Tailless delta-wing aircraft]]
[[Category:General Dynamics aircraft|F-16XL]]
[[Category:NASA aircraft]]
[[Category:1980s United States fighter aircraft|General Dynamics F-16XL]]
[[Category:Single-engined jet aircraft]]
[[Category:Relaxed-stability aircraft]]
[[Category:Aircraft first flown in 1982]]
[[Category:Mid-wing aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]