General Dynamics F16  "Fighting Falcon".......                                                              ..................Specifications

The General Dynamics F-16 was the most successful fighter of its generation. In early 1997 about 3600 had been delivered, being  in use with over 17 air forces, and production is expected to exceed the 4000 mark. This figure is however small when compared to the Messerschmidt ME-109 with a war time production up to May 1945 of some 30,573 units.

The F-16 first flew as a prototype (YF-16) on 20 January 1974, Albeit for a few minutes as the horizontal stabilizers had been damaged and a longer flight was deemed impossible.  The YF-16 was one of two prototypes, the other being the Northrop YF-17, to be commissioned in a bid by the US Government  to select a new light weight, low cost  fighter aircraft for air-to-air dog fight situations. It was the YF-16 which was considered to be more advanced than its Northrop counterpart, it defeated it in a further service test flight, fly-off competition and it was selected to forfil the designated role.

Nick named the “Viper” the F-16 was the first aircraft to be controlled by a central computer. With its single high thrust engine, giving a fantastic high trust to weight ratio and its unusual shape with wing/body blending, shock-inlet air intake located under the forward fuselage below its pilot and large leading-edge root extensions to enhance high lift angles of attack, the aircraft is aerodynamically unstable, relying on the computer and electronic “Fly-By-Wire” controls to remain controllable. This makes the aircraft extremely maneuverable and agile. It means of course that the F-16 would not fly without its computer stabilising its every flight attitude.

The YF-16 was smaller than the production F-16A which  first flew in 1975. Wing span and area, tail fin and length all being slightly toned down. A two seat prototype prototype aircrafted, based on the single seat version, for training purposes but to have full combat capabilities also followed; this was to become the F-16B which first flew 1977.

In December 1975, the first YF-16 was rebuilt with twin canards added, to become the USAF Flight Dynamics Laboratory's CCV (Control-Configured Vehicle). General Dynamics   converted the fifth F-16A into the AFTI (Advanced Fighter Technology Integration) aircraft, or AFTI/F-16A. The AFTI/F-16A has a triplex digital flight-control system, larger vertical canard surfaces at the air intake, and a thick dorsal spine; this aircraft was used in recent close air support studies before being laid up by funding constraints. The SCAMP (Supersonic Cruise and Manoeuvring Prototype), or F-16XL, was yet another special version with a 'cranked delta' wing. Two F-16XLs, a single- and a two-seater, have gone on to participate in various research efforts.

F-16A and B models began to leave the production line in January 1979. First to receive was the  USAF, 338th Tactical Fighter Wing at Hill AFB. The whole project was also given momentum with the so called “Sale of the century” with various European NATO countries ordering the F-16 as standard replacement for the F-104 Starfighter, amongst them the Netherlands,Belgium, Denmark, and Norway. These aircraft were built under licence by SABCA in Belgium (221 aircraft) for Belgium and Denmark and Fokker of the Netherlands (300 aircraft) who built for the Royal Netherlands airforce and Norway.

In service the new aircraft was found to be exceptionally maneuverable, with excellent all round vision, attributed to the one-piece canopy of blown polycarbonate with no windscreen and thus no framing forward of the pilot's shoulder line. The early Pratt and Whitney  F100-PW-100 engines encountered problems, including ground-start difficulties, compressor stalls, fuelpump breakdowns and afterburner malfunctions, most of which were corrected early in the aircraft's career. Also the black radome was found to be detrimental in dog-fight situations, presenting the F-16 on a plate for any enemy fighter, thus the Black was replaced with dark grey as standard.

The F-16A/B was built in distinct production blocks numbered 1, 5, 10, and 15. Forty-three F-16A/B Block 1 aircraft can be distinguished from later Fighting Falcons by their black radomes. F-16A/B Block 15 introduced the first important changes to the F-16. Noteworthy in Block 15 is the extended horizontal stabilator, or 'big tail', now standard on these and all subsequent Fighting Falcons. Pilots prefer the small tail for dogfighting but the big tail gives greater rudder authority when carrying a heavy ordnance load. Because of the wing cracks and afterburner problems, the USAF is expected to retire all of its pre-Block 15 'small tail' ships by the mid-1990s, making Block 15s the oldest F-16s in service. Block 15 compromises 457 American aircraft, 270 of which were chosen for conversion to F-16A/B ADF with interceptor duties.

The OCU (Operational Capabilities Upgrade) program, adopted by Belgium, Denmark, the Netherlands and Norway, improves the avionics and fire control systems, adds ring-laser INS and provides for the upgrading of the F100-PW-200 engine to F100-PW-220E. From 1988 exports were to Block 15 OCU standard, while surviving F-16A/Bs of the AFRES and ANG were upgraded with F100-PW-220Es. Further improvements planned for the F-16A/B include the MLU (Mid-life update) which brings the cockpit to Block 50 standard with wide-angle HUD and NVG capability. New avionics include a modular mission computer, APG-66(V2A) radar and Navstar GPS. Options include wiring for intake-mounted FLIR and helmet-mounted sight. The four European nations are customers for MLU aircraft, and the aircraft offered to Taiwan are also to this standard. USAF aircraft will adopt some of the MLU features.

Parallel to the European OCU was the development of the ADF (Air Defence Fighter) for the US Air National Guard protecting the USA from the threat of cruise missiles and bombers durring the cold war. These aircraft were extensively updated. The first ADF converted A model flew in February 1989 and the last to be completed left the conversion production line in 1992. After the demise of the USSR these ADF fighters became obsolete and many went into storage at AMARC. Many such aircraft found the way to NATO partners such as Italy or other allies such as Jordan or Thailand.

The ADF aircraft can be distinguished from "standard" F-16A/B's by several external identifying features, such as long and thin horizontal bulges on the base of the vertical tail (only A-models), plus a set of four blade antenna, nicknamed "bird-slicer", carried just forward of the canopy (as part of the IFF system). A 150,000 candlepower night identification spotlight was also installed on the port side of the nose (below and in front of the cockpit) to aid in the identification of nighttime intruders.

The bulges are caused by the relocation of the Bendix-King AN/ARC-200 high frequency single-sideband radio to the leading edge of the fin. This in turn caused the flight control accumulators, which were installed one over the other, to be relocated to either side of the tail fin. The bulges were installed to provide sufficient room for these accumulators. Note that, since the Bravo-model ADF's do not have the Bendix HF radio, they also don't have the bulges.

The General Dynamics F-16C Fighting Falcon first flew on 19 June 1984. F-16C and two-seat F-16D models are distinguished by an enlarged base or 'island' leading up to the vertical fin with a small blade antenna protruding up from it. This space was intended for the internal ASPJ (airborne self-protection jammer) which the USAF abandoned in favor of continuing use of external ECM pods.

Compared with earlier versions, the F-16C/Ds gives the pilot a GEC wide-angle HUD and a function keyboard control at the base of the HUD (located in a console to his left in earlier ships) and an improved data-display with key items of information located at 'design eye' level for HOTAS flying. F-16C/Ds employ Hughes APG-68 multi-mode radar with increased range, sharper resolution and expanded operating modes, and have a weapons interface for the AGM-65D Maverick and AMRAAM missiles.

F-16C single-seat and combat-capable F-16D two-seat fighters introduced progressive changes, some installed at the factory and other parts of MSIP II (avionics, cockpit and airframe changes) and MSIP III (further systems installation) programs, aimed at enhancing the Fighting Falcons's ability to fly and fight at night.

F-16C/D aircraft retain the unique, low-slung configuration of earlier Fighting Falcons variants, with fuselage-wing 'blending', fly-by-wire controls, ACES II ejection seat, and a blown polycarbonate canopy which, in these later versions, has a gold tint because of its lining of radar reflecting materials. F-16C/D models retain the General Electric M61A1 20-mm cannon with 515 rounds and a capability for the delivery of up to 16,700 lb (7575 kg) of ordnance, including most bombs and missiles in the inventory.

Block 25 aircraft entered production in July 1984 and numbered 319, 289 F-16Cs and 30 F-16Ds. With Block 30/32 came configured (formerly 'common') engine bay with options for the GE F110-GE-100 (Block 40) or P&W F100-PW-220 (Block 42).

F-16C Blocks 30 and 40 are powered by the General Electric F110-GE-100 offering 28, 984 lb (128.9 kN), while F-16C Blocks 32 and 42 Falcons introduced 23,840-lb (106.05-kN) thrust Pratt & Whitney F100-PW-200s. This powerplant change brought a need to alter the contours of the F-16's air intake to accommodate the larger amount of air ingested. Because the change was not made initially, early F-16C/D Block 30s are 'small inlet' aeroplanes, the 1-ft (0.30-m) larger air intake having become standard for GE power on 'big inlet' ships after deliveries began. USAF F-16C/D delivery totals slightly favor the GE engine.

F-16C/D Block 32 aeroplanes are identical to those in Block 30 but for the F100-PW-220 engine, introduction of which marks a maturing of the original F-16 powerplant. While the improved P&W engine is not as powerful as the GE-powerplant, it is lighter and crew chiefs consider it 'smarter' and more dependable then earlier P&W models. In addition, Block 30/32 aircraft have the capability for carriage of AGM-45 Shrike and AGM-88A HARM anti-radiation missiles, and AIM-120 AMRAAM. Avionics hardware changes are also introduced with Block 30/32, which total 501 aircraft, comprising 446 F-16Cs and 55 F-16Ds. In addition to tactical squadrons, the F-16C/D Block 32 is flown by the USAF's Adversary Tactics Division on aggressor duties, and by the 'Thunderbirds' aerial demonstration team.

F-16C/D Block 40/42 Night Falcon aircraft began to come off the Fort Worth production line in December 1988. This version introduces LANTIRN navigation and targeting pods, Navstar GPS navigation receiver, AGM-88B HARM II, APG-68V radar, digital flight controls, automatic terrain following and, as a consequence, increased take-off weight. Greater structural strength increases the Night Falcon's 9-g capability from 26,900 lb (12201 kg) to 28,500 lb (12928 kg).

The heavier all-up weight has resulted in larger landing gear to accommodate LANTIRN, bulged landing gear doors and the movement of landing lights to the nose gear door. Block 40/42 Night Falcons have been delivered to the USAF, Israel, Egypt, Turkey, and Bahrain. An AMRAAM-equipped Block 42 F-16D became the first USAF 'Viper' to score an air-to-air victory by downing an Iraqi Mig-25 on 27 December 1992. In 1994 F-16s shot down three Serbian aircraft over Bosnia.

A total of 249 F-16 Fighting Falcons was deployed to Operation Desert Storm and flew almost 13,500 sorties, the highest sortie total for any aircraft in the war, while maintaining a 95.2 per cent mission capable rate, 5 per cent better than the F-16's peacetime rate. F-16s attacked ground elements in the Kuwaiti Theatre of Operations, flew anti 'Scud' missions, destroying military production, chemical production facilities, and airfields.

In December 1991, General Dynamics began delivering F-16C/D Block 50 and 52 aircraft. First flight date for Block 50 was 22 October 1991. The first Block 50s went to the 338th Fighter Wing at Hill Air Force Base, UT, in 1992, followed by delivery to USAFE's 52nd FW. Block 50/52 'Vipers' introduced the Westinghouse AN/APG-68(V5) radar with improved memory and more modes, new NVG-compatible GEC HUD, and improved avionics computer. Numerous other additions to Block 50/52 include a Tracor AN/ALE-47 chaff/flare dispenser, ALR-56M radar warning receiver, Have Quick IIA radio, Have Sync anti-jam VHF and full HARM integration.

These latest F-16s are powered by the IPE (Improved Performance Engine) versions of GE and P&W engines, the 29,588-lb (131.6-kN) F110-GE-229 and 29,100-lb (129.4-kN) F100-PW-220, respectively. Problems arose with developmental test ships for the Block 52 program in July 1991, and these had to be refitted with older F100 variants until Pratt & Whitney IPE's fourth fan blade could be redesigned.

Around 100 USAF F-16C/D Block 50/52 aircraft are being raised to Block 50/52D standard, with provision for the ASQ-213 pod carried under the starboard side of the intake. This pod is known at the HARM Targeting System, and provides the F-16 with a limited Wild Weasel defence suppression capability to argument the dwindling F-4G force. Further USAF programs now include the RF-16 tactical reconnaissance aircraft carrying the ATARS IR/EO sensor pod, fitment of head-steered FLIR sensor and helmet-mounted sights and modifications of Block 30/32/40/42 aircraft for the CAS/BAI mission.

In 1991, USAF began studying an MRF (Multi-Role Fighter) which would replace the F-16 in the 21st century. The future of MRF is doubtful, especially since USAF F-16C/Ds (in contrast to ageing F-16A 'small tail' Block 10s) have a relatively low airframe hours and will not need early replacement. The proposed Block 60/62 F-16 would utilise some technology developed for the F-22 to answer the MRF requirement.

The F-16C/D has been widely exported. Licensed production is undertaken by TAI in Turkey and Samsung Aerospace in South Korea. Many F-16Ds delivered to Israel have been subsequently fitted with a very bulged spine, housing unidentified indigenous avionics reportedly associated with the Wild Weasel/SAM suppression role. No. 101 Squadron now seems to be entirely equipped with these aircraft.

The latest model of the F-16 are the E (Single seat) and F (two seat attack aircraft) of  Block 60.

Secondly, the Northrop Grumman AN/ASQ-28 IFTS (Internal FLIR and Targeting System) replaces the pods in earlier aircraft. With state-of-the art components and packaging technology, the Internal FLIR Targeting System (IFTS) incorporates an advanced multi-functional FLIR/laser system into the F-16 nose to improve lethality and survivability with lower weight and drag and a laser targeting pod mounted underneath the fuselage. The elimination of bulky pods also enhances stealthiness.

Thirdly, there is an integrated electronic warfare suite with the Northrop Grumman 'Falcon Edge' internal electronic countermeasures system, the Northrop Grumman AN/APG-80 "Agile Beam Radar" with AESA (Active Electronically Scanned Array), an electronic warfare management system, fiber-optic avionics data bus and up to eight chaff/flare dispensers, as well as advanced friend or foe. The aircraft's advanced avionics suite has room available for future improvements. The Block 60's modular mission computer has a processing throughput of 12.5 million instructions per second and provides sensor and weapons integration.

So far the only customer for the aircraft of this Block has been the United Arab Emirates. UAE Airforce had to date ordered 55 single-seat E-models and 25 double-seat F-models which had all been delivered by 2008.

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