HARRY J. HILLAKER (1919-2009)

BY PAUL BEVILAQUA

HARRY JAMES HILLAKER was a brilliant aeronautical engineer whose vision reshaped the future of aviation. Known as the “father of the F-16,” his contributions to aeronautics have left an enduring impact on military aviation and those who worked alongside him.

Born on May 9, 1919, in Flint, Michigan, Harry developed an early interest in aviation, inspired by the pioneering aviators and the rapid advances in aircraft technology during the 1930s. He initially pursued this interest by building model airplanes before going on to study aeronautical engineering at the University of Michigan, where he laid the foundation for his future contributions to the field.

After college, Harry began his career at Consolidated Aircraft in San Diego, which merged with Vultee Aircraft in Los Angeles in 1943 to become Convair Aircraft. At Convair, he contributed to the designs of the B-36 Peacemaker and the B-58 Hustler bombers. In 1953, when Convair was acquired by General Dynamics, the company consolidated aircraft production in Fort Worth, Texas. He relocated there in 1965, initially working on the F-111 Aardvark strike fighter.

A chance meeting in 1962 at the Officer’s Club bar at Eglin Air Force Base with then-U.S. Air Force (USAF) Major John Boyd, a maverick and sometimes controversial fighter pilot, set Hillaker on a path that led to the design of the F-16 fighter aircraft. Boyd, along with USAF fighter pilot Major Everest Riccioni and defense analyst Pierre Sprey, formed a small group that became known as the Fighter Mafia. They championed a lightweight fighter that would be simpler, smaller, and less costly than the F-15. Secretary of Defense Melvin R. Laird supported the idea of a low-cost fighter. In 1969, Riccioni secured $149,000 in funding for initial performance and design studies, selecting the Convair Division of General Dynamics and Northrop to explore competing concepts.

Harry’s early collaborations with the Fighter Mafia were not centered on specific aircraft designs but rather on analyzing the relationships between wing size, engine thrust, and fuel capacity. He sought to understand how these factors influenced aircraft performance and cost. He knew that a large wing and high thrust were essential for maneuverability but also recognized that a larger wing increased weight and drag, while higher thrust led to greater fuel consumption — factors that could shorten an aircraft’s ranges. Over the next two years, he frequently traveled to Washington, D.C., to meet with Boyd, Sprey, and others, where they shared ideas about energy maneuverability and debated performance trade-offs.

As a senior engineer at General Dynamics Fort Worth, Harry led a team that initially operated under the corporate radar. However, when Riccioni released a request for proposals in 1971 for lightweight fighter prototypes, Harry was prepared. He led the proposal effort. He proposed a radical design: a small, highly agile aircraft that prioritized simplicity and efficiency while introducing an electric fly-by-wire control system — a departure from conventional mechanical systems.

After Convair and Northrop won contracts to build prototype aircraft, he became chief engineer for Convair’s entry, the YF-16. The development process presented significant technological challenges, particularly integrating the fly-by-wire technology. Engineers had to ensure the reliability of electronic hardware, shield electronics from electromagnetic interference, and develop software that accurately converted pilot inputs into control surface movements. Several key innovations set the YF-16 apart: To increase lift, the wing incorporated a forebody strake and auto-camber. Another key innovation was the aircraft’s relaxed static stability, which made it inherently unstable but highly maneuverable. To combat the effect of high-g forces, the YF-16 featured a reclined seat and side-mounted control stick. A frameless bubble canopy provided the pilot with exceptional visibility. Additionally, the YF-16 was designed with a blended wing-body and a modular structure, making maintenance and modifications easier.

In January 1975, the YF-16 won a competitive flyoff against the Northrop YF-17 and entered production as the F-16 Fighting Falcon. It became one of the most successful fighter jets in history, with over 4,600 units produced by 2024, approximately 2,800 of which remain in service. Production continues today for export to allied nations.

Harry was a gifted engineer, driven by curiosity and a commitment to excellence, but his legacy extends far beyond the F-16. His determination to challenge conventional thinking, combined with his collaborative spirit, made him a role model for countless engineers. Through his vision, he inspired a new generation to pursue bold ideas and push the boundaries of what was possible in aeronautical engineering.

He was also a maverick with a dry sense of humor. While working at Convair, he refused to sign timecards simply because he didn’t believe in them. In 1983, he was invited to serve on an American Institute of Aeronautics and Astronautics panel on the effectiveness of canards. As other panel members debated whether the canard should be positioned close to or far ahead of the wing, and whether it should be above, below, or in the same plane as the wing, Hillaker famously quipped, “In my opinion, the best place for a canard is on some other company’s aircraft.” Later, he realized that he was showing his own resistance to new ideas and acknowledged that an all-moving canard controlled by a computer was a better alternative than tails.

Despite his remarkable achievements, Harry remained humble and dedicated, always placing the mission and the team above personal recognition. His work was driven not by the pursuit of honors but by a genuine passion for advancing aviation technology and ensuring the safety and effectiveness of those who relied on it.

Outside of his professional achievements, he had a passion for gardening and was an avid reader. His green thumb was evident in the flowers and plants that thrived under his care. He also loved immersing himself in books that expanded his knowledge and imagination, particularly those on history and science fiction. Additionally, he maintained a lifelong passion for aviation by building and flying model airplanes, a hobby that harkened back to his childhood.

Throughout his distinguished career, Harry received numerous awards and honors recognizing his groundbreaking contributions to aeronautical engineering. Among his most notable accolades was the prestigious Collier Trophy, awarded in 1975 for the significant technological advancements Harry developed for the F-16. He was elected to the U.S. National Academy of Engineering in 1990 and inducted into the General Dynamics Employee Hall of Fame, both testaments to his lasting impact on the field. He also received multiple commendations from the USAF and other military organizations for enhancing the capabilities and safety of military aircraft. Additionally, he spent two terms as chairman of the Aerospace Vehicles Panel of the Air Force Scientific Advisory Board. These honors reflect the high esteem in which he was held by his peers and the broader aerospace community.

In his personal life, Harry was known for his warmth, kindness, and generosity. Friends and family remember him as a man of integrity, with a gentle spirit and a heart full of compassion. A devoted family man, he cherished time spent with his loved ones. He married Betty Jo Devaney on Oct. 2, 1943, and his wife, six children, and grandchildren were his greatest sources of joy. He shared his love for aviation with them, often taking them to airshows and aircraft museums.

As colleagues and family members reflected on his extraordinary career, their heartfelt remarks captured the qualities that made him so widely admired: his innovative mind, his determination, and his care for those he worked with. His colleague Robert Wetherall remarked, “Working with Harry was a privilege. His ability to think outside the box and his collaborative spirit made him an exceptional leader and mentor.” Ralph Heath, retired president of Lockheed Martin Aeronautics Company, said, “Harry’s legacy is an incredible aircraft that has become the mainstay of 25 nations and continues to be in demand today after 30 years of production.” His granddaughter Hayley Gillespie fondly recalled, “Thank you for your generosity and love and for always making us laugh.”

Harry retired in 1985 but continued to consult for the USAF and the aerospace industry. He died Feb. 8, 2009, at his home in Fort Worth. He was 89.