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F-16 Fighting Falcon
A USAF F-16 flies a mission in the skies near Iraq in 2003
Type	Multirole fighter
Manufacturer	General Dynamics/Lockheed Martin
Maiden flight	2 February 1974
Introduction	17 August 1978
Status	Active
Primary users	United States Air Force Turkish Air Force Israeli Air Force Egyptian Air Force
Number built	~4,200
Unit cost	US$14.6 million (F-16A/B) US$18.8 million (F-16C/D) in 1998
Variants	General Dynamics F-16XL Mitsubishi F-2

[edit]

The F-16 Fighting Falcon is an American multirole jet fighter aircraft developed by General Dynamics and Lockheed Martin for the United States Air Force. Designed as a lightweight fighter, it evolved into a successful multirole aircraft. The Falcon's versatility is a paramount reason it was a success on the export market, serving 24 countries.^[1] The F-16 is the largest Western fighter program with over 4,000 aircraft built since production started in 1976. Though no longer produced for the US Air Force, it is still produced for export.^[2]

The Fighting Falcon is a dogfighter with innovations including a frameless, bubble canopy for better visibility, side-mounted control stick to ease control while under high g-forces, and reclined seat to reduce the effect of g-forces on the pilot. It was also the first fighter aircraft to be deliberately built to sustain 9-g turns. It has a thrust-to-weight ratio greater than one, providing enough power to climb and accelerate vertically - if necessary.^[3]

Although the F-16's official name is "Fighting Falcon", it is known to its pilots as the "Viper", after the Battlestar Galactica starfighter.^[4]

In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation,^[5] which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta.^[6]

Contents 1 Development 2 Design 2.1 Cockpit and Ergonomics 2.2 Fly-by-wire 2.3 Wing and strake configuration 2.4 Negative static stability 3 Operational history 3.1 Combat action 4 Variants 4.1 F-16A/F-16B 4.2 F-16C/F-16D 4.3 F-16E and F-16F 4.4 Other variants 5 Operators 5.1 Costs 5.2 Current sales proposals 6 Manufacturers 7 Specifications (F-16C Block 30) 8 Popular culture 9 References 10 External links 11 Related content 11.1 Related development 11.2 Comparable aircraft 11.3 Related lists 11.4 See also

Main article: Light Weight Fighter

During the 1960s, the U.S. Air Force and Navy both concluded that the future of air combat would be determined by increasingly sophisticated missiles. Future "fighters" would be designed primarily for long range, high speed, and equipped with extremely large radar systems in order to detect opposing fighters at long range. This made them much more like interceptors than classic fighter designs. In the early 1960s, both the Air Force and Navy expected to use the F-111 (then still in development as the TFX) and F-4 Phantoms for their long and medium range needs complemented by several single-engine designs including upgraded F-100 Super Sabres, F-104 Starfighters, and F-8 Crusaders. Future twin-engine fighter programs were getting underway and the Air Force began a replacement for its single-engine fighter designs to maintain its high-low mix of air superiority aircraft.

Real-world experience in the Vietnam War showed the continued need for the 'high-low' fighter matrix system. Soviet-bloc fighters over Vietnam were proving to be more of a problem than expected for US designs. Even though the US had very large kills to losses ratio in its favor, combat revealed some shortcomings. Missiles of this era still had notable reliability issues, and restrictions on how they were functionally used. Combat invariably closed to short ranges where air-combat maneuverability and short range air-air weapons became critical. Dedicated interceptors like the F-102 Delta Dagger had also been tested in combat which revealed certain shortcomings. Although US training, doctrine and air control more than made up for these disadvantages, it was nevertheless clear to some in the Air Force that the all-missile doctrine was seriously flawed. Both aircraft of the future high-low mix for the USAF would have guns (F-15 and F-16).

In particular, Colonel John Boyd developed the theory of energy maintenance in fighter combat, which relied on larger wings in order to preserve maneuverability. Larger wings would mean more drag in flight, usually resulting in lower range and slower top speed (although larger wings can also result in greater range due to increased payload and fuel). He felt this was a fair trade-off for a "real" fighter design. At about this time the navalized F-111 was running into serious problems, and was eventually abandoned in favor of a new design, the F-14 Tomcat. A combination of Boyd's tireless advocacy of maneuverability, and what is often viewed as a failure of the F-111 to develop into a suitable fighter, and notably the rather over-inflated performance estimates of the MiG-25 led the USAF to also start development of their own fighter design, the F-15 Eagle.

It was not long before the F-15 started growing into a very large design that appeared to be turning into an "F-111 mark II". Boyd was frustrated by this development, and convinced a number of others that the F-15 would need to be complemented by larger numbers of smaller fighters like previous twin-engine fighters. A group of interested parties formed the self-named "fighter mafia" and agitated for the development of the Light Weight Fighter. They eventually won a small amount of money, only $149,000 (~$715,000 year 2000 dollars) to conduct studies into such a design. Northrop had always been a proponent of light-weight designs and had continually developed plans for an advanced F-5 Freedom Fighter, and received $100,000. General Dynamics, looking to redeem themselves from the controversial F-111, received the remainder.

In May 1971, the US Congress released a report that was highly critical of both the F-14 and F-15 programs. They proposed funding the LWF with $50 million and an additional $12 million the next year. Several companies submitted proposals, but General Dynamics and Northrop had such a head start that they were both asked to produce prototypes for head-to-head testing. These were ready in 1974, and in extensive testing General Dynamics' YF-16 proved somewhat better all-round, winning the LWF contest.

By this time a number of countries were looking for a multi-role replacement for their existing F-104Gs and other older designs. Up to this point, the LWF was merely an evaluation program with no plans to purchase models, but the possibility of a European order led the Pentagon to reconsider. The Air Force was now seeking a multi-role fighter to replace the F-105, so the program was renamed the Air Combat Fighter (ACF). In September 1974, the Air Force announced plans to purchase 650 ACF's. On 13 January 1975, Secretary of the Air Force John McLucas announced the selection of the YF-16, beating out Northrop's YF-17.

The F-16 is planned to remain in service with the U.S. Air Force until 2025.^[7]

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The F-16 is a single-engined, multi-role tactical aircraft. It is equipped with an M61 Vulcan cannon in the left wing root, and is almost always armed with two AIM-9 Sidewinder missiles, one on each wingtip on a dedicated rail. More recent versions can be equipped with the AIM-120 AMRAAM on these rails instead. It can also be armed with a wide variety of air-to-air missiles and air-to-ground missiles, rockets or bombs, carried on a number of hardpoints under the wings.

From the very beginning, the F-16 was intended to be a cost-effective "workhorse" that could perform various kinds of missions and maintain around-the-clock readiness. It is much simpler and lighter than its predecessors, but uses advanced aerodynamics and avionics, including the first use of fly-by-wire (earning it the nickname of "the electric jet"), to maintain good performance.

The pilot sits high in the fuselage with the canopy support-bow behind him, out of his field of view. This and the bubble canopy give the pilot an unobstructed field of view, a feature vital during air-to-air combat. The seat is reclined 30 degrees (other seats are typically inclined around 13 degrees). The control stick is mounted on the right armrest rather than between the legs as is traditional. In addition, a Heads-Up Display (HUD) displays vital information in the pilot's field of view.^[8]

With the exception of the HUD, many of these features remain controversial to this day.^{[citation needed]} The side-mounted stick makes it difficult for pilots to "switch hands" in order to operate cockpit controls with the right hand, often forcing them to use their left hand to operate controls on the center or right side of the cockpit (the latter being few). The reclined seat makes this difficult, as well as making it somewhat more difficult to look directly to the rear^{[citation needed]} and significantly increasing the risk of neck ache. ^[9] It has been suggested that the actual benefit in terms of g capability is very close to zero^{[citation needed]}, and the real reason for the large incline was to make the seat fit into the aircraft. The canopy has the problem of having to be much thicker than in most aircraft, where only the portion between the cockpit frame and nose have to be thick enough to guard against bird strikes. The F-16's canopy has to be much thicker overall, and as a result is quite heavy.

It is worth noting that some of these features have been used on newer aircraft design. The F-22 uses a single-piece canopy like the F-16, although the F-35 and Eurofighter Typhoon do not. Seat angles have universally been less than the F-16, normally around 15 degrees. The F-22 and F-35 both have deeper forward fuselages than the F-16, which must be very shallow to avoid negatively impacting airflow into the chin-mounted intake.^{[citation needed]}

The F-16A/B uses a fly-by-wire flight control system with no mechanical linkages between the control stick and the flight surfaces. The flight control computer began as an analog system and changed to digital computer system on later C/D models (production block 40 and beyond).^[10] Computer control is necessary for flight as a result of the inherent negative stability of the aircraft, a trait which trades stable flight for increased maneuverability.^[11]

This lack of mechanical linkages between the control stick and the flight surfaces led to an unusual characteristic in the design of the control stick: originally, it did not move. The control stick instead detected pressure applied by the pilot and translated that pressure into control of the aircraft. This arrangement proved uncomfortable and difficult for pilots to adjust to, often resulting in "over-rotating" the aircraft during takeoffs, so the control stick was given a small amount (less than a quarter of an inch (6 mm) in any direction) of play.

The heart of the F-16's flight controls is the Flight Control Computer (FLCC) in F-16A/B, and early F-16C/D aircraft, or the Digital Flight Control Computer (DFLCC) in F-16C/D's (production block 40 and beyond). During flight, the FLCC (or DFLCC) makes thousands of calculations and corrections each second to keep the aircraft flying, freeing pilots to concentrate on tasks necessary to fulfill their intended role. The enhanced computer oversight also provides automatic flight coordination, utilizing all control surfaces (including the rudder) to keep the aircraft from entering performance hurting or even potentially dangerous situations such as unintentional slips or skids. This led to a common refrain heard from pilots: "You don't fly an F-16; it flies you".

Aerodynamic studies in the early 1960s demonstrated that the phenomenon known as “vortex lift” could be beneficially harnessed by the utilization of highly swept wing configurations, such as found in the Concorde supersonic aircraft and the Swedish Viggen canard configured aircraft. These favorable effects affected the aircraft’s lift capability and allowed the close-coupled wing to be extended to create higher angles of attack through use of a strong leading-edge vortex flow of a slender lifting surface. The leading edge of the wing’s blended forebody would thus increase the strength of the vortices and give the aircraft additional lift.

The exploitation of this aerodynamic phenomenon shaped the design of the F-16, which boasts cropped delta wings and long wing-body strakes, and is considered to be one of the significant elements responsible for its enduring success as a highly maneuverable fighter.

An aircraft with negative static stability will, in the absence of control input, depart from level and controlled flight. Most aircraft are designed with positive static stability, where an aircraft tends to return to its original attitude following a disturbance. However, positive static stability hampers maneuverability, as the tendency to remain in its current attitude opposes the pilot's effort to maneuver; therefore, an aircraft with negative static stability will be more maneuverable. With a fly-by-wire system, such an aircraft can be kept in stable flight, its instability kept in check by the flight computers.

The YF-16 was the world's first aircraft to be slightly aerodynamically unstable by design. This feature is officially called "relaxed static stability." At subsonic speeds, the fighter is constantly on the verge of going out of control. This tendency is constantly caught and corrected by the FLCC (Flight Control Computer) and later the DFLCC (Digital Flight Control Computer), allowing for stable flight. When supersonic, the aircraft exhibits positive static stability due to aerodynamic forces shifting aft between subsonic and supersonic flight.

Due to their ubiquity, F-16s have participated in numerous conflicts, most of them in the Middle East.

In 1981, eight Israeli F-16s participated in a raid that severely damaged Osiraq, an Iraqi nuclear reactor near Baghdad. [3][4] During the same year, the Israeli Air Force obtained the first air-to-air "kill" for the entire F-16 series, shooting down a Syrian Mi-8 helicopter and a MiG-21 jet. The following year, during Operation Peace for Galilee (Lebanon War) Israeli F-16s engaged Syrian aircraft successfully on numerous occasions. F-16s were also used afterwards in their ground-attack role for strikes against targets in Lebanon.[5]

During the Soviet-Afghan war, Pakistan Air Force F-16s shot down at least 10 Afghan and Soviet ground attack and transport aircraft (1986-1988).^[12]

In Operation Desert Storm of 1991, 249 USAF F-16s flew 13,340 sorties in strikes against Iraq, the most of any Coalition aircraft, with five lost in combat.[6][7]

On 27 November 1992, two Venezuelan F-16s took part in the November Venezuelan Coup Attempt on the side of the loyalists. In particular, the two F-16As strafed targets on the ground and shot down two OV-10 Broncos with AIM-9Ps and one AT-27 Tucano with cannon fire as these rebel-flown aircraft attacked loyalist army positions.[8] [9]

Since the end of Desert Storm, USAF F-16 patrolled the Iraqi no-fly-zones. Two air-to-air victories were scored by USAF F-16s in Operation Southern Watch.^[13] On 27 December 1992 a USAF F-16D (serial 90-0778) from the 363rd TFW/33rd TFS, piloted by LTC Gary North shot down an Iraqi MiG-25 in UN-restricted airspace over southern Iraq, the first USAF F-16 kill and the first AMRAAM kill.[10] On 17 January 1993 a USAF F-16C (serial 86-0262) from the 52nd FW, piloted by Craig Stevenson, destroyed an Iraqi MiG-23 with an AIM-120A AMRAAM missile, the second USAF F-16 victory.[11]

F-16s were also employed by NATO during Bosnian peacekeeping operations in 1994-95 in ground attack missions and enforcing the no-fly-zone over Bosnia (Operation Deny Flight). On 28 February 1994, 4 J-21s, 2 IJ-21s and 2 J-22s had violated the no-fly-zone to conduct a bombing run: pilots of 2 J-22s spotted F-16 above them and after attack they left the area in low level flight, while the rest of the group was engaged and attacked first by 2 USAF F-16Cs and then, the three survivors by another 2 USAF F-16Cs. Of the 6 Yugoslavian jets engaged, 4 to 5 were shot down (one by AMRAAM and the others by Sidewinders), while another crashed on landing due to lack of fuel.[12][13] On 2 June 1995 one F-16C (serial 89-2032) was lost to a Serb SA-6 while on patrol over Bosnia. Its pilot, Captain Scott O'Grady ejected and was later rescued by a USMC CH-53 on 8 June.[14] It seems that he forgot to turn on the detection gear of his F-16C. He was the pilot of one of the first two F-16Cs in action on 28 February.[15]

On 10 October 1996, a Greek Mirage 2000 fired an R550 Magic 2 and shot down a Turkish F-16D (serial 91-0023) over the Aegean Sea, the only confirmed air-to-air kill of an F-16. The pilot died, while the co-pilot ejected and was rescued by Turkish forces.[16] [17]

F-16s returned to Iraq in force in 1998 as part of the Operation Desert Fox bombing campaign.

NATO F-16s participated to Operation Allied Force over Yugoslavia. F-16s conducted air to ground sorties and achieved also one or two aerial victories: one by a Royal Netherlands Air Force F-16AM which shot down a Yugoslavian MiG-29 with an AMRAAM and another maybe by a USAF F-16C which fired two AMRAAMs at a Yugoslavian MiG-29. Serbs subsequently found fragments of a Strela-2M MANPAD in the wreckage of this MiG-29, suggesting it was killed by infantry.[18] On 2nd May 1999 an USAF F-16CG (serial 88-0550) was shot down by a Yugoslavian SA-3 over Serbia. Its pilot, Lt. Col David Goldfein, managed to eject and was later rescued by a CSAR mission.[19] [20] The remains of this aircraft are on display in the Yugoslav Aeronautical Museum, Belgrade International Airport.

F-16s have been used by the United States in Afghanistan since 2001. In 2002, a tri-national detachment known as the European Participating Air Forces (Danish, Dutch and Norwegian) of 18 F-16s in the ground attack role deployed to Manas Air Base in Kyrgyzstan to support Operation Enduring Freedom in Afghanistan.

US F-16s participated in the 2003 invasion of Iraq. One F-16 crashed in June 2003 over Iraq when it ran out of fuel. On June 7, 2006, two USAF F-16s dropped two 500 lb guided bombs (one LGB GBU-12 and one GPS GBU-38 bomb) destroying an al-Qaeda safehouse, killing Abu Musab Al-Zarqawi, the leader of Al-Qaeda in Iraq.

Israeli F-16s are believed to have participated in the 2006 Lebanon War, since the aircraft is known to be the bomber workhorse of the Israel Defense Forces. An IDF F-16I reportedly crashed on July 19 when one of its tires burst as it took off for Lebanon from an air base in the Negev. The pilots ejected safely and there were no casualties on the ground.[21]

Since February 2006, Eight Royal Netherlands Air Force F-16s, joined by four Royal Norwegian Air Force F-16s are supporting ISAF ground troops in predominantly the southern provinces of Afghanistan. The detachment is known as the 1st Netherlands-Norwegian European Participating Forces Expeditionary Air Wing (1 NLD/NOR EEAW).[22] On August 31, a pilot of the Royal Netherlands Air Force was killed when his aircraft crashed in Ghazni province.[23]

F-16 models are denoted by sequential block numbers to denote significant upgrades. The blocks cover both single- and two-seat versions. An intricate Multinational Staged Improvement Program (MSIP) was instituted to gradually upgrade the F-16 and retroactively implement the upgrades in delivered aircraft.

The F-16A (single seat) and F-16B (two-seat) were initially equipped with the Westinghouse AN/APG-66 Pulse-doppler radar, Pratt & Whitney F100-PW-200 turbofan, rated at 14,670 lbf (64.9 kN), 23,830 lbf (106.0 kN) with afterburner. The USAF bought 674 F-16As and 121 F-16Bs, with delivery completed in March 1985.

Blocks 1

Early blocks (Block 1/5/10) with relatively minor differences between each. Most were later upgraded to the Block 10 configuration in the early 1980s. There were 94 Block 1, 197 Block 5, and 312 Block 10 aircraft produced. Block 1 is the early production model with the nose cone painted black.

Block 5

It was discovered that the black nose cone became an obvious visual identification cue at long range for the Block 1 aircraft, so the color of the nose cone was consequently changed to the low visibility grey for Block 5 aircraft. During the operation of F-16 Block 1, it was discovered that rain water could accumulate in certain spots within the fuselage, so drainage holes were drilled in the forward fuselage and tail fin area for Block 5 aircraft.

Block 10

The Soviet Union significantly reduced the export of titanium during the late 1970s, so manufacturers of the F-16 used aluminum instead. New methods were also used: the corrugated aluminum is bolted to the epoxy surface for Block 10 aircraft, replacing the old method of aluminum honeycomb being glued to the epoxy surface used in earlier aircraft.

Block 15

The first major change in the F-16, the Block 15 aircraft featured larger horizontal stabilizers, the addition of two hardpoints to the chin inlet, improved AN/APG-66(V)2 radar, increased capacity of underwing hardpoints. The F-16 gained the Have Quick II secure UHF radio. To counter the additional weight of the new hardpoints, the horizontal stabilizers were enlarged by 30%. Block 15 is the most numerous variant of the F-16, with 983 produced. The last one was delivered in 1996 to Thailand.

Block 15 OCU

From 1987 Block 15 aircraft were delivered to the Operational Capability Upgrade (OCU) standard, which featured improved F100-PW-220 turbofans with digital control interface, the ability to fire the AGM-65, AMRAAM, and AGM-119 Penguin missiles, countermeasures and cockpit upgrades, improved computers and data bus. Its maximum takeoff weight increased to 37,500 lb (17,000 kg). 214 aircraft received this upgrade, as well as some Block 10 aircraft, retroactively.

Block 20

150 Block 15 OCUs for the Republic of China (Taiwan) with the addition of most of the F-16 C/D Block 50/52 capability: Improved AN/APG-66(V)3 radar, carriage of AGM-45 Shrike, AGM-84 Harpoon, AGM-88 HARM, and the LANTIRN pod. The computers onboard Block 20 are significantly improved in comparison to that of the earlier versions, with the overall processing speed increased 740 times and the overall memory storage increased 180 times in comparison to that of Block 15 OCU.

F-16C (single seat) and F-16D (two-seat).

Block 25

The Block 25 F-16C first flew in June 1984 and entered USAF service in September. The aircraft are fitted with the Westinghouse AN/APG-68 radar and have improved precision night attack capability. Block 25 introduced a very substantial improvement in cockpit avionics, including Up Front Controls, Data Transfer Equipment, Multifunction Displays, Radar Altimeter, and many other changes. Block 25’s were first delivered with the Pratt & Whitney F100-PW-200 engine and later upgraded to the Pratt & Whitney F100-PW-220E. Today, the Air National Guard and Air Education and Training Command are the only remaining users of this variant, with 209 models delivered.

Block 30/32

This was the first block of F-16's affected by the Alternative Fighter Engine project under which aircraft were fitted with the traditional Pratt & Whitney engines or, for the first time, the General Electric F110-GE-100. From this point on, blocks ending in '0' are powered by GE, blocks ending in '2' are fitted with Pratt & Whitney engines.
The first Block 30 F-16 entered service in 1987. Major differences include the carriage of the AGM-45 Shrike, AGM-88 HARM, and the AIM-120 missiles. From Block 30D, aircraft were fitted with larger engine air intakes (called a Modular Common Inlet Duct) for the increased thrust GE engine. Since the block 32 retained the Pratt and Whitney F-100 engine, the smaller (normal shock inlet) was retained for block 32. A total of 733 aircraft were produced and delivered to six countries. The Block 32H/J aircraft assigned to the USAF Thunderbird flight demonstration squadron were built in 1986 and 1987 and are some of the oldest operational F-16's in the Air Force. The Air National Guard procured many upgrades for their fleet of aging block 30/32's including the addition of improved inertial guidance systems, improved electronic warfare Suite (ALQ-213) and upgrades to carry the Northrop Grumman LITENING targeting pod. The standard Inertial Navigation Unit (INU) was first changed to a ring laser gyro, and later upgraded again to an Embedded Global Positioning satellite (GPS) Inertial Navigation System (EGI). The EGI gave the capability to use JDAM and other GPS aided munitions (See Block 50 list below). This capability in combination with the LITENING targeting pod greatly enhanced the capabilities of this aircraft. The sum of these modifications to the baseline Block 30 is commonly known as the F-16C++ (pronounced 'plus plus') version.

Block 40/42 (F-16CG/DG)

Entering service in 1988, the Block 40/42 is the improved all-day/all-weather strike variant with LANTIRN pod, the night capability gives rise to the name "Night Falcons". The block features strengthened and lengthened undercarriage for LANTIRN pods, improved radar, and a GPS receiver. From 2002 the Block 40/42 increases the weapon range available to the aircraft including JDAM, JSOW, WCMD and the (Enhanced) EGBU-27. Also incorporated in this block was the addition of ANVIS compatible lighting systems. The TCTO (Time Compliance Technical Order) that added the NVIS compatible systems was completed in 2004. 615 aircraft were delivered to 5 countries.

Block 50/52 (F-16CJ/DJ)

Block 50/52 was first delivered in late 1991; the aircraft are equipped with improved GPS/INS. The aircraft can carry a further batch of advanced missiles; the AGM-88 HARM missile, JDAM, JSOW and WCMD. Block 50 aircraft are powered by the F110-GE-129 while the Block 52 jets use the F100-PW-229.

Block 50/52 Plus (F-16U)

This version is ordered by the Polish Air Force. These aircraft are fitted with the latest avionics (including the ALE-50 Towed Decoy System) and provisions for Conformal Fuel Tanks (CFTs). On 9 November, 2006, it was unveiled that the Polish F-16s will be named Jastrząb (Hawk). Limited operational readiness will be achieved in 2008 and last F16 should be delivered by 2008. The Hellenic Air Force ordered this version with the CFTs. All two-seat "Plus" airframes include the enlarged Avionics Dorsal Spine which adds 30 cubic feet (850 L) to the airframe for more avionics with only small increases in weight and drag. This version is sometimes called F-16U and is the foundation of F-16E/F Block 60.^{[citation needed]} The Republic of Singapore Air Force (RSAF) also ordered the two-seat version of the Block 52+. Singapore's most recent order consists of an aircraft model rumored to be the exact configuration as the venerable F-16I, but re-designated to avoid sensitivity. The latest D+ models ordered by the RSAF can be noted to have the same antennas, sensor locations, cockpit configurations as that of the F-16I. These fighters are also fitted with DASH-3 Helmet-mounted sighting system, 600-Gallon tanks, CFTs, AMRAAM, HARM and laser-guided weapons, fully-configured for long-range strike. The Pakistan Air Force ordered 18 Block 52+ F-16s with an option for 18 more as part of a $5.1 arms package. Pakistani F-16s will be equipped with AIM-120C-5 AMRAAM, AIM-9M-8/9, JDAM, Harpoon Block II, Joint-Helmet Mounted Cueing System, CFTs and possibly IRIS-T.

F-16I

Block 50/52 Plus for Israeli Defense Force - Air Force, with approximately 50% Israeli avionics replacing that of American firms (Such as Israeli Aerial Towed Decoy replacing the ALE-50). The addition of Israeli-built autonomous aerial combat maneuvering instrumentation systems enables the training exercises to be conducted without the dependence on the ground instrumentation systems, and the helmet-mounted sight is also standard equipment. The F-16I also has the IAI-built removable conformal fuel tanks added. The F-16I is called Sufa (Storm) by the IDF/AF. The aircraft use the F100-PW-229 which offers commonality with the IDF/AF's F-15Is. Israel issued a requirement in September 1997 and selected the F-16 in preference to the F-15 in July 1999. An initial "Peace Marble V" contract was signed on 14 January 2000 with a follow on contract signed on 19 December 2001 for a total of 102. The first flight of the F-16I occurred on 23 December 2003, followed by the first delivery to the IDF/AF on 19 February 2004.^[14]

F-16 CCIP

The Common Configuration Implementation Program (CCIP) seeks to standardize all Block 40/42/50/52 F-16s to 50/52 configuration for simplified training and maintenance. The $2 billion program was initiated in September 2001. In addition, the CCIP will incorporate a Link-16 datalink capability with the MIDS for data-sharing with allied aircraft, and the Joint Helmet Mounted Cueing System (JHMCS) for helmet-slaved aiming of the AIM-9X.^[15] All of Turkish Air Force Block 40/50 F16s will also have CCIP modernization under The Peace Onyx III program. While Lockheed Martin is the principal contractor, the kits will be installed by TUSAS Aerospace Industries (TAI). On July 2, 2007, the first four Turkish F-16s arrived to TAI facilities in Ankara, Turkey for the upgrade. ^[16]The program is expected to be completed by 2011.

F-16E (single seat) and F-16F (two-seat).

Block 60

Based on the F-16C/D, it features conformal fuel tanks and improved radar and avionics; it has only been sold to the United Arab Emirates. The General Electric F110-GE-132 is a development of the -129 model and is rated at 32,500 lbf (144 kN). A major difference from previous Blocks is the Northrop Grumman AN/APG-80 Active Electronically Scanned Array (AESA) radar. Block 60 allows the carriage of all Block 50/52 aircraft-compatible weaponry as well as ASRAAM and the AGM-84E Standoff Land Attack Missile (SLAM). The CFTs provide an additional 450 US gallons (2,045 liters) of fuel allowing increased range or time on station. This has the added benefit of freeing up hardpoints for weapons, i.e. hardpoints that would have been occupied by underwing fuel tanks. The MIL-STD-1553 data bus is replaced by MIL-STD-1773 fiber optic data bus which offers 1000 times increase in data handling capability. Theoretically, the aircraft could be purchased by the United States Air Force, but in practice the USAF has shown little interest in acquiring new F-16s given that it has an extensive "boneyard" fleet of aircraft at the Aerospace Maintenance and Regeneration Center and is planning to take delivery of the new F-35 Lightning II by the end of the decade.

A single-seat version of the General Dynamics F-16XL was to be designated F-16E, with the twin-seat variant designated F-16F. This was sidelined by the Air Force's selection of the F-15E Strike Eagle in the 1980s Enhanced Tactical Fighter flyoff.

F-16/79

Modified export-version F-16A designed for use with the outdated J79 turbojet engine in answer to President Jimmy Carter's directive to curtail arms proliferation by selling only reduced capability weapons. However, numerous exceptions were made, and with the later relaxation of the policy under President Carter and cancellation under President Ronald Reagan, no copies were ultimately sold. Pakistan was offered this fighter but rejected the offer.

F/A-16

Modified F-16 version dedicated for close air support version. This F-16 carried the 30 mm GAU-13/A cannon that is a four-barrel derivative of the seven-barrel GAU-8/A cannon used on the A-10. Twenty-four F-16A/Bs received this modification. The design was not deemed successful and the plan was dropped.^[17]

F-16/101

Modified F-16A designed for use with the General Electric F101 turbofan engine from the B-1A program. GE attempted to rework the engine for fighter usage, but it was never adopted for the F-16. Data from the F-16/101 assisted in the development of the F110 turbofan.

F-16ADF

Upgraded Block 15 for United States Air National Guard's fighter interception mission (hence the name Air Defense Fighter). Begun in 1989, 270 airframes were upgraded. Avionics were upgraded (including the addition of an IFF interrogator with "bird slicing" IFF antennas), and a spotlight fitted forward and below the cockpit, for night time identification. This was the only US version equipped with the AIM-7 Sparrow air-to-air missile. Beginning in 1994 these aircraft began to be replaced by newer F-16C variants. By 2005 only the North Dakota ANG was flying this variant.

F-16AM

Upgraded single-seat fighter version of the F-16A. The F-16AM is in use with the Belgian Air Force, Portuguese Air Force, Royal Danish Air Force, Royal Netherlands Air Force, Royal Norwegian Air Force and the Pakistan Air Force.

F-16A(R)

A few F-16As of the Royal Netherlands Air Force were equipped with tactical reconnaissance pods. The aircraft were given the designation F-16A(R).

F-16BM

Upgraded two-seat training version of the F-16B. The F-16BM is in use with the Belgian Air Force, Portuguese Air Force, Royal Danish Air Force, Royal Netherlands Air Force, Royal Norwegian Air Force and the Pakistan Air Force.

F-16XL

A cranked-arrow delta-wing version used by NASA for aeronautical research, once conceived of as a possible competitor for the Enhanced Tactical Fighter program, which was later won by the F-15E Strike Eagle in 1984. Had the F-16XL gone into production, it would have been designated F-16E/F (single/twin seat).^[18] Two examples were built, one single-seat and one two-seat version. It was also the largest variant of the F-16.

RF-16C/F-16R

Reconnaissance version that carries the ATARS package.

F-16 MLU (Mid Life Update)

An update of the F-16 A/B to the Block 50+ standard for the Royal Netherlands Air Force, the Belgian Air Force, the Royal Jordanian air force, the Pakistan Air Force, the Royal Danish Air Force, the Royal Norwegian Air Force and the Portuguese Air Force. The aircraft are designated F-16AM and F-16BM respectively.

F-16N

22 Block 30 aircraft delivered to the U.S. Navy for use as Adversary assets. These aircraft were delivered in 1987-1988. VF-126 and the Navy Fighter Weapons School (NFWS) (or TOPGUN) operated them at NAS Miramar. East coast squadrons were VF-43 at NAS Oceana and VF-45 at NAS Key West. Each squadron had one TF-16N and 5 F-16N, with the exception of TOPGUN which had 7. Due to the high stress of constant combat training, the wings of these aircraft began to crack and the Navy announced their retirement in 1994 and sent them to AMARC by 1995. As adversary aircraft they were notable for their colorful appearance. Most Navy F-16N aircraft were painted in a three-tone blue and gray "ghost" scheme. TOPGUN had some of the more colorful ones: a three-color desert scheme, a light blue one and a green splinter camo version with Marine markings. VF-126 also had a unique blue example. In 2002 the Navy began to receive 14 F-16A and B models from AMARC that were originally intended for Pakistan before being embargoed. These were operated by NSAWC N7 (TOPGUN) for adversary training and painted in exotic schemes.

TF-16N

Four two-seaters delivered to the U.S. Navy for use in adversary training. Each of the three Navy adversary squadrons equipped with the F-16 and TOPGUN had one example of this version.

KF-16

140 aircraft built by Korean Aerospace Industries (KAI) under license from Lockheed Martin in the 1990s. There are two variants of KF-16; the first 12 KF-16s were delivered to Republic of Korea Air Force (ROKAF) in 1994, and are based on F-16C/D Block 32. The second variants, introduced in 1994,^[19] are advanced derivatives of F-16C/D Block 52. Almost 2,500 parts are changed from the original F-16C/D,^[19] which resulted in the naming of the aircraft to KF-16 and not F-16K. All KF-16 are capable of launching Harpoon anti-ship missiles.

F-16 VISTA / MATV / NF-16D

Lockheed-Martin's experimental F-16 with thrust vector control. The VISTA program is considered successful, but the thrust vector control (TVC) never made it into fighter versions.

AFTI/F-16

Advanced Fighter Technology Integration demonstrator aircraft.[24]

F-2A/B (FS-X)

Japanese F-16 derivative produced by Mitsubishi Heavy Industries, with cooperation from Lockheed Martin. It is larger and utilizes mainly Japanese avionics.

Main article: Operators of the F-16 Fighting Falcon

•  Bahrain: Royal Bahraini Air Force (22)
•  Belgium: Belgian Air Force (90) original order 116 (96 single- and 20 two-seaters), additional order of 44 in 1988 (40 single- and 4 two-seaters) reduced to 90 (72 in use 18 spare)
•  Chile: Chilean Air Force (28)
•  Denmark: Royal Danish Air Force (48)
•  Egypt: Egyptian Air Force (220)
•  Greece: Hellenic Air Force (131 + 30 on order)
•  Jordan: Royal Jordanian Air Force (58)
•  Indonesia: Indonesian Air Force (12; Plans to upgrade their F-16A/B to F-16C/D variants and also plan to replace their F-5E/F by F-16C/D as an option.^[20])
•  Israel: Israeli Air Force (243)
•  Italy: Italian Air Force (34; Leased from USAF)
•  Netherlands: Royal Netherlands Air Force (82+18 in storage, sold to Chile and Jordan)
•  Norway: Royal Norwegian Air Force (74 delivered, 57 in service as of 2007)
•  Oman: Royal Air Force of Oman (12)
•  Pakistan: Pakistan Air Force (34 + 44 on order + Further option for 36) [25]
•  Poland: Polish Air Force (48)
•  Portugal: Portuguese Air Force (45)
•  Singapore: Republic of Singapore Air Force (62)
•  Republic of China (Taiwan): Republic of China Air Force (150)
•  South Korea: Republic of Korea Air Force (171; KF-16C/D built under license by Korean Aerospace Industries)
•  Thailand: Royal Thai Air Force (61)
•  Turkey: Turkish Air Force (214 (F-16 CCIP) +30 (F-16 50/52) on order, all built under license by Turkish Aerospace Industries) [26]
•  United Arab Emirates: United Arab Emirates Air Force (80)
•  United States
  • United States Air Force (1,245) - 1 F-16A Block 15, 197 F-16C/D Block 25, 350 F-16C/D Block 30, 51 F-16C/D Block 32, 222 F-16C/D Block 40, 174 F-16C/D Block 42, 198 F-16C/D Block 50, 52 F-16C/D Block 52.^[21]
    • Active - 701
    • Air National Guard - 490
    • Reserve-54
  • United States Navy (40)^{[citation needed]}
•  Venezuela: Venezuela Air Force (24)

Unit cost:

• F-16A/B: US$14.6 million (1992)
• F-16C/D: US$18.8 million (1998)
• F-16E/F: US$26.9 million (2005)
• F-16I: ~US$70 million (2006)^[22]

The Indian Ministry of Defense is looking to acquire up to 126 modern fighters to begin replacing its aging fleet of MiG-21s, and the Lockheed Martin F-16 is one of several competitors being offered; however, the Indian Air Force has not yet released the request for proposals for its Medium Multi-Role Combat Aircraft (M-MRCA) competition, as it is still refining its requirements. As per latest news requirements can go up to 200 fighters.

In November 2006, the Pakistan Air Force signed a Letter of Acceptance (LOA) for 18 new-built F-16C/D Block 52+, 26 F-16A/B Block 15 and 60 Mid-Life-Update M3 Tape modules/kits as part of a $5.1bn deal including fighter aircraft, their related infrastructure, training and ammunition. Deliveries of the F-16A/Bs are expected to begin in 2007, while the initial F-16C/Ds will likely be received sometime in late 2008 or early 2009. The current procurement program of new-built aircraft as well as refurbishment and upgrade of 60 used and serving aircraft is expected to be complete by 2010-2012, as per the Pakistan Air Force Air Chief Marshal Tanvir Mahmood Ahmed. In April 2006, Janes Defence Weekly reported that the PAF may procure an additional 33 F-16C/D Block 52+ - these would likely include the 18 option Block 52+ from the current deal. In July 2007, Commander of Central Command Air Forces, Lieutenant General Gary L. North (U.S. Air Force), and another U.S. aviator flew a pair of F-16s to Pakistan for Pakistan Air Force.^[23]

The Philippine Air Force (PAF) also expressed its interest in the F-16 but its plan to purchase modern multi-role fighter aircraft to replace its retired F-5A/B Freedom Fighters has been shelved due to economic reasons and having counter-insurgency operations as its main priority. In the mid-1990s, the PAF did not act on a US offer to sell 28 F-16A/B Block 15 OCU fighters, which were earlier embargoed from Pakistan. ^{[24] [25]}

The Republic of China (Taiwan)'s Air Force (ROCAF), needing a next generation fighter to replace its fleet of F-16 A/B Block 20s, has expressed interest in the new F-35 Lightning II. However, due to political issues, it is unlikely the island nation will be able to acquire such an advanced fighter in the near future. As a result, the ROCAF has opted for up to 66 new F-16C/D Block50/52 as its interim replacement fighter.^[26] This has remained controversial in Taiwan with opposition from the Kuomintang (KMT) and Beijing alike.

• General Dynamics / Lockheed Martin Aeronautics Company (USA)
• Licensees:
  • Terma A/S (Denmark)
  • Fokker (Netherlands)
  • Kongsberg Vaapenfabrikk and others (Norway)
  • Korean Aerospace Industries (South Korea)
  • SABCA (Belgium)
  • Turkish Aerospace Industries (Turkey)
  • Mitsubishi Heavy Industries (Japan)

Data from USAF sheet,^[27] AerospaceWeb^[28]

General characteristics

• Crew: 1
• Length: 49 ft 5 in (14.8 m)
• Wingspan: 32 ft 8 in (9.8 m)
• Height: 16 ft (4.8 m)
• Wing area: 300 ft² (27.87 m²)
• Airfoil: NACA 64A204 root and tip
• Empty weight: 18,238 lb (8,272 kg)
• Loaded weight: 26,463 lb (12,003 kg)
• Max takeoff weight: 42,300 lb (16,875 kg)
• Powerplant: 1× Pratt & Whitney F100-PW-220 afterburning turbofan
  • Dry thrust: 14,590 lbf (64.9 kN)
  • Thrust with afterburner: 23,770 lbf (105.7 kN)
• Alternate powerplant: 1× General Electric F110-GE-100 afterburning turbofan
  • Dry thrust: 17,155 lbf (76.3 kN)
  • Thrust with afterburner: 28,985 lbf (128.9 kN)

Performance

• Maximum speed:
  
  • At sea level: Mach 1.2 (915 mph, 1,460 km/h)
  • At altitude: Mach 2+ (1,500 mph, 2,414 km/h)
• Combat radius: 340 mi (295 NM, 550 km) on a hi-lo-hi mission with six 1,000 lb (450 kg) bombs
• Ferry range: >3,200 mi (2,800 NM, 4,800 km)
• Service ceiling: >50,000 ft (15,239 m)
• Rate of climb: 50,000 ft/min (254 m/s)
• Wing loading: 88.2 lb/ft² (431 kg/m²)
• Thrust/weight: For F100 engine: 0.898, For F110: 1.095

Armament

• Guns: 1× 20 mm (0.787 in) M61 Vulcan gatling gun, 511 rounds
• Rockets: 2¾ in (70 mm) CRV7
• Missiles:
  
  • Air-to-air missiles:
    • 2× AIM-7 Sparrow or
    • 6× AIM-9 Sidewinder or
    • 6× AIM-120 AMRAAM or
    • 6× Python-4
  • Air-to-ground missiles:
    • 6× AGM-45 Shrike or
    • 6× AGM-65 Maverick or
    • 4× AGM-88 HARM
  • Anti-ship missiles:
    • 2× AGM-84 Harpoon or
    • 4× AGM-119 Penguin
• Bombs:
  
  • 2× CBU-87 Combined Effects Munition
  • 2× CBU-89 Gator mine
  • 2× CBU-97 Sensor Fuzed Weapon
  • Wind Corrected Munitions Dispenser capable
  • 4× GBU-10 Paveway
  • 6× GBU-12 Paveway II
  • 6× Paveway-series laser-guided bombs
  • 4× JDAM
  • 4× Mk 80 series
  • B61 nuclear bomb

The F-16 can be seen in movies such as Blue Thunder, Jewel Of The Nile, the Iron Eagle series, X2, and The Sum Of All Fears. It also appears, in a more negative light, in the 1992 TV movie Afterburn.

Due to its widespread adoption, the F-16 has been a popular model for computer flight simulators, appearing in over twenty games. Some of them are: Falcon series (1987-2005), F-16 Fighting Falcon (1984), Jet (1989), Strike Commander (1993), iF-16 (1997), F-16 Multi-role Fighter (1998), F-16 Aggressor (1999), and Thrustmaster "HOTAS Cougar" flight simulator controller (exacting reproduction of those found in the F-16 Block 40/50). The F-16 is also one of two aircraft available in the built-in flight simulator in Google Earth.

Notes

Bibliography

• F-16 USAF fact sheet
• F-16 page on LockheedMartin.com
• F-16 page on GlobalSecurity.org
• F-16 profile on Aerospaceweb.org
• F-16.net Extensive and up-to-date Fighting Falcon resource
• F-16C Reference Library, great site with cockpit pictures and schematics (default language is German, use flag to switch to English as needed)
• Example of Virtual Fighter Wing
• Lucky Devils: 3.7 million pounds of ordinance, 1303 sorties, 42 days.
• F-16 Modernization program news release

• AIDC F-CK-1 Ching-kuo
• General Dynamics F-16XL
• KAI T-50 Golden Eagle
• Mitsubishi F-2

• Su-30
• Chengdu J-10
• Dassault Mirage 2000
• F/A-18 Hornet
• F-20 Tigershark
• HAL Tejas
• IAI Lavi
• JF-17 Thunder
• Mikoyan MiG-29
• JAS 39 Gripen
• Eurofighter Typhoon

Designation sequence

• YF-12 - F-14 - F-15 - F-16 - YF-17 - F/A-18 - F-20

• List of active United States military aircraft
• List of fighter aircraft
• List of military aircraft of the United States

• 4th generation jet fighter
• Dos Gringos
• Green Ramp Disaster

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