Aerospace Veterans

B-2 Spirit Stealth Bomber, USA

2010-09-23T22:40:00.000+08:00

The B-2 can respond from domestic US bases to conflicts anywhere in the world within hours.

B-2s have successfully released bomb shapes from the rotary launcher and conventional weapons from bomb-rack assemblies

F-16 Fighting Falcon

2010-06-21T04:33:00.002+08:00

The F-16 Fighting Falcon is a compact, multi-role fighter aircraft. It is highly maneuverable and has proven itself in air-to-air combat and air-to-surface attack.

F-16 Fighting Falcon: OPERATION NORTHERN WATCH -- An F-16 flying in support of Operation Northern Watch. (U.S. Air Force photo)

It provides a relatively low-cost, high-performance weapon system for the United States and allied nations.

Features

In an air combat role, the F-16's maneuverability and combat radius (distance it can fly to enter air combat, stay, fight and return) exceed that of all potential threat fighter aircraft. It can locate targets in all weather conditions and detect low flying aircraft in radar ground clutter. In an air-to-surface role, the F-16 can fly more than 500 miles (860 kilometers), deliver its weapons with superior accuracy, defend itself against enemy aircraft, and return to its starting point. An all-weather capability allows it to accurately deliver ordnance during non-visual bombing conditions.

In designing the F-16, advanced aerospace science and proven reliable systems from other aircraft such as the F-15 and F-111 were selected. These were combined to simplify the airplane and reduce its size, purchase price, maintenance costs and weight. The light weight of the fuselage is achieved without reducing its strength. With a full load of internal fuel, the F-16 can withstand up to nine G's -- nine times the force of gravity -- which exceeds the capability of other current fighter aircraft.

The cockpit and its bubble canopy give the pilot unobstructed forward and upward vision, and greatly improved vision over the side and to the rear. The seat-back angle was expanded from the usual 13 degrees to 30 degrees, increasing pilot comfort and gravity force tolerance. The pilot has excellent flight control of the F-16 through its "fly-by-wire" system. Electrical wires relay commands, replacing the usual cables and linkage controls. For easy and accurate control of the aircraft during high G-force combat maneuvers, a side stick controller is used instead of the conventional center-mounted stick. Hand pressure on the side stick controller sends electrical signals to actuators of flight control surfaces such as ailerons and rudder.

Avionics systems include a highly accurate inertial navigation system in which a computer provides steering information to the pilot. The plane has UHF and VHF radios plus an instrument landing system. It also has a warning system and modular countermeasure pods to be used against airborne or surface electronic threats. The fuselage has space for additional avionics systems.

F-16 Fighting Falcon: Two F-16 Fighting Falcons from the Vermont Air National Guard's 158th Fighter Wing participate in a special event held June 6 to promote Air Force Week New England which will take place in August. (U.S. Air Force photo/Senior Master Sgt. Robert Sabonis)

Background

The F-16A, a single-seat model, first flew in December 1976. The first operational F-16A was delivered in January 1979 to the 388th Tactical Fighter Wing at Hill Air Force Base, Utah.

The F-16B, a two-seat model, has tandem cockpits that are about the same size as the one in the A model. Its bubble canopy extends to cover the second cockpit. To make room for the second cockpit, the forward fuselage fuel tank and avionics growth space were reduced. During training, the forward cockpit is used by a student pilot with an instructor pilot in the rear cockpit.

All F-16s delivered since November 1981 have built-in structural and wiring provisions and systems architecture that permit expansion of the multirole flexibility to perform precision strike, night attack and beyond-visual-range interception missions. This improvement program led to the F-16C and F-16D aircraft, which are the single- and two-place counterparts to the F-16A/B, and incorporate the latest cockpit control and display technology. All active units and many Air National Guard and Air Force Reserve units have converted to the F-16C/D.

The F-16 was built under an unusual agreement creating a consortium between the United States and four NATO countries: Belgium, Denmark, the Netherlands and Norway. These countries jointly produced with the United States an initial 348 F-16s for their air forces. Final airframe assembly lines were located in Belgium and the Netherlands. The consortium's F-16s are assembled from components manufactured in all five countries. Belgium also provides final assembly of the F100 engine used in the European F-16s. Recently, Portugal joined the consortium. The long-term benefits of this program will be technology transfer among the nations producing the F-16, and a common-use aircraft for NATO nations. This program increases the supply and availability of repair parts in europe and improves the F-16's combat readiness.

USAF F-16 multirole fighters were deployed to the Persian Gulf in 1991 in support of Operation Desert Storm, where more sorties were flown than with any other aircraft. These fighters were used to attack airfields, military production facilities, Scud missiles sites and a variety of other targets.

During Operation Allied Force, USAF F-16 multirole fighters flew a variety of missions to include suppression of enemy air defense, offensive counter air, defensive counter air, close air support and forward air controller missions. Mission results were outstanding as these fighters destroyed radar sites, vehicles, tanks, MiGs and buildings.

Since Sept. 11, 2001, the F-16 has been a major component of the combat forces committed to the Global War on Terrorism flying thousands of sorties in support of operations Noble Eagle (Homeland Defense), Enduring Freedom in Afghanistan and Iraqi Freedom

F-16 Fighting Falcon: An F-16 Fighting Falcon lands May 20 after performing a training mission of basic fighter maneuvers during the 2007 Falcon Air Meet in Azraq, Jordan. The event was founded by Jordan's Royal Highness Prince Feisal Bin Al Hussein to get F-16 users in the region to exercise and exchange information. Air forces from Jordan, Turkey, Belgium and the United States participated in the 2007 FAM. (U.S. Air Force photo/Tech. Sgt. Wolfram Stumpf)

General Characteristics

Primary Function: Multirole fighter

Contractor: Lockheed Martin Corp.

Power Plant: F-16C/D: one Pratt and Whitney F100-PW-200/220/229 or General Electric F110-GE-100/129

Thrust: F-16C/D, 27,000 pounds
Wingspan: 32 feet, 8 inches (9.8 meters)
Length: 49 feet, 5 inches (14.8 meters)
Height: 16 feet (4.8 meters)
Weight: 19,700 pounds without fuel (8,936 kilograms)
Maximum Takeoff Weight: 37,500 pounds (16,875 kilograms)
Fuel Capacity: 7,000 pounds internal (3,175 kilograms); typical capacity, 12,000 pounds with two external tanks (5443 kilograms)
Payload: Two 2,000-pound bombs, two AIM-9 and 1,040-gallon external tanks
Speed: 1,500 mph (Mach 2 at altitude)
Range: More than 2,002 miles ferry range (1,740 nautical miles)
Ceiling: Above 50,000 feet (15 kilometers)

Armament: One M-61A1 20mm multibarrel cannon with 500 rounds; external stations can carry up to six air-to-air missiles, conventional air-to-air and air-to-surface munitions and electronic countermeasure pods

Crew: F-16C, one; F-16D, one or two

Unit cost: F-16A/B , $14.6 million (fiscal 98 constant dollars); F-16C/D,$18.8 million (fiscal 98 constant dollars)

Initial operating capability:
F-16A, January 1979;
F-16C/D Block 25-32, 1981;
F-16C/D Block 40-42, 1989;
and F-16C/D Block 50-52, 1994

Inventory: Total force, F-16C/D, 1,280

Source: USAF

F-16 Fighting Falcon: F-16 Fighting Falcons fly in formation April 25 over the Pacific Alaska Range Complex. The F-16s are from the 18th Fighter Squadron at Eielson Air Force Base, Alaska. (U.S. Air Force photo/Master Sgt. Robert Wieland)

Detailed background:

Source: wikipedia.org
The Lockheed Martin F-16 Fighting Falcon is a multirole jet fighter aircraft originally developed by General Dynamics 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 has proven a success on the export market, having been selected to serve in the air forces of 25 nations. The F-16 is the largest Western fighter program with over 4,400 aircraft built since production started in 1976. Though no longer being bought by the U.S. Air Force, advanced versions are still being built for export customers. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta.
The Fighting Falcon is a dogfighter with numerous 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 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. Although the F-16's official name is "Fighting Falcon", it is known to its pilots as the "Viper", after the Battlestar Galactica starfighter.
The F-16 is scheduled to remain in service with the U.S. Air Force until 2025. The planned replacement is the F-35 Lightning II, which is scheduled to enter service in 2011 and will gradually begin replacing a number of multirole aircraft among the air forces of the program's member nations.

Development

Origins
The U.S. Air Force and Navy both concluded during the early 1960s that the future of air combat would be determined by increasingly sophisticated missiles. As was strongly affirmed by "Project Forecast", a 1963–1964 Air Force attempt to identify future weapons trends, future fighter aircraft would be designed primarily for long range, high speed, and equipped with extremely large radar systems in order to detect and engage opposing fighters at beyond visual range (BVR). This made them much more like interceptors than classic fighter designs, and led to increasingly heavier and more technologically sophisticated designs – and thus costlier. 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 Phantom II for their long- and medium-range needs. The perception of a declining need for close-in “dogfighting” capabilities resulted in the original decision to not install internal cannons in the Phantom.
However, real-world experience in the Vietnam War revealed some shortcomings in American fighter capabilities, as early-generation Soviet-bloc jet fighters proved to be more of a challenge than expected for U.S. designs. Even though U.S. pilots had achieved favorable kill-to-loss ratios, combat had revealed that air-to-air missiles (AAM) of this era were significantly less reliable than anticipated. Furthermore, the rules of engagement in Vietnam precluded long-range missile attacks in most instances, as visual identification was normally required. Under these conditions, combat invariably closed to short ranges where maneuverability and short-range air-to-air weapons became critical, even for dedicated interceptors like the F-102 Delta Dagger.
The need for new air superiority fighters led the USAF to initiate two concept development studies in 1965: the Fighter Experimental (FX) project originally envisioned a 60,000 lb (27,200 kg) class twin-engine design with a variable-geometry wing, and the Advanced Day Fighter (ADF), a lightweight design in the 25,000 lb (11,300 kg) class which would out-perform the MiG-21 by 25%. However, the first appearance of the Mach-3-capable MiG-25 'Foxbat' in July 1967 would result in the ADF effort being deemphasized in favor of the FX program, which would produce the F-15, a 40,000 lb (18,100 kg) class aircraft.
Based on his experiences in the Korean War and as a fighter tactics instructor, in the early 1960s Colonel John Boyd and mathematician Thomas Christie developed the Energy-Maneuverability (E-M) theory of the value of aircraft specific energy maintenance as an advantage in fighter combat. Maneuverability was the means of getting “inside” an adversary’s decision-making cycle, a process Boyd called the “OODA loop” (for “Observation-Orientation-Decision-Action”). This approach emphasized an aircraft design capable of “fast transients” – quick changes in speed, altitude, and direction. A fighter that is superior in its ability to gain or lose energy while out-turning an opponent can initiate and control any engagement opportunity; a fast transient capability allows the pilot to stay inside a hard-turning opponent when on the offensive or to force an overshoot of an opponent when on the defensive. These parameters called for a small, lightweight aircraft – which would minimize drag and increase the thrust-to-weight ratio – but a larger, higher-lift wing to minimize wing loading – which tends to reduce top speed while increasing payload, and can lower range (which can be compensated for by increased fuel in the larger wing).

F-16 Fighting Falcon: An F-16 Fighting Falcon approaches a KC-135 Stratotanker May 19 over central Iraq to refuel while supporting Operation Iraqi Freedom. The KC-135 is deployed from Fairchild Air Force Base, Wash., and the F-16 is deployed from Aviano Air Base, Italy. (U.S. Air Force photo/Senior Airman Erik Hofmeyer)
Boyd’s theories helped restrain the F-15’s growth into a very large design that threatened to turn into an “F-111 Mark II”, but it strengthened his conviction that the F-15 would need to be complemented by larger numbers of smaller fighters – the “high/low mix” – as had been the case with previous twin-engine fighters. In the late 1960s he gathered around him a group of like-minded innovators that became known as the “Lightweight Fighter Mafia”. In 1969, the “Fighter Mafia” was able to secure funds for a “Study to Validate the Integration
of Advanced Energy-Maneuverability Theory with Trade-Off Analysis”. General Dynamics received $149,000 and Northrop $100,000 to develop design concepts that embodied Boyd’s E-M theory – a small, low-drag, low-weight, pure fighter with no bomb racks; their work would lead to the YF-16 and YF-17, respectively.

Lightweight Fighter program

Although the Air Force’s FX proponents remained hostile to the concept because they perceived it as a threat to the F-15 program, the ADP concept (revamped and renamed as the ‘F-XX’) gained civilian political support under the reform-minded Deputy Secretary of Defense David Packard, who favored the idea of competitive prototyping. As a result in May 1971, the Air Force Prototype Study Group was established, with Boyd a key member, and two of its six proposals would be funded, one being the Lightweight Fighter (LWF) (or Light-Weight Fighter) proposal. The Request for Proposals (RFP) issued 6 January 1972 called for a 20,000 lb (9,100 kg) class air-to-air day fighter with a good turn rate, acceleration and range, and optimized for combat at speeds of Mach 0.6–1.6 and altitudes of 30,000–40,000 ft (9,150–12,200 m). This was the region in which the USAF expected most future air combat to occur, based on studies of the Vietnam, Six-Day, and Indo-Pakistani wars. The anticipated average flyaway cost of a production version was $3 million. This production plan, though, was only notional as the USAF was under no obligation to acquire the aircraft and, in fact, had no firm plans to procure the winner, which was to be announced in May 1975.
Five companies responded and in March 1972, the Air Staff announced the winners for the follow-on prototype development and testing phase were Boeing’s Model 908-909 and General Dynamics’ Model 401; however, after further review, the Source Selection Authority (SSA) would demote Boeing’s entry to third place, after Northrop’s P-600. GD and Northrop were awarded contracts worth $37.9 million and $39.8 million to produce the YF-16 and YF-17, respectively, with first flights of both prototypes planned for early 1974. To overcome resistance in the Air Force hierarchy, the 'Fighter Mafia' and other LWF proponents successfully advocated the idea of complementary fighters in a high-cost/low-cost force mix (in part, to be able to afford sufficient fighters to sustain overall USAF fighter force structure requirements); this “high/low mix” concept would gain broad acceptance by the time of the flyoff between the prototypes, and would define the relationship of the F-15 and F-16 – and, subsequently, the F-22 Raptor and F-35 Lightning II.

Flyoff

The first YF-16 was rolled out on 13 December 1973, and its 90-minute-long “official” first flight was made at the Air Force Flight Test Center (AFFTC) at Edwards AFB, California, on 2 February 1974. Its actual first flight occurred accidentally during a high-speed taxi test on 20 January. While gathering speed, a roll-control oscillation caused a fin of the port-side wingtip-mounted missile and then the starboard stabilator to scrape the ground, and the aircraft then began to veer off the runway. The GD test pilot, Phil Oestricher, decided to lift off to avoid wrecking the machine, and safely landed it six minutes later. The slight damage was quickly repaired and the official first flight occurred on time. The YF-16’s first supersonic flight was accomplished on 5 February 1974, and the second YF-16 prototype flew for the first time on 9 May 1974. This was followed by the first flights of the Northrop’s YF-17 prototypes, which were achieved on 9 June and 21 August 1974, respectively. Altogether, the YF-16s would complete 330 sorties during the flyoff, accumulating a total of 417 flight hours; the YF-17s would accomplish 268 sorties.

Air Combat Fighter competition

Three factors would converge to turn the LWF into a serious acquisition program. First, four North Atlantic Treaty Organization (NATO) allies of the U.S. – Belgium, Denmark, the Netherlands, and Norway – were looking to replace their F-104G fighter-bomber variants of the F-104 Starfighter interceptor; furthermore, they were seeking an aircraft that their own aerospace industries could manufacture under license, as they had the F-104G. In early 1974, they reached an agreement with the U.S. that if the USAF placed orders for the aircraft winning the LWF flyoff, they would consider ordering it as well. Secondly, while the USAF was not particularly interested in a complementary air superiority fighter, it did need to begin replacing its F-105 Thunderchief fighter-bombers. Third, the U.S. Congress was seeking to achieve greater commonality in fighter procurements by the Air Force and Navy in August 1974 redirected funds for the Navy’s VFAX program to a new Navy Air Combat Fighter (NACF) program that would essentially be a navalized fighter-bomber variant of the LWF. These requirements meshed relatively well, but the timing of the procurement was driven by the timeframe needs of the four allies, who had formed a “Multinational Fighter Program Group” (MFPG) and were pressing for a U.S. decision by December 1974. The U.S. Air Force had planned to announce the LWF winner in May 1975, but this decision was advanced to the beginning of the year, and testing was accelerated. To reflect this new, more serious intent to procure a new aircraft, along with its reorientation toward a fighter-bomber design, the LWF program was rolled into a new Air Combat Fighter (ACF) competition in an announcement by U.S. Secretary of Defense James R. Schlesinger in April 1974. Schlesinger also made it clear that any ACF order would be for aircraft in addition to the F-15, which essentially ended opposition to the LWF.
ACF also raised the stakes for GD and Northrop because it brought in further competitors intent on securing the lucrative order that was touted at the time as “the arms deal of the century”. These were Dassault-Breguet’s Mirage F1, the SEPECAT Jaguar, and a proposed derivative of the Saab Viggen styled the “Saab 37E Eurofighter” (which is not to be confused with the later and unrelated Eurofighter Typhoon). Northrop also offered another design, the P-530 Cobra, which looked very similar to its YF-17. The Jaguar and Cobra were dropped by the MFPG early on, leaving two European and the two U.S. LWF designs as candidates. On 11 September 1974, the U.S. Air Force confirmed firm plans to place an order for of the winning ACF design sufficient to equip five tactical fighter wings. On 13 January 1975, Secretary of the Air Force John L. McLucas announced that the YF-16 had been selected as the winner of the ACF competition.
The chief reasons given by the Secretary for the decision were the YF-16’s lower operating costs; greater range; and maneuver performance that was “significantly better” than that of the YF-17, especially at near-supersonic and supersonic speeds. The flight test program revealed that the YF-16 had superior acceleration, climb rates, endurance, and (except around Mach 0.7) turn rates. Another advantage was the fact that the YF-16 – unlike the YF-17 – employed the Pratt & Whitney F100 turbofan engine, which was the same powerplant used by the F-15; such commonality would lower the unit costs of the engines for both programs.
Shortly after selection of the YF-16, Secretary McLucas revealed that the USAF planned to order at least 650 and up to 1400 of the production version of the aircraft. The U.S. Air Force initially ordered 15 “Full-Scale Development” (FSD) aircraft (11 single-seat and 4 two-seat models) for its flight test program, but this would be reduced to 8 (6 F-16A and 2 F-16B). The Navy, however, announced on 2 May 1975, that it had decided not to buy the navalized F-16; instead, it would develop an aircraft derived from the YF-17, which would eventually become the McDonnell Douglas F/A-18 Hornet. Moving into production
Manufacture of the FSD F-16s got underway at General Dynamics’ Fort Worth, Texas plant in late 1975, with the first example, an F-16A, being rolled out on 20 October 1976, followed by its first flight on 8 December. The initial two-seat model achieved its first flight on 8 August 1977. The initial production-standard F-16A flew for the first time on 7 August 1978 and its delivery was accepted by the USAF on 6 January 1979. The F-16 was given its formal nickname of “Fighting Falcon” on 21 July 1980, and it entered USAF operational service with the 388th Tactical Fighter Wing (TFW) at Hill AFB on 1 October 1980.
On 7 June 1975, the four European partners, now known as the European Participation Group (EPG), signed up for 348 aircraft at the Paris Air Show. This was split among the European Participation Air Forces (EPAF) as 116 for Belgium, 58 for Denmark, 102 for the Netherlands, and 72 for Norway. These would be produced on two European production lines, one in the Netherlands at Fokker’s Schiphol-Oost facility and the other at SABCA’s Gossellies plant in Belgium; production would be divided among them as 184 and 164 units, respectively. Norway’s Kongsberg Vaapenfabrikk and Denmark’s Terma A/S also manufactured parts and subassemblies for the EPAF aircraft. European co-production was officially launched on 1 July 1977 at the Fokker factory. Beginning in mid-November 1977, Fokker-produced components were shipped to Fort Worth for assembly of fuselages, which were in turn shipped back to Europe (initially to Gossellies starting in January 1978); final assembly of EPAF-bound aircraft began at the Belgian plant on 15 February 1978, with deliveries to the Belgian Air Force beginning in January 1979. The Dutch line started up in April 1978 and delivered its first aircraft to the Royal Netherlands Air Force in June 1979. In 1980 the first aircraft were delivered to the Royal Norwegian Air Force by SABCA and to the Royal Danish Air Force by Fokker.
Since then, a further production line has been established at Ankara, Turkey, where Turkish Aerospace Industries (TAI) has produced 232 Block 30/40/50 F-16s under license for the Turkish Air Force during the late 1980s and 1990s, and has 30 Block 50 Advanced underway for delivery from 2010; TAI also built 46 Block 40s for Egypt in the mid-1990s. Korean Aerospace Industries opened another production line for the KF-16 program, producing 140 Block 52s from the mid-1990s to mid-2000s. If India selects the F-16IN for its Medium Multi-Role Combat Aircraft (MMRCA) procurement, a sixth F-16 production line will be established in that nation to produce at least 108 fighters.

Evolution

After selection, the YF-16 design was altered for the production F-16. The fuselage was lengthened 10.6 in (0.269 m), a larger nose radome was fitted to house the AN/APG-66 radar, wing area was increased from 280 to 300 ft2 (26.0 to 27.9 m2), the tailfin height was decreased slightly, the ventral fins were enlarged, two more stores stations were added, and a single side-hinged nosewheel door replaced the original double doors. These modifications increased the F-16's weight approximately 25% over that of the YF-16 prototypes.
One needed change that would originally be discounted was the need for more pitch control to avoid deep stall conditions at high angles of attack. Model tests of the YF-16 conducted by the Langley Research Center revealed a potential problem, but no other laboratory was able to duplicate it. YF-16 flight tests were not sufficiently extensive to resolve the issue, but relevant flight testing on the FSD aircraft demonstrated that it was a real concern. As a result, the horizontal stabilizer areas were increased 25%; this so-called "big tail" was introduced on the Block 15 aircraft and retrofitted later on earlier production aircraft. Besides significantly reducing (though not eliminating) the risk of deep stalls, the larger horizontal tails also improved stability and permitted faster takeoff rotation.

F-16 Fighting Falcon: OPERATION ENDURING FREEDOM -- An unidentified F-16 pilot from the Netherlands prepares his aircraft to take on fuel during an air refueling mission with a KC-135 Stratotanker. Aboard the tanker was an all-female crew from the 376th Expeditionary Air Refueling Squadron at Ganci Air Base, Kyrgyzstan. (Courtesy photo)

Design

Overview

The F-16 is a single-engined, supersonic, multi-role tactical aircraft. The F-16 was designed to be a cost-effective combat "workhorse" that can perform various kinds of missions and maintain around-the-clock readiness. It is much smaller and lighter than its predecessors, but uses advanced aerodynamics and avionics, including the first use of a relaxed static stability/fly-by-wire (RSS/FBW) flight control system, to achieve enhanced maneuver performance. Highly nimble, the F-16 can pull 9-g maneuvers and can reach a maximum speed of Mach 2+.
The F-16 is equipped with an M61 Vulcan 20 mm cannon in the left wing root, and early models could be armed with up to six AIM-9 Sidewinder heat-seeking short-range air-to-air missiles (AAM), including a single missile mounted on a dedicated rail launcher on each wingtip. Some variants can also employ the AIM-7 Sparrow long-range radar-guided AAM, and more recent versions can be equipped with the AIM-120 AMRAAM. It can also carry other AAM; a wide variety of air-to-ground missiles, rockets or bombs; electronic countermeasures (ECM), navigation, targeting or weapons pods; and fuel tanks on eleven hardpoints under the wings and fuselage – eight under the wings and three under the fuselage.

General configuration

The F-16 design employs a cropped-delta planform incorporating wing-fuselage blending and forebody vortex-control strakes; a fixed-geometry, underslung air intake inlet supplying airflow to the single turbofan jet engine; a conventional tri-plane empennage arrangement with all-moving horizontal “stabilator” tailplanes; a pair of ventral fins beneath the fuselage aft of the wing’s trailing edge; a single-piece, bird-proof “bubble” canopy; and a tricycle landing gear configuration with the aft-retracting, steerable nose gear deploying a short distance behind the inlet lip. There is a boom-style aerial refueling receptacle located a short distance behind the rear of the canopy. Split-flap speedbrakes are located at the aft end of the wing-body fairing, and an arrestor hook is mounted underneath the aft fuselage. Another fairing is situated at the base of the vertical tail, beneath the bottom of the rudder, and is used to house various items of equipment such as ECM gear or drag chutes. Several later F-16 models, such as the F-16I variant of the Block 50 aircraft, also have a long dorsal fairing “bulge” that runs along the “spine” of the fuselage from the rear of the cockpit to the tail fairing; these fairings can be used to house additional equipment or fuel.
The F-16 was designed to be relatively inexpensive to build and much simpler to maintain than earlier-generation fighters. The airframe is built with about 80% aviation-grade aluminum alloys, 8% steel, 3% composites, and 1.5% titanium. Control surfaces such as the leading-edge flaps, tailerons, and ventral fins make extensive use of bonded aluminum honeycomb structural elements and graphite epoxy laminate skins. The F-16A had 228 access panels over the entire aircraft, about 80% of which can be reached without work stands. The number of lubrication points, fuel line connections, and replaceable modules was also greatly reduced compared to its predecessors.
Although the USAF’s LWF program had called for an aircraft structural life of only 4000 flight hours, and capable of achieving 7.33 g with 80% internal fuel, GD’s engineers decided from the start to design the F-16’s airframe life to last to 8000 hours and for 9-g maneuvers on full internal fuel. This proved advantageous when the aircraft’s mission was changed from solely air-to-air combat to multi-role operations. However, changes over time in actual versus planned operational usage and continued weight growth due to the addition of further systems have required several structural strengthening programs.

Wing and strake configuration

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 to reach higher angles of attack through use of the strong leading edge vortex flow off of a slender lifting surface. Since the F-16 was being optimized for high agility in air combat, GD’s designers chose use a slender cropped-delta wing with a leading edge sweep of 40° and a straight trailing edge. To improve its ability to perform in a wide range of maneuvers, a variable-camber wing with a NACA 64A-204 airfoil was selected. The camber is adjusted through the use of leading-edge and trailing edge flaperons linked to a digital flight control system (FCS) that automatically adjusts them throughout the flight envelope.
This vortex lift effect can be increased by the addition of an extension of the leading edge of the wing at its root, the juncture with the fuselage, known as a strake. The strakes act as a sort of additional slender, elongated, short-span, triangular wing running from the actual wing root to a point further forward on the fuselage. Blended fillet-like into the fuselage, including along with the wing root, the strake generates a high-speed vortex that remains attached to the top of the wing as the angle of attack increases, thereby generating additional lift. This allows the aircraft to achieve angles of attack beyond the point at which it would normally stall. The use of strakes also permits the use of a smaller, lower-aspect-ratio wing, which in turn increases roll rates and directional stability, while decreasing aircraft weight. The resulting deeper wingroots also increase structural strength and rigidity, reduce structural weight, and increase internal fuel volume. As a result, the F-16’s high fuel fraction of 0.31 gives it a longer range than other fighter aircraft of similar size and configuration.

Flight controls

Negative static stability

The YF-16 was the world’s first aircraft intentionally designed to be slightly aerodynamically unstable. This technique, called "relaxed static stability" (RSS), was incorporated to further enhance the aircraft’s maneuver performance. Most aircraft are designed with positive static stability, which induces an aircraft 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; on the other hand, an aircraft with negative static stability will, in the absence of control input, readily depart from level and controlled flight. Therefore, an aircraft with negative static stability will be more maneuverable than one that is positively stable. When supersonic, a negatively stable aircraft actually exhibits a net positive static stability due to aerodynamic forces shifting aft between subsonic and supersonic flight. At subsonic speeds, however, the fighter is constantly on the verge of going out of control.

F-16 Fighting Falcon: An F-16 Fighting Falcon from the 18th Fighter Squadron at Eielson Air Force Base, Alaska, prepares to refuel from a KC-135 Stratotanker at Red Flag-Alaska July 20. More than 80 aircraft and 1,500 servicemembers from six countries are participating in the exercise July 12 to 27 to sharpen their combat skills in simulated combat sorties. Red Flag-Alaska's multinational participation and the addition of the Pacific Alaskan Range Complex assets provide realistic combat training in a safe and controlled setting. (U.S. Air Force photo/Capt. Tana R.H. Stevenson)

Fly-by-wire

To counter this tendency to depart from controlled flight – and avoid the need for constant minute trimming inputs by the pilot – the F-16 has a quadruplex (four-channel) fly-by-wire (FBW) flight control system (FLCS). The flight control computer (FLCC), which is the key component of the FLCS, accepts the pilot’s input from the stick and rudder controls, and manipulates the control surfaces in such a way as to produce the desired result without inducing a loss of control (known as "departing" controlled flight). The FLCC also takes thousands of measurements per second of the aircraft’s attitude, and automatically makes corrections to counter deviations from the flight path that were not input by the pilot, thereby allowing for stable flight. This has led to a common aphorism among Viper pilots: “You don’t fly an F-16; it flies you.”
The FLCC further incorporates a series of limiters that govern movement in the three main axes (pitch, roll and yaw) based on the jet’s current attitude, airspeed and angle of attack, and prevent movement of the control surfaces that would induce an instability such as a slip or skid, or a high angle of attack inducing a stall. The limiters also act to prevent maneuvering that would place more than 9 g's of force on the pilot or airframe.
Unlike the YF-17 which featured a FBW system with traditional hydromechanical controls serving as a backup, the F-16’s designers took the innovative step of eliminating mechanical linkages between the stick and rudder pedals and the aerodynamic control surfaces. The F-16’s sole reliance on electronics and wires to relay flight commands, instead of the usual cables and mechanical linkage controls, gained the F-16 the early moniker of "the electric jet". The quadruplex design permits “graceful degradation” in flight control response in that the loss of one channel renders the FLCS a “triplex” system. The FLCC began as an analog system on the A/B variants, but has been supplanted by a digital computer system beginning with the F-16C/D Block 40.

Cockpit and ergonomics

One of the more notable features from a pilot’s perspective is the F-16’s exceptional field of view from the cockpit, a feature that is vital during air-to-air combat. The single-piece, bird-proof polycarbonate bubble canopy provides 360° all-round visibility, with a 40° down-look angle over the side of the aircraft, and 15° down over the nose (compared to the more common 12–13° of its predecessors); the pilot’s seat is mounted on an elevated heel line to accomplish this. Furthermore, the F-16's canopy lacks the forward bow frame found on most fighters, which obstructs some of the pilot’s forward vision. (The length of the tandem arrangement of two-seat F-16s does necessitate a frame between the pilots, however.)
The rocket-boosted ACES II zero/zero ejection seat is reclined at an unusually high tilt-back angle of 30°; the seats in older and contemporary fighters were typically tilted back at around 13–15°. The F-16’s seat-back angle was chosen to improve the pilot’s tolerance of high g forces, and to reduce his susceptibility to gravity-induced loss of consciousness (G-LOC). The increased seat angle, however, has also been associated with reports of increased risk of neck ache when not mitigated by proper use of the head-rest. Subsequent U.S. jet fighter designs have more modest tilt-back angles of 20°. Because of the extreme seat tilt-back angle and the thickness of its polycarbonate single-piece canopy, the F-16’s ejection seat lacks the steel rail canopy breakers found in most other aircraft’s ejection systems. Such breakers shatter a section of the canopy should it fail to open or jettison to permit emergency egress of the aircrew. On the F-16, crew ejection is accomplished by first jettisoning the entire canopy; as the relative wind pulls the canopy away from the plane, a lanyard triggers the seat’s rockets to fire.
The pilot flies the aircraft primarily by means of a side-stick controller mounted on the right-hand armrest (instead of the more common center-mounted stick) and an engine throttle on the left side; conventional rudder pedals are also employed. To enhance the pilot’s degree of control of the aircraft during high-g combat maneuvers, a number of function switches formerly scattered about the cockpit have been moved to "hands on throttle-and-stick (HOTAS)" controls found on both of these controllers. Simple hand pressure on the side-stick controller causes the transmission of electrical signals via the FBW system to adjust the various flight control surfaces used for maneuvering. Originally, the side-stick controller was non-moving, but this arrangement proved uncomfortable and difficult for pilots to adjust to, sometimes resulting in a tendency to "over-rotate" the aircraft during takeoffs, so the control stick was given a small amount of “play”. Since its introduction on the F-16, HOTAS controls have become a standard feature among modern fighters (although the side-stick application is less widespread).
The F-16 cockpit also has a Head-Up Display (HUD), which projects visual flight and combat information in symbological form in front of the pilot without obstructing his view. Being able to keep his head “out of the cockpit” further enhances the pilot’s situational awareness of what is occurring around him. Boeing’s Joint Helmet Mounted Cueing System (JHMCS) is also available from Block 52 onwards for use with high-off-boresight air-to-air missiles like the AIM-9X. JHMCS permits cuing the weapons system to the direction in which the pilot’s head is facing – even outside the HUD’s field of view – while still maintaining his situational awareness. JHMCS was first operationally deployed during Operation Iraqi Freedom.
The pilot obtains further flight and systems status information from multi-function displays (MFD). The left-hand MFD is the primary flight display (PFD), which generally shows radar and moving-map displays; the right-hand MFD is the system display (SD), which presents important information about the engine, landing gear, slat and flap settings, fuel quantities, and weapons status. Initially, the F-16A/B had only a single monochrome cathode ray tube (CRT) display to serve as the PFD, with system information provided by a variety of traditional “steam gauges”. The MLU introduced the SD MFD in a cockpit made compatible for usage of night-vision goggles (NVG). These CRT displays were replaced by color liquid-crystal displays (LCD) on the Block 50/52. The Block 60 features three programmable and interchangeable color MFDs (CMFD) with picture-in-picture capability that is able to overlay the full tactical situation display on the moving map.

Radar

The F-16A/B was originally equipped with the Westinghouse (now Northrop Grumman) solid-state AN/APG-66 pulse-Doppler fire-control radar. Its slotted planar-array antenna was designed to be sufficiently compact to fit into the F-16’s relatively small nose. In uplook mode, the APG-66 uses a low pulse-repetition frequency (PRF) for medium- and high-altitude target detection in a low-clutter environment, and in downlook employs a medium PRF for heavy clutter environments. It has four operating frequencies within the X band (8-12 GHz), and provides four air-to-air and seven air-to-ground operating modes for combat, even at night or in bad weather. The Block 15’s APG-66(V)2 model added a new, more powerful signal processor, higher output power, improved reliability, and increased range in a clutter or jamming environments. The Mid-Life Update (MLU) program further upgrades this to the APG-66(V)2A model, which features higher speed and memory.
The mechanically scanned AN/APG-68 X-band pulse-Doppler radar, an evolution of the APG-66, was introduced with the F-16C/D Block 25. The APG-68 has greater range and resolution, as well as 25 operating modes, including ground-mapping, Doppler beam-sharpening, ground moving target, sea target, and track-while-scan (TWS) for up to ten targets. The Block 40/42’s APG-68(V)1 model added full compatibility with Lockheed Martin Low-Altitude Navigation and Targeting Infra-Red for Night (LANTIRN) pods, and a high-PRF pulse-Doppler track mode to provide continuous-wave (CW) target illumination for semi-active radar-homing (SARH) missiles like the AIM-7 Sparrow. The Block 50/52 F-16s initially received the more reliable APG-68(V)5 which has a programmable signal processor employing Very-High-Speed Integrated Circuit (VHSIC) technology. The Advanced Block 50/52 (or 50+/52+) are equipped with the APG-68(V)9 radar which has a 30% greater air-to-air detection range, and a synthetic aperture radar (SAR) mode for high-resolution mapping and target detection and recognition. In August 2004, Northrop Grumman received a contract to begin upgrading the APG-68 radars of the Block 40/42/50/52 aircraft to the (V)10 standard, which will provide the F-16 with all-weather autonomous detection and targeting for the use of Global Positioning System (GPS)-aided precision weapons. It also adds SAR mapping and terrain-following (TF) modes, as well as interleaving of all modes.
The F-16E/F is outfitted with Northrop Grumman’s AN/APG-80 Active Electronically Scanned Array (AESA) radar, making it only the third fighter to be so equipped.
In July 2007, Raytheon announced that it was developing a new Raytheon Next Generation Radar (RANGR) based on its earlier AN/APG-79 AESA radar as an alternative candidate to Northrop Grumman’s AN/APG-68 and AN/APG-80 for new-build F-16s as well as retrofit of existing ones. On 1 November 2007, Boeing selected this design for development under the USAF’s F-15E Radar Modernization Program (RMP).

Propulsion

The powerplant first selected for the single-engined F-16 was the Pratt & Whitney F100-PW-200 afterburning turbofan, a slightly modified version of the F100-PW-100 used by the F-15. Rated at 23,830 lbf (106.0 kN) thrust, it remained the standard F-16 engine through the Block 25, except for new-build Block 15s with the Operational Capability Upgrade (OCU). The OCU introduced the 23,770 lbf (105.7 kN) F100-PW-220, which was also installed on Block 32 and 42 aircraft; while not offering a noteworthy difference in thrust, it introduced a Digital Electronic Engine Control (DEEC) unit that improved reliability and reduced the risk of engine stalls (an unwelcome occasional tendency with the original "-200" that necessitated a midair engine restart). Introduced on the F-16 production line in 1988, the "-220" also supplanted the F-15’s "-100," thereby maximizing commonality. Many of the "-220" jet engines on Block 25 and later aircraft were upgraded from mid-1997 to the "-220E" standard, which further enhanced reliability and maintainability, including a 35% reduction of the unscheduled engine removal rate.

F-16 Fighting Falcon: OVER THE SAN FRANCISCO BAY -- Two F-16 Fighting Falcons begin to roll into position for a rapid descent during an Operation Noble Eagle training patrol March 16. The F-16s are assigned to the California Air National Guard's 144th Fighter Wing in Fresno. (U.S. Air Force photo by Master Sgt. Lance Cheung)
Development of the F100-PW-220/220E was the result of the USAF’s Alternate Fighter Engine (AFE) program (colloquially known as “the Great Engine War”), which also saw the entry of General Electric as an F-16 engine provider. Its F110-GE-100 turbofan, however, required modification of the F-16’s inlet; the original inlet limited the GE jet’s maximum thrust to only 25,735 lbf (114.5 kN), while the new Modular Common Inlet Duct allowed the F110 to achieve its maximum thrust of 28,984 lbf (128.9 kN) in afterburner. (To distinguish between aircraft equipped with these two engines and inlets, from the Block 30 series on, blocks ending in "0" (e.g., Block 30) are powered by GE, and blocks ending in "2" (e.g., Block 32) are fitted with Pratt & Whitney engines.)
Further development by these competitors under the Increased Performance Engine (IPE) effort led to the 29,588 lbf (131.6 kN) F110-GE-129 on the Block 50 and 29,100 lbf (129.4 kN) F100-PW-229 on the Block 52. F-16s began flying with these IPE engines on 22 October 1991 and 22 October 1992, respectively. Altogether, of the 1,446 F-16C/Ds ordered by the USAF, 556 were fitted with F100-series engines and 890 with F110s. The United Arab Emirates’ Block 60 is powered by the General Electric F110-GE-132 turbofan, which is rated at a maximum thrust of 32,500 lbf (144.6 kN), the highest ever developed for the F-16 aircraft.

Costs

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

First combat successes: Bekaa Valley and Osiraq raid (1981)

The F-16’s first air-to-air combat success was achieved by the Israeli Air Force (IAF) over the Bekaa Valley on 28 April 1981 against a Syrian Mi-8 helicopter, which was downed with cannon fire following an unsuccessful attempt with an AIM-9 Sidewinder air-to-air missile (AAM). A year later, on 9 June 1982, during the initial air battle of the 1982 Lebanon War, the IAF achieved the first F-16 "kill" of another fighter with a successful AAM shoot-down of a Syrian MiG-21.
On 7 June 1981, eight Israeli F-16s, escorted by F-15s, executed Operation Opera, their first employment in a significant air-to-ground operation. This raid severely damaged Osiraq, an Iraqi nuclear reactor under construction near Baghdad, to prevent the regime of Saddam Hussein from using the reactor for the creation of nuclear weapons.

Operation Peace for Galilee (1982)

The following year, during Operation Peace for Galilee (Lebanon War) Israeli F-16s engaged Syrian aircraft in one of the largest air battles involving jet aircraft, which began on 9 June and continued for two more days. At the end of the conflict, the Israeli Air Force credited their F-16s with 44 air-to-air kills, mostly of MiG-21s and MiG-23s, and claim to have suffered no air-to-air losses of their own. F-16s were also used in their ground-attack role for strikes against targets in Lebanon.

Incidents during the Soviet-Afghan War (1986-1988)

During the Soviet-Afghan war, Pakistan Air Force F-16s shot down around ten Afghan and Soviet ground attack and transport aircraft operating in Pakistani airspace between May 1986 and December 1988.
However, Afghanistan claimed to have shot down a Pakistani F-16A during an encounter on 29 April 1987; the pilot ejected safely and landed in Pakistani territory. Pakistani authorities admitted to having lost a fighter jet to enemy fighters, but suggested that it may have been either an F-16 or an F-6 and insisted it was attacked over Pakistani territory. Subsequently, Pakistani officials confirmed that the loss was an F-16, but asserted it was accidentally shot down in a friendly fire incident during a dogfight with enemy aircraft over Pakistani territory. According to this claim, Flight Lieutenant Shahid Sikandar Khan’s F-16 was hit by an AIM-9 missile fired by another F-16 piloted by Squadron Leader Amjad Javed.

Operation Desert Storm (1991)

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 three were lost in combat, of which two to hostile surface-to-air missiles (SAMs) and one to anti-aircraft artillery. Other F-16s were damaged in accidents and by hostile ground fire but were able to return to base and be repaired.

Interwar Air Operations over Iraq (1991-2003)

From the end of Desert Storm until the invasion of Iraq in 2003, USAF F-16s patrolled the Iraqi no-fly zones. Two air-to-air victories were scored by USAF F-16s in Operation Southern Watch. On 27 December 1992, a USAF F-16D shot down an Iraqi MiG-25 in UN-restricted airspace over southern Iraq with an AIM-120 AMRAAM; this was the first USAF F-16 kill since the F-16 was introduced; and was also the first AMRAAM kill. On 17 January 1993, a USAF F-16C destroyed an Iraqi MiG-23 with an AMRAAM missile for the second USAF F-16 victory.
F-16s returned to Iraq in December 1998 as part of the Operation Desert Fox bombing campaign to "degrade" Iraq's ability to manufacture and use weapons of mass destruction.

Venezuelan coup attempt (1992)

On 27 November 1992, two Venezuelan F-16s took part in the November Venezuelan Coup Attempt on the side of the government. 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.

Balkans (1994-1995 and 1999)

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-21 and 2 IJ-21 Jastrebs and 2 J-22 Oraos had violated the no-fly-zone to conduct a bombing run. The pilots of the 2 J-22s spotted the F-16s above them and after their attack, they left the area in low-level flight towards Croatia, where the U.S. jets could not follow; one of these later crashed due to lack of fuel. Meanwhile, the rest of the group was engaged and attacked, first by 2 USAF F-16Cs, which scored three kills. The remaining J-21 was taken out by a different pair of USAF F-16Cs. Of the six Yugoslavian jets engaged, four were shot down (one by AMRAAM and the others by Sidewinders). On 2 June 1995, one F-16C was lost to a Serb 2K12 Kub SAM (NATO reporting name: SA-6 'Gainful') while on patrol over Bosnia. Its pilot ejected and was later rescued by a USMC CH-53 Sea Stallion helicopter on 8 June.
NATO F-16s also participated in air strikes against Serbian forces in Bosnia and Herzegovina during Operation Deliberate Force in August-September 1995, and again in Operation Allied Force over Yugoslavia from March-June 1999. During Allied Force, F-16s also achieved 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 possibly another by a USAF F-16C which fired two AMRAAMs at a Yugoslavian MiG-29. However, in the latter case, the Serbs claimed to have subsequently found fragments of a 9K32M Strela-2M NATO designation: SA-7b ‘Grail’ Mod 1) MANPAD in the wreckage of this MiG-29, suggesting it was mistakenly downed by Serbian infantry.
On 2 May 1999, a USAF F-16CG was lost over Serbia. It was shot down by an S-125 Pechora SAM (NATO: SA-3 ‘Goa’) near Nakucani. Its pilot managed to eject and was later rescued by a combat search-and-rescue (CSAR) mission. The remains of this aircraft are on display in the Yugoslav Aeronautical Museum, Belgrade International Airport.

Aegean incidents (1996 and 2006)

On 10 October 1996, during an air-to-air confrontation in disputed airspace over the Aegean Sea, a Greek Mirage 2000 is reported to have accidentally fired an R550 Magic and shot down a Turkish F-16D, which the Turkish government claims was on a training mission in international air space north of the Greek island of Samos, close to the Turkish mainland. The Turkish pilot died, while the co-pilot ejected and was rescued by Greek forces. While the Turkish government admits the loss, the Greek government officially denies the shootdown occurred.
On 23 May 2006, two Greek F-16 Block 52+ jets were scrambled to intercept a Turkish RF-4 reconnaissance aircraft and its two F-16 escorts off the coast of the island of Karpathos. A mock dogfight ensued between the two sides’ F-16s, which ended in a midair collision between a Turkish F-16 and a Greek F-16. The Turkish pilot ejected safely after his jet was destroyed, but the Greek pilot was killed when his canopy and cockpit were destroyed during the collision.

Kargil War (1999)

During the 1999 Kargil War, Indian Air Force MiG-29s provided fighter escort for Mirage 2000s dropping laser-guided bombs (LGBs) on enemy targets. IAF MiG-29s armed with Vympel R-77 (NATO: AA-12 'Adder') beyond-visual-range (BVR) air-to-air missiles, were able to lock on to PAF F-16s. Since Pakistani F-16 aircraft were not equipped with BVR missiles at that time, they were forced to disengage. As a result, the PAF restricted itself to flying combat air patrols over Pakistani territory. The IAF was able to deliver strikes on Pakistani positions in India without threat from PAF interceptors.

Operations in Afghanistan (2001-date)

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.
Since April 2005, eight Royal Netherlands Air Force F-16s, joined by four Royal Norwegian Air Force F-16s in February 2006, have been supporting International Security Assistance Force (ISAF) ground troops the southern provinces of Afghanistan. The detachment is known as the 1st Netherlands-Norwegian European Participating Forces Expeditionary Air Wing (1 NLD/NOR EEAW).

Invasion of Iraq and post-war operations (2003-date)

US F-16s participated in the 2003 invasion of Iraq, and the only loss suffered over Iraq during this phase was an F-16CG of the 388th Fighter Wing’s 421st Fighter Squadron that crashed near Baghdad on 12 June 2003 when it ran out of fuel.
A US Army MIM-104 Patriot SAM fire-control radar was damaged on 25 March 2003 following a hit by an AGM-88 HARM anti-radiation missile (ARM) fired from an USAF F-16C on a patrol over southern Iraq, when the radar established a lock-on onto the fighter.
On June 7, 2006, two USAF F-16s dropped two 500 lb (230 kg) guided bombs (one GBU-12 Paveway LGB and one GBU-38 GPS-guided “smart” bomb) destroying an al-Qaeda safehouse, killing Abu Musab Al-Zarqawi, the leader of Al-Qaeda in Iraq.
An F-16CG crashed near Fallujah on 27 November 2006 while on a low-altitude ground-strafing run; although under fire, according to the official USAF report, the apparent cause was due to flying into the ground while attempting to maintain visual identification of targeted enemy vehicles. The pilot, Major Troy Gilbert, was killed.
Two other F-16s were lost in Iraq to separate accidents a month apart, on 15 June and 15 July 2007.

Second Lebanon War (2006)

Israeli F-16s, the bomber workhorse of the Israel Defense Forces, participated in the 2006 Lebanon War. The only reported F-16 loss was an IDF F-16I that 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.

Operation Sun (2008)

Turkish built F-16's with LANTIRN belonging to the 181st Squadron (Pars Filo) of the Turkish Air Force, took part in the bombing of PKK Terrorist infraustructure located in Northern Iraq during Operation Sun.

Variants

F-16 models are denoted by sequential block numbers to denote significant upgrades. The blocks cover both single- and two-seat versions. A variety of software, hardware, systems, weapons carriage, and structural enhancements have been instituted over the years to gradually upgrade the F-16 and retroactively implement the upgrades in previously delivered aircraft.

Pre-production variants

YF-16
Two single-seat YF-16 prototypes were built for the Light Weight Fighter (LWF) competition. The first YF-16 was rolled out at Fort Worth on 13 December 1973 and accidentally accomplished its first flight on 21 January 1974, followed by its scheduled “first flight” on 2 February 1974. The second prototype first flew on 9 March 1974. Both YF-16 prototypes participated in the flyoff against the Northrop YF-17 prototypes, with the F-16 winning the Air Combat Fighter (ACF) competition, as the LWF program had been renamed.
F-16 FSD
In January 1975, the Air Force order eight full-scale development (FSD) F-16s – six single-seat F-16A and a pair of two-seat F-16B – for test and evaluation. The first FSD F-16A flew on 8 December 1976 and the first FSD F-16B on 8 August 1977. Over the years, these aircraft have been used as test demonstrators for a variety of research, development and modification study programs.

Main production variants

F-16A/B
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) and 23,830 lbf (106.0 kN) with afterburner. The USAF bought 674 F-16As and 121 F-16Bs, with delivery completed in March 1985.
Block 1
Early blocks (Block 1/5/10) featured 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 Block 1 aircraft’s black nose cone became an obvious visual identification cue at long range, so the color of the nose cone was 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 the manufacturers of the F-16 used aluminum instead wherever practical. 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, an improved AN/APG-66(V)2 radar, and increased capacity for the underwing hardpoints. The Block 15 also 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 Maverick, AIM-120 AMRAAM, and AGM-119 Penguin missiles, countermeasures and cockpit upgrades, and improved computers and data bus. Its maximum takeoff weight increased to 37,500 lb (17,000 kg). A total of 214 aircraft were produced with this upgrade, as well as some Block 10 aircraft, retroactively.
F-16 ADF
The F-16 Air Defense Fighter (ADF) was a special variant of the Block 15 optimized for the United States Air National Guard's fighter interception mission. Begun in 1989, 270 airframes were modified. Avionics were upgraded (including the addition of an Identification Friend or Foe (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-16 Fighting Falcon: OVER THE GULF OF MEXICO -- Capt. Steve Boatright, an F-16C Fighting Falcon pilot, fires an AIM-9M Sidewinder heat-seeking missile at an aerial target drone over the Gulf of Mexico. Captain Boatright is assigned to the 34th Fighter Squadron at Hill Air Force Base, Utah. The squadron recently deployed to Tyndall AFB, Fla., to fly air-to-air weapons testing missions. (U.S. Air Force photo by Master Sgt. Michael Ammons)
Block 20
The Republic of China (Taiwan) received 150 F-16A/B Block 20 aircraft with the further addition of most of the F-16C/D Block 50/52 capability: Improved AN/APG-66(V)3 radar, carriage of AGM-45 Shrike, AGM-84 Harpoon, and AGM-88 HARM missiles, as well as the LANTIRN navigation and targeting 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.
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 improved fire-control and stores management computers, an Up-Front Controls (UFC) integrated data control panel, 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. With 209 models delivered, today the USAF’s Air National Guard and Air Education and Training Command are the only remaining users of this variant. One F-16C, nicknamed the Lethal Lady, had flown over 7,000 hours by April 2008.
Block 30/32
This was the first block of F-16s 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" (e.g., Block 30) are powered by GE, and blocks ending in "2" (e.g., Block 32) 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 those aircraft. 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-16s in the Air Force. The Air National Guard procured many upgrades for their fleet of aging block 30/32s 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 GPS/INS (EGI) system which combines a Global Positioning System (GPS) receiver with an Inertial Navigation System (INS). The EGI provided the capability to use Joint Direct Attack Munition (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.
F-16N/TF-16N
The U.S. Navy acquired 22 modified Block 30 F-16s for use as adversary assets for dissimilar air combat training (DACT); four of these were TF-16N two-seaters. These aircraft were delivered in 1987-1988. Fighter Squadron 126 (VF-126) and the Navy Fighter Weapons School (NFWS) (or TOPGUN) operated them at NAS Miramar, California on the West Coast; East Coast adversary training squadrons were Fighter Squadron 43 (VF-43) at NAS Oceana, Virginia and Fighter Squadron 45 (VF-45) at NAS Key West, Florida. Each squadron had five F-16N and one TF-16N, with the exception of TOPGUN which had six and one, respectively. 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. By 1995, all but one of these aircraft had been sent to the 309th Aerospace Maintenance and Regeneration Group (AMARG) for preservation and storage; one F-16N was sent to the National Museum of Naval Aviation at NAS Pensacola, Florida as a museum article. As adversary aircraft, the Navy’s F-16Ns 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 camouflage version with Marine Corps markings. VF-126 also had a unique blue example.
In 2002, the Navy began to receive 14 F-16A and B models from the Aerospace Maintenance and Regeneration Center (AMARC) that were originally intended for Pakistan before being embargoed. These aircraft (which are not designated F-16N/TF-16N) are operated by the Naval Strike and Air Warfare Center (NSAWC) / (TOPGUN) for adversary training and like their F-16N predecessors are painted in exotic schemes.
Block 40/42 (F-16CG/DG)
Entering service in 1988, the Block 40/42 is the improved all-day/all-weather strike variant equipped with LANTIRN pod; also unofficially designated the F-16CG/DG, the night capability gave rise to the name "Night Falcons". This block features strengthened and lengthened undercarriage for LANTIRN pods, an improved radar, and a GPS receiver. From 2002, the Block 40/42 increased the weapon range available to the aircraft including JDAM, AGM-154 Joint Standoff Weapon (JSOW), Wind-Corrected Munitions Dispenser (WCMD) and the (Enhanced) EGBU-27 Paveway “bunker-buster”. Also incorporated in this block was the addition of cockpit lighting systems compatible with Aviator's Night Vision Imaging System (ANVIS) equipment. The USAF’s Time Compliance Technical Order (TCTO) that added the night vision (NVIS)-compatible systems was completed in 2004. A total of 615 Block 40/42 aircraft were delivered to 5 countries.
Block 50/52
The first Block 50/52 F-16 was delivered in late 1991; the aircraft are equipped with improved GPS/INS, and 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. From Block 52 onwards, the cockpit also uses the Boeing Joint Helmet-Mounted Cueing System (JHMCS).
F-16CJ/DJ Block 50D/52D
An unknown number of Block 50/52 aircraft have been delivered to the USAF modified to perform the Suppression of Enemy Air Defenses (SEAD) mission, replacing the F-4G ‘Wild Weasel’ aircraft; these were unofficially designated F-16CJ/DJ. Capable of launching both the AGM-88 High-speed Anti-Radiation Missile (HARM) and AGM-45 Shrike anti-radiation missiles, the F-16CJ/DJ are equipped with a Lockheed Martin AN/AAS-35V Pave Penny laser spot tracker and the Texas Instruments AN/ASQ-213 HARM Targeting System (HTS), with the HTS pod being mounted on the starboard intake hardpoint. The first F-16CJ (serial number 91-0360) was delivered on 7 May 1993.
Block 50/52 Plus (or 50/52+)
This variant, which is also known as the "Advanced Block 50/52", was first delivered in April 2003 to the Hellenic Air Force. Its main differences are the addition of conformal fuel tanks (CFTs), APG-68(V9) radar, On-Board Oxygen Generation (OBOGS) system and JHMCS helmet; the Greek Block 52+ aircraft also employ the IRIS-T short range air-to-air missile. All two-seat "Plus" aircraft have the enlarged Avionics Dorsal Spine, which adds 30 cu ft (850 L) to the airframe for more avionics with only small increases in weight and drag. This version is the foundation of F-16E/F Block 60. The first 60 Greek Hellenic Air Force aircraft were operational as of 2004, with a delivery of another 30 "Block 52 Advanced" pending for 2009.
The Block 52+ was also ordered by the Polish Air Force. These aircraft are fitted with the latest avionics (including the ALE-50 Towed Decoy System) and provisions for 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 the final Polish F-16 should be delivered by the end of that year. 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 Israel’s F-16I (see entry below), but re-designated to avoid sensitivity. The latest D+ models ordered by the RSAF can be noted to have the same antennas, sensor locations and 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 billion arms package. Pakistani F-16s will be equipped with AIM-120C-5 AMRAAM, AIM-9M-8/9, JDAM, Harpoon Block II, JHMCS, CFTs, and possibly IRIS-T missiles.
KF-16
Korean Aerospace Industries (KAI) built 132 examples of the F-16C/D Block 52 under license from Lockheed Martin in the 1990s. The F/A-18 Hornet had originally won the Korea Fighter Program (KFP) competition, but disputes over costs and accusations of bribery led the Korean government to withdraw the award and select the F-16 instead. Designated the KF-16 (which is also sometimes mistakenly applied to the earlier batch of F-16 Block 32 bought by South Korea), the first 12 aircraft were delivered to Republic of Korea Air Force (ROKAF) in December 1994. Almost 2,500 parts are changed from the original F-16C/D. All KF-16 are capable of launching the AGM-84 Harpoon anti-ship missile.
F-16I Sufa
The F-16I is a two-seat variant of the Block 50/52 Plus developed for the Israeli Defense Force – Air Force (IDF/AF). 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 procurement of 102 aircraft. The F-16I, which is called Sufa (Storm) by the IDF/AF, first flew on 23 December 2003, and deliveries to the IDF/AF began on 19 February 2004.
The F-16I's most notable difference from the standard Block 50+ is that approximately 50% of the American avionics have been replaced by Israeli-developed avionics (such as the 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 dependence on ground instrumentation systems, and the helmet-mounted sight is also standard equipment. The helmet-mounted sight, HUD, mission computer, presentation computer, and digital map display are made by Elbit Systems of Israel. Furthermore, the F-16I is able to employ Rafael's new Python 5 imaging infrared-guided high-agility air-to-air missile. The F-16I also has the IAI-built removable conformal fuel tanks added to extend its range; removal takes two hours. Key American-sourced systems include the F100-PW-229 engine, which offers commonality with the IDF/AF's F-15Is, and the APG-68(V)9 radar.
F-16E/F
F-16E (single seat) and F-16F (two seat). Originally, the single-seat version of the General Dynamics F-16XL was to have been designated F-16E, with the twin-seat variant designated F-16F. This was sidelined by the Air Force's selection of the competing F-15E Strike Eagle in the Enhanced Tactical Fighter fly-off in 1984. The 'Block 60' designation had also previously been set aside in 1989 for the A-16, but this model was dropped. The F-16E/F designation now belongs to a special version developed especially for the United Arab Emirates, and is sometimes unofficially called the "Desert Falcon".
Block 60
Based on the F-16C/D Block 50/52, it features improved radar and avionics and conformal fuel tanks; it has only been sold to the United Arab Emirates. At one time, this version was incorrectly thought to have been designated "F-16U." A major difference from previous blocks is the Northrop Grumman AN/APG-80 Active Electronically Scanned Array (AESA) radar, which gives the airplane the capability to simultaneously track and destroy ground and air threats. The Block 60's General Electric F110-GE-132 engine is a development of the -129 model and is rated at 32,500 lbf (144 kN). The Block 60 allows the carriage of all Block 50/52-compatible weaponry as well as AIM-132 Advanced Short Range Air-to-Air Missile (ASRAAM) and the AGM-84E Standoff Land Attack Missile (SLAM). The CFTs provide an additional 450 US gallon (2,045 L) of fuel, allowing increased range or time on station. This has the added benefit of freeing up hardpoints for weapons that otherwise 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 a 1000 times increase in data-handling capability.

Technology demonstrators and other variants

LTV Aerospace Model 1600/1601/1602
A variant capable of conducting operations from an aircraft carrier operations proposed for the U.S. Navy’s Naval Fighter Attack Experimental (VFAX) program; the three models featured different powerplants. Jointly developed by LTV Aerospace and GD, LTV would have been the production lead, however, in 1975 the Navy selected the F/A-18 Hornet instead.
YF-16 CCV
A 1975 conversion of the initial YF-16 prototype to serve as the USAF Flight Dynamics Laboratory's Control-Configured Vehicle (CCV) testbed. The CCV concept entails “decoupling” the aircraft’s flight control surfaces so that they can operate independently. The success of the CCV flight test program led to the employment of the F-16 as the testbed for the Advanced Fighter Technology Integration (AFTI) program.
F-16 SFW
The Swept Forward Wing (SFW) F-16 was GD’s entry for Defense Advanced Research Projects Agency’s (DARPA) 1976 program to develop an experimental forward-swept wing test aircraft.
F-16/79
The F-16/79 was a export-oriented version of the F-16A/B modified to use the General Electric J79 turbojet engine. Intended to satisfy President Jimmy Carter's February 1977 directive to curtail arms proliferation by selling only reduced-capability weapons to foreign countries, the lack of interest in a “second-class” fighter led to neither the F-16/79 nor its competitor, Northrop’s F-20 Tigershark, achieving any sales. It first flew in October 1980.
F-16/101
A modification of the first FSD F-16A fitted with a variant of General Electric’s (GE) F101 turbofan engine developed under the joint USAF/Navy Derivative Fighter Engine (DFE) program. The F101X DFE outperformed the F-16’s then-standard Pratt & Whitney F100, but it was not adopted for production. However, data from the 1980 testing the F-16/101 led to development of GE’s F110 turbofan, which would become an alternate engine for both the F-16 and F-14.
F-16XL
General Dynamics developed a variant of the F-16 with a novel ‘cranked-arrow’ type of delta wing under a program originally known as the Supersonic Cruise and Maneuvering Program (SCAMP). This design, designated the F-16XL, was intended to offer low drag at high subsonic or supersonic speeds without compromising low-speed maneuverability. This approach permitted the F-16XL to supercruise – to cruise efficiently at supersonic speeds without use of an afterburner. The F-16XL’s larger wing enabled it to carry twice the payload of the F-16 on 27 hardpoints, and it had a 40% greater range due to an 82% increase in internal fuel carriage, thanks in part to concomitant fuselage stretches totaling 56 in (142 cm). Two FSD aircraft were supplied to GD in late 1980 by the USAF to be modified; the single-seat F-16XL first flew on 3 July 1982, followed by the two-seater on 29 October 1982. The F-16XL competed unsuccessfully with the F-15E Strike Eagle in the Enhanced Tactical Fighter (ETF) program; if it had won the competition, the production versions were to have been designated F-16E/F. From 1989–1999, both aircraft were used by NASA for several experimental research programs, and in 2007, NASA was considering returning the single-seat F-16XL to operational status for further aeronautical research.
AFTI/F-16
In March 1980, General Dynamics began converting the sixth FSD F-16A to serve as the technology demonstrator aircraft for the joint Flight Dynamics Laboratory-NASA Advanced Fighter Technology Integration (AFTI) program. Technologies introduced and tested on the AFTI F-16 include a full-authority triplex Digital Flight Control System (DFCS), a six-degree-of-freedom Automated Maneuvering Attack System (AMAS), Automatic Target Handoff System (ATHS) (which transferred target data from ground stations or other aircraft to the AFTI/F-16), a 256-word-capacity Voice-Controlled Interactive Device (VCID) to control the avionics suite, and a helmet-mounted target designation sight that permitted the FLIR and radar to be automatically “slaved” to the pilot’s head movement. First flight of the AFTI F-16 occurred on 10 July 1982, and it participated in numerous research and development programs from 1982–2000. The Air Force Association gave its 1987 Theodore von Karman Award for the most outstanding achievement in science and engineering to the F-16/AFTI team.
F-16A(R)
About two dozen F-16As of the Royal Netherlands Air Force were supplied with indigenous Oude Delft Orpheus low-altitude tactical reconnaissance pods. Designated F-16A(R), the first flew on 27 January 1983, and they entered service with the RNLAF in October 1984. Beginning in 1995, the Belgian Air Force replaced its own Mirage 5BR reconnaissance aircraft with at least a dozen F-16A(R) equipped with loaned Orpheus pods and Vinten cameras from the Mirages; these were replaced with more capable Per Udsen modular recce pods from 1996–1998.
F-16 Recce and RF-16A/C
The first reconnaissance variant was a USAF F-16D experimentally configured in 1986 with a centerline multi-sensor bathtub-style pod; it was referred to as “F-16 Recce” (and not “RF-16D” as it has sometimes been misreported). The USAF decided in 1988 to replace the aging RF-4C Phantom fleet with RF-16C Block 30s fitted with the Advanced Tactical Airborne Reconnaissance System (ATARS) centerline pod, which could carry a variety of sensors. However, problems with the ATARS program, led to the USAF’s dropping those plans in June 1993, while it continued to experiment with a series of centerline recce pod designs, before finally settled on the definitive AN/ASD-11 Theater Airborne Reconnaissance System (TARS). The first F-16 flight with a prototype TARS flew on 26 August 1995, and from mid-1998 Block 30s and Block 25s of five Air National Guard squadrons have received the system. The USAF, however, does not designate them “RF-16s”.
The designation RF-16A is used, though, by the Royal Danish Air Force. In early 1994, 10 Danish F-16A were redesignated as RF-16A tactical recce aircraft, replacing the RF-35 Drakens withdrawn at the end of 1993. As a temporary measure they were originally fitted with the Drakens’ optical cameras and E-O sensors repackaged in a Per Udsen ‘Red Baron’ recce pod, which were replaced a few years later by Per Udsen’s Modular Reconnaissance Pod (MRP).
F-16 Agile Falcon
The F-16 Agile Falcon was a variant proposed by GD in 1984 that featured a 25% larger wing, uprated engines, and other improvements for the basic F-16. Unsuccessfully offered as a low-cost alternative for the Advanced Tactical Fighter (ATF) competition that would eventually lead to the F-22 Raptor, some of its capabilities were incorporated into the Block 40 F-16C/D, and the Agile Falcon would serve as the basis for developing Japan’s F-2 fighter.
F-16D ‘CK-1’
A specially built Block 40 F-16D testbed aircraft delivered in 1987 to MANAT, the Israeli Air Force’s flight test center. It is used by the IAF for testing new flight configurations, weapon systems and avionics.

F-16 Fighting Falcon: NORTHERN WATCH -- In an air combat role, the F-16 Fighting Falcon's maneuverability and combat radius (distance it can fly to enter air combat, stay, fight and return) exceed that of all potential threat fighter aircraft. It can locate targets in all weather conditions and detect low flying aircraft in radar ground clutter. In an air-to-surface role, the F-16 can fly more than 500 miles, deliver its weapons with superior accuracy, defend itself against enemy aircraft, and return to its starting point. An all-weather capability allows it to accurately deliver ordnance during non-visual bombing conditions. (U.S Air Force photo)
A-16 and F/A-16
F-16 variants modified to serve as dedicated close air support (CAS) aircraft. The A-16 was a late-1980s GD project to develop a CAS version of the basic F-16 by adding armor and strengthening the wings for a heavier weapons load, including a 30 mm cannon and 7.62 mm Minigun pods. Two F-16A Block 15 aircraft were modified to this configuration. Envisioned as a successor to the A-10, the type was to have received the ‘Block 60’ designation; however, the A-16 never went into production due a 26 November 1990 Congressional directive to the USAF mandating that it retain two wings of A-10s.
A second outcome of that directive was a decision by the Air Force that, instead of upgrading the A-10, it would seek to retrofit 400 Block 30/32 F-16's with new equipment to perform both CAS and battlefield air interdiction (BAI) missions. This “F/A-16” Block 30 approach, however, was dropped in January 1992 in favor of equipping Block 40/42 F-16C/D's with LANTIRN pods.
In 1991, 24 F-16A/B Block 10 aircraft were armed with a four-barrel 30 mm derivative of the A-10A’s GAU-8/A cannon. This weapon was carried in a General Electric GPU-5/A Pave Claw pod on the centerline stores station. There were also plans to convert F-16C’s to this configuration and to incorporate the A-10’s AN/AAS-35V Pave Penny laser spot tracker. However, the vibration from the gun when firing proved so severe as to make both aiming and flying the aircraft difficult, and trials were suspended after two days.
F-16AT Falcon 21.
The F-16AT ‘Falcon 21’ was a low-cost alternative for the ATF competition unsuccessfully proposed by General Dynamics in 1990. It was a single-engined fighter based on the F-16XL, but with a trapezoidal wing.
NF-16D / VISTA / MATV.
In 1988 General Dynamics and its subcontractor Calspan received a contract sponsored by the Air Force, Navy and NASA to develop the Variable-stability In-flight Simulator Test Aircraft (VISTA). The F-16 VISTA effort involved modifying a Block 30 F-16D belonging to Wright Labs with a center stick (in addition to the sidestick controller), a new computer and digital flight control system that allowed it to imitate, to a degree, the performance of other aircraft. Redesignated NF-16D, its first flight in the VISTA configuration occurred on 9 April 1992.
In 1991, the USAF took over the F-16 Multi-Axis Thrust-Vectoring (MATV) project, which had been a joint effort by General Dynamics and General Electric to explore the application of thrust vector control (TVC) technology to the F-16. The variable-stability computers and center stick were temporarily removed from the VISTA for flight tests for the MATV program, under which the first use of thrust-vectoring in flight was accomplished on 30 July 1993. MATV testing was concluded in March 1994, and although the program was considered successful, thrust vectoring was not taken up for the F-16 by the USAF. In 1996 a program was begun to fit the NF-16D with a multi-directional thrust-vectoring nozzle, but the program was canceled due to lack of funding later that year.
F-16U
The F-16U was one of several configurations proposed for the United Arab Emirates in the early 1990s. It was a two-seat aircraft that combined many features of the F-16XL and the delta wing of the F-16X.
F-16X Falcon 2000
In 1993 Lockheed Martin proposed development of a new version of the venerable F-16 as a competitor to Boeing’s F/A-18E/F Super Hornet. This F-16X ‘Falcon 2000’ featured a delta-wing planform like that of the F-22, which together with a fuselage stretch would provide a 80% greater internal fuel volume. LM claimed the F-16X could be built for two-thirds the cost of the Super Hornet.
F-16 ES
The F-16 Enhanced Strategic (ES) was an extended-range variant of the F-16C/D fitted with conformal fuel tanks that granted it a 40% greater range over the standard Block 50. Unsuccessfully offered to Israel in late 1993 as an alternative to the F-15I Strike Eagle, it was one of several configuration options offered to the United Arab Emirates that would ultimately lead to the development of the F-16E/F Block 60 for that nation. The F-16ES first flew in November 1994.
F-16 LOAN
The F-16 Low-Observable Asymmetric Nozzle (LOAN) demonstrator was an F-16C fitted with a prototype nozzle with significantly reduced radar and infrared signatures and lowered maintenance requirements. It was tested in November 1996 to evaluate the technology for the Joint Strike Fighter (JSF) program.
F-16AM/F-16BM
These designations have been applied to F-16A/B that have received the F-16 Mid-Life Update (MLU), which improves the reliability, supportability and maintainability of the aircraft, and upgrades the cockpit to a standard similar to that of the Block 50. Conversion work began in January 1997.
F-16 GCAS
This was a Block 25 F-16D modified to supplant the AFTI F-16 in continued investigation of ground collision-avoidance system (GCAS) technologies to reduce "controlled flight into terrain" (CFIT) incidents during 1997–1998.
F-16IN
Lockheed Martin has proposed an advanced variant, the F-16IN, as its candidate for India’s 126-aircraft Indian Air Force Medium Multi-Role Combat Aircraft (MMRCA) competition. If selected as the winner of the competition, Lockheed Martin will supply the first 18 aircraft, and will set up an assembly line in India in collaboration with Indian partners for production of the remainder.
GF-16
Small numbers of each type of F-16A/B/C are used for non-flying ground instruction of maintenance personnel.
QF-16
The USAF is considering converting older-model F-16s into full-scale target drones under the QF-16 Air Superiority Target (AST) program. QF-16s would replace the current QF-4 drones, the last of which are expected to be expended around 2010.

Major upgrade programs

F-16 MSIP
In 1980, General Dynamics, the USAF’s F-16 System Program Office (SPO), and the EPG partners initiated a long-term Multinational Staged Improvement Program (MSIP) to evolve new capabilities for the F-16, mitigate risks during technology development, and ensure its currency against a changing threat environment. The F-16 Falcon Century program, a survey and evaluation of new technologies and new capabilities that began in 1982, was also relied upon to identify new concepts for integration onto the F-16 through the MSIP derivative development effort. Altogether, the MSIP process permitted quicker introduction of new capabilities, at lower costs, and with reduced risks compared to traditional stand-alone system enhancement and modernization programs.
The first stage, MSIP I, began in February 1980 and it introduced the new technologies that defined the Block 15 aircraft. Fundamentally, MSIP I improvements were focused on reducing the cost of retrofitting future systems. These included structural and wiring provisions for a wide-field-of-view raster head-up display (HUD); multifunction displays; advanced fire control computer and central weapons interface unit; integrated Communications/Navigation/Identification (CNI) system; beyond-visual-range (BVR) air-to-air missiles, electro-optical and target acquisition pods, and internal electronic countermeasures (ECM) systems; and increased-capacity environmental control and electrical power systems. Delivery of the first USAF MSIP I Block 15 aircraft occurred in November 1981, and work on the first EPG MSIP I aircraft began in May 1982.
MSIP II, begun in May 1981, led to the F-16C/D Block 25/30/32. For the Block 25, it basically added the systems which the MSIP I provisions had enabled. The first MSIP II F-16C Block 25 was delivered in July 1984. The Block 30/32 take advantage of the Alternative Fighter Engine program that offered a choice between two engines for the F-16: the General Electric F110-GE-100 (Block 30) as well as the newly upgraded Pratt & Whitney F100-PW-220 (Block 32). To take full advantage of the higher-thrust GE engine, a larger, modular air inlet duct was fitted on the Block 30s. MSIP II capabilities introduced on the Block 30/32 also included the ability to target multiple aircraft with the AMRAAM; range, resolution and signal processor improvements to the AN/APG-68 radar; a ring laser gyroscope; ALQ-213 electronic warfare system; added cooling air capacity for the more powerful avionics suite; and employment of the AGM-45 Shrike anti-radiation missiles. The first Block 30 was delivered in July 1986.
MSIP III produced the Block 40/42/50/52. Initiated in June 1985, the first MSIP III Block 40 was delivered in December 1988, and the first Block 50 followed in October 1991. Introduced in the MSIP III Block 40/42 were LANTIRN navigation and targeting pods, along with the related diffractive optics HUD; the increased-reliability APG-68V fire-control radar; an aft-seat HUD monitor in the F-16D; a four-channel digital flight-control system; GPS; advanced EW and IFF equipment; and further structural strengthening to counter the aircraft’s growing weight. The Block 50/52 received uprated F100-GE-129 and F110-PW-229 engines; an upgraded programmable display generator; an upgraded programmable display generator with digital terrain mapping; an improved APG-68V5 fire-control radar; an automatic target hand-off system; an anti-jam radio; the ALE-47 chaff dispenser; and integration of AGM-88 HARM anti-radiation missiles.
Although only three stages had been originally planned, GD proposed an MSIP IV segment (marketed as ‘Agile Falcon’), but this was rejected by the Air Force in 1989. However, most of its elements – such as extensive avionics upgrades, color displays, an electronic warfare management system (EWMS), reconnaissance pods, AIM-9X Sidewinder infrared air-to-air missile integration, and helmet-mounted sights – have been introduced since that time.
Pacer Loft I & II
F-16A/B Blocks 1 and 5 were upgraded to the Block 10 standard under a two-phase program: Pacer Loft I (1982–1983) and Pacer Loft II (1983–1984).
F-16A/B Block 15 OCU
Beginning in January 1988, all Block 15 F-16A/B were delivered with an Operational Capability Upgrade (OCU). The Block 15 OCU aircraft incorporate the wide-angle HUD that was first introduced on the F-16C/D Block 25, more reliable F100-PW-220 turbofans, updated defensive systems, and the ability to fire the AIM-120 AMRAAM, the AGM-65 Maverick air-to-ground missile, and the AGM-119 Penguin Mk.3 anti-shipping missile developed by the Norwegian company Kongsberg. Many foreign customers upgraded their aircraft to the F-16A/B Block 15OCU standard.
F-16 MLU
In 1989 a two-year study began regarding possible mid-life upgrades for the USAF’s and European Partner Air Forces’ (EPAF’s) F-16A/B’s. The resulting F-16 Mid-Life Update (MLU) package was designed to upgrade the cockpit and avionics to the equivalent of that on the F-16C/D Block 50; add the ability to employ radar-guided air-to-air missiles; and to generally enhance the operational performance and improve the reliability, supportability and maintainability of the aircraft. Development began in May 1991 and continued until 1997; however, the USAF withdrew from the MLU program in 1992, although it did procure the modular mission computer for its Block 50/52 aircraft.
The first of five prototype conversions flew on 28 April 1995, and installation of production kits began in January 1997. Original plans called for the production of 553 kits (110 for Belgium, 63 for Denmark, 172 for the Netherlands, 57 for Norway, and 130 for the USAF), however, final orders amounted to only 325 kits (72 for Belgium, 61 for Denmark, 136 for the Netherlands, and 56 for Norway). The EPAFs redesignated the F-16A/B aircraft receiving the MLU as F-16AM/BM, respectively. Portugal later joined the program and the first of 20 aircraft was redelivered on 26 June 2003. In recent years, Chile, Jordan, and Pakistan have purchased surplus Dutch and Belgian F-16AM/BM for their air forces.
Development of new software and hardware modifications continues under the MLU program. The M3 software tape was installed in parallel with the Falcon STAR structural upgrade to bring the F-16AM/BM up to the standards of the USAF’s Common Configuration Implementation Program (CCIP). A total of 296 M3 kits (72 for Belgium, 59 for Denmark, 57 for Norway, and 108 for the Netherlands) were ordered for delivery from 2002–2007; installation is anticipated to be completed in 2010. An M4 tape has also been developed that adds the ability to use additional weapons and the Pantera targeting pod; Norway began operating flying combat operations in Afghanistan with these upgraded aircraft in 2008. An M5 tape is in development that will enable employment of a wider array of the latest smart weapons, and the first aircraft upgraded with it are due to be delivered in 2009.
Falcon UP
Although the F-16 was originally designed with an expected service life of 8000 flying hours, actual operational usage has proven to be more severe than expected and this has been exacerbated by its growing weight as more systems and structure have been added to the aircraft. As a result, the anticipated average service life of the F-16A/B had fallen to only 5500 flying hours. Beginning in the early 1990s, the Falcon UP program restored the 8000-hour capability for the USAF’s Block 40/42 aircraft. Pleased with the results, the USAF extended the Falcon UP effort to provide a Service Life Improvement Program (SLIP) for its Block 25 and 30/32 aircraft to ensure 6000 flying hours, and a Service Life Extension Program (SLEP) for its F-16A/B aircraft to assure their achieving 8000 hours.
Falcon STAR
Falcon STAR (STructural Augmentation Roadmap) is a program to repair and replace critical airframe components on all F-16A/B/C/D aircraft; like Falcon UP, it is intended to ensure an 8000-hour service life, but is based on more recent operational usage statistics. The first redelivery occurred in February 2004, and in 2007 the USAF announced that it would upgrade 651 Block 40/42/50/52 F-16’s; this is expected to extend the Falcon STAR program, which began in 1999, through 2014.
F-16 ACE
Israel Aircraft Industries (IAI) developed an open-architecture avionics suite upgrade for its F-16s known as the Avionics Capabilities Enhancement (ACE). It introduced the first “full-glass cockpit” on an operational F-16, and featured an advanced fire-control radar, an Up Front Control Panel (UFCP), and an option for a wide-angle head-up display (HUD) or a helmet-mounted display. First flight of an F-16B equipped with ACE was accomplished in May 2001. The ACE upgrade was not taken up by the Israeli Air Force, which ordered a second batch of the F-16I instead; IAI offered ACE to Venezuela but the U.S. government blocked it and stated that it would only permit elements of ACE, not the whole suite, to be exported.
F-16 Falcon ONE
Singapore Technologies Aerospace (ST Aero) has also developed a state-of-the-art, “glass cockpit” avionics suite as an alternative to the MLU offering. The Falcon ONE suite includes a wide-angle HUD that can display FLIR imagery, the Striker Helmet-Mounted Display (HMD), a datalink capability, and the FIAR Grifo radar. First revealed at the Farnborough Air Show on 25 July 2000, it has yet to find a customer.
F-16 CCIP
The Common Configuration Implementation Program (CCIP) is a $2 billion modernization effort that seeks to standardize all USAF Block 40/42/50/52 F-16s to a common Block 50/52-based avionics software and hardware configuration for simplified training and maintenance. Lockheed Martin received a contract to develop the first phase CCIP configuration upgrade packages in June 1998; kit production work started in 2000, and deliveries began in July 2001.
Phase 1 of the CCIP introduced new Modular Mission Computers, color cockpit display kits and advanced IFF systems to domestically based Block 50/52 aircraft, and introduced the new Sniper Advanced Targeting Pod (ATP). The ability of the F-16CJ/DJ to employ GPS-guided weapons was extended to the rest of the Block 50/52 fleet. Upgraded Phase 1 aircraft redeliveries began in January 2002. The second phase extended these upgrades to overseas-based Block 50/52 Falcons, and redeliveries ran from July 2003 to June 2007. Phase II also included the introduction of autonomous beyond-visual-range air-intercept capability, the Link-16 datalink, and the Joint Helmet-Mounted Cueing System (JHMCS).
The ongoing Phase 3 effort is focused on Block 40/42 F-16s. Development began in July 2003 and by June 2007 Lockheed Martin had completed roughly a quarter of the USAF’s Block 40/42 fleet. Phase 3 incorporates the M3+ Operational Flight Program (OFP) which extends the capabilities of the first two phases to the Block 40/42 fleet and adds Multifunctional Information Distribution System (MIDS), the new NATO-standard datalink network. Development of an M4+ OFP began in late 2002; this update will allow use of the Raytheon AIM-9X on Block 40/42/50/52 aircraft. Northrop Grumman was awarded a contract in early 2004 to develop an M5+ upgrade kit to update the AN/APG-68(V)5 radars on the Block 40/42/50/52 Falcons to the AN/APG-68(V)9 standard; upgrading of Block 40/42 aircraft began in 2007 and is to become operational on the Block 50/52 aircraft by 2010. An M6+ OFP is under consideration, and could include integration of the GBU-39 Small Diameter Bomb (SDB) on CCIP aircraft, which is planned to begin in fiscal year 2012.
Turkey became the first international customer for the CCIP update with the signing of a $1.1 billion contract on 26 April 2005 to upgrade an initial 76 Block 40/50 and 41 Block 30 F-16C/Ds to an equivalent of the Phase 3/M5+ OFP standard under the "Peace Onyx III" Foreign Military Sales (FMS) program. This work will be performed by Turkish Aerospace Industries (TAI) and is due to be completed in 2012; however, Turkey holds on option on the upgrade of the remainder of its 100 Block 40s, which could extend the program. Turkey has since exercised the option to upgrade the remainder of it's F-16 fleet, and now a total of 217 F-16 will be upgraded under the Turkish CCIP program (38 block 30, 104 block 40, 76 block 50).
CUPID
The Combat Upgrade Plan Integration Details (CUPID) effort is an ongoing initiative to bring older U.S. Air National Guard and Air Force Reserve Command Block 25/30/32 F-16s closer to Block 50/52 specifications. CUPID focuses on adding improved precision attack capabilities, night vision equipment, datalinks, carriage of the Litening II infrared targeting pod, and laser- and GPS-guided weapons.

More photos:

F-16 Fighting Falcon: F-16 Fighting Falcons fly in formation April 25 over the Pacific Alaska Range Complex. The F-16s are from the 18th Fighter Squadron at Eielson Air Force Base, Alaska. Members of the 18th FS conduct air operations for combat-ready F-16s, working closely with the 355th Fighter Squadron to provide close-air support, forward-air control (airborne), battlefield air interdiction, and offensive counter air. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: F-16 Fighting Falcons fly in formation April 25 over the Pacific Alaska Range Complex. The F-16s are from the 18th Fighter Squadron at Eielson Air Force Base, Alaska. Members of the 18th FS conduct air operations for combat-ready F-16s, working closely with the 355th Fighter Squadron to provide close-air support, forward-air control (airborne), battlefield air interdiction, and offensive counter air. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: Capt. Jeremy Wimer enters final approach over Eielson Air Force Base, Alaska, after returning from a Red Flag-Alaska mission. Red Flag-Alaska is a Pacific Air Forces-directed field training exercise for U.S. forces flown under simulated air combat conditions. Captain Wimer is an F-16 Fighting Falcon pilot from the 18th Fighter Squadron. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: Capt. Jeremy Wimer positions an F-16 Fighting Falcon to be refueled behind a KC-10 Extender April 13 over the Pacific Alaska Range Complex during Red Flag-Alaska 07-1. Red Flag-Alaska is a Pacific Air Forces-directed field training exercise flown under simulated air combat conditions. Captain Wimer is a pilot from the 18th Fighter Squadron from Eielson AFB. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: An F-16 Fighting Falcon from the 64th Aggressor Squadron at Nellis Air Force Base, Nev., taxis down the runway at Eielson AFB, Alaska, April 6 for a Red Flag-Alaska 07-1 orientation flight. The exercise, formerly known as Cope Thunder, provides joint offensive counter-air, interdiction, close-air support and large-force employment training in a simulated combat environment. Red Flag-Alaska runs through April 20. (U.S. Air Force photo/Senior Airman Justin Weaver).

F-16 Fighting Falcon: F-16 Fighting Falcons fly in formation April 25 over the Pacific Alaska Range Complex. The F-16s are from the 18th Fighter Squadron at Eielson Air Force Base, Alaska. Members of the 18th FS conduct air operations for combat-ready F-16s, working closely with the 355th Fighter Squadron to provide close-air support, forward-air control (airborne), battlefield air interdiction, and offensive counter air. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: F-16 Fighting Falcons fly in formation April 25 over the Pacific Alaska Range Complex. The F-16s are from the 18th Fighter Squadron at Eielson Air Force Base, Alaska. Members of the 18th FS conduct air operations for combat-ready F-16s, working closely with the 355th Fighter Squadron to provide close-air support, forward-air control (airborne), battlefield air interdiction, and offensive counter air. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: F-16 Fighting Falcons fly in formation April 25 over the Pacific Alaska Range Complex. The F-16s are from the 18th Fighter Squadron at Eielson Air Force Base, Alaska. Members of the 18th FS conduct air operations for combat-ready F-16s, working closely with the 355th Fighter Squadron to provide close-air support, forward-air control (airborne), battlefield air interdiction, and offensive counter air. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: F-16 Fighting Falcons fly in formation April 25 over the Pacific Alaska Range Complex. The F-16s are from the 18th Fighter Squadron at Eielson Air Force Base, Alaska. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: An F-16 Fighting Falcon from performs a max climb April 25 over the Pacific Alaska Range Complex. The F-16 is assigned to the 18th Fighter Squadron at Eielson Air Force Base, Alaska. The 18th FS conducts air operations for combat-ready F-16 aircraft, working closely with the 355th Fighter Squadron to provide close-air support, forward-air control (airborne), battlefield air interdiction, and offensive counter air. (U.S. Air Force photo/Master Sgt. Robert Wieland)

F-16 Fighting Falcon: F-16 Fighting Falcons from the 8th Fighter Wing and South Korean air force's 111th Fighter wing take off for a joint training exercise June 8 from Kunsan Air Base. South Korea. This is the first time since the South Korean 111th Fighter Squadron moved to Kunsan AB that the South Korean and American units have briefed, flown and debriefed together on a dedicated mission. (U.S. Air Force photo/Staff Sgt. Darcie Ibidapo)

F-16 Fighting Falcon: An F-16 Fighting Falcon from Aviano Air Base, Italy, sits on the tarmac at Eielson Air Force Base, Alaska, May 31 for Red Flag-Alaska 07-2. The Pacific Air Forces-directed field training exercise allows U.S. and coalition forces to fly under simulated air combat conditions. It is conducted on the Pacific Alaska Range Complex with air operations flown out of Eielson and Elmendorf AFB. The aircraft is from the 555th Fighter Squadron. (U.S. Air Force photo/Airman 1st Class Jonathan Snyder)

F-16 Fighting Falcon: An F-16 Fighting Falcon lands May 20 after performing a training mission of basic fighter maneuvers during the 2007 Falcon Air Meet in Azraq, Jordan. The event was founded by Jordan's Royal Highness Prince Feisal Bin Al Hussein to get F-16 users in the region to exercise and exchange information. Air forces from Jordan, Turkey, Belgium and the United States participated in the 2007 FAM. (U.S. Air Force photo/Tech. Sgt. Wolfram Stumpf)

F-16 Fighting Falcon: An F-16 Fighting Falcon approaches a KC-135 Stratotanker May 19 over central Iraq to refuel while supporting Operation Iraqi Freedom. The KC-135 is deployed from Fairchild Air Force Base, Wash., and the F-16 is deployed from Aviano Air Base, Italy. (U.S. Air Force photo/Senior Airman Erik Hofmeyer)

F-16 Fighting Falcon: An F-16 Fighting Falcon takes off from a base in Iraq recently to perform a close-air-support mission for coalition ground forces. Combined Forces Air Component aircraft like the F-16 flew 48 close-air-support missions May 3, primarily in northern Iraq, and responded to coalition ground forces in contact with enemy personnel. (U.S. Air Force photo)

F-16 Fighting Falcon: An F-16 Fighting Falcon from the 18th Fighter Squadron at Eielson Air Force Base, Alaska, flies away after refueling from a KC-135 Stratotanker during Red Flag-Alaska July 20. More than 80 aircraft and 1,500 servicemembers from six countries are participating in the exercise July 12 to 27 to sharpen their combat skill in simulated combat sorties. Red Flag-Alaska's multinational participation and the addition of the Pacific Alaskan Range Complex assets provide realistic combat training in a safe and controlled setting. (U.S. Air Force photo/Capt. Tana R.H. Stevenson)

F-16 Fighting Falcon: An F-16 Fighting Falcon from the 18th Fighter Squadron at Eielson Air Force Base, Alaska, prepares to refuel from a KC-135 Stratotanker at Red Flag-Alaska July 20. More than 80 aircraft and 1,500 servicemembers from six countries are participating in the exercise July 12 to 27 to sharpen their combat skills in simulated combat sorties. Red Flag-Alaska's multinational participation and the addition of the Pacific Alaskan Range Complex assets provide realistic combat training in a safe and controlled setting. (U.S. Air Force photo/Capt. Tana R.H. Stevenson)

F-16 Fighting Falcon: The last three F-16 Fighting Falcons assigned to the 419th Fighter Wing prepare to taxi for departure June 28 from Hill Air Force Base, Utah. The wing's entire fleet of F-16s have been reassigned to other Reserve and Air National Guard bases. (U.S. Air Force photo/Tech. Sgt. Michael Owens)

F-16 Fighting Falcon: F-16 Fighting Falcons from the 555th Fighter Squadron from Aviano Air Base, Italy, arrive June 19 at Kunsan Air Base, South Korea. Airmen are here for a 120-day deployment. This is the first time a U.S. Air Forces in Europe fighter unit has deployed to a Pacific Air Force base. (U.S. Air Force photo/Senior Airman Barry Loo)

F-16 Fighting Falcon: An F-16 Fighting Falcon flies beside a KC-135 Stratotanker after receiving fuel. Coalition tankers offloaded 2.7 million pounds of fuel, the equivalent of 403,000 gallons of automobile fuel, to 224 coalition aircraft June 9. (U.S. Air Force photo.)

F-16 Fighting Falcon: Two F-16 Fighting Falcons from the Vermont Air National Guard's 158th Fighter Wing participate in a special event held June 6 to promote Air Force Week New England which will take place in August. (U.S. Air Force photo/Senior Master Sgt. Robert Sabonis)

F-16 Fighting Falcon: An F-16 Fighting Falcon eases up to the refueling boom of a KC-10 Extender during an Operation Iraqi Freedom mission. F-16s provide shows of force to enemy troops and provide overwatch for coalition troops on the ground in Iraq. (U.S. Air Force photo/Airman 1st Class Matt Cook)

F-16 Fighting Falcon: A pair of F-16 Fighting Falcons sit on the flightline as the sun sets at Balad Air Base Iraq. F-16s fly close-air-support missions exclusively for Operation Iraqi Freedom. F-16s destroyed dirt bridges being used by insurgents Aug. 4 in Baghdad. (U.S. Air Force photo/Tech. Sgt. Beth Holliker)

F-16 Fighting Falcon: An Air Force F-16 Fighting Falcon sits on the flightline at Balad Air Base, Iraq. F-16s fly close-air-support missions for Operation Iraqi Freedom. There were 49 CAS missions flown by coalition aircraft for OIF July 26. (U.S. Air Force photo.)

F-16 Fighting Falcon: An F-16 Fighting Falcon takes off for a combat mission in support of Operation Iraqi Freedom July 22 at Balad Air Base, Iraq. The two F-16s are deployed from the Oklahoma Air National Guard's 138th Fighter Wing at the Tulsa International Airport. F-16s from the 332nd Air Expeditionary Wing destroyed an al-Qaida training camp southwest of Baghdad July 21. (U.S. Air Force photo/Senior Airman Olufemi A. Owolabi)

F-16 Fighting Falcon: An F-16 Fighting Falcon demonstrates its range of maneuverability during an aerial intercept exercise Sept. 24 at Andersen Air Force Base, Guam. The F-16 C/D model is capable of withstanding up to nine Gs, or nine times the force of gravity, during combat maneuvers. (U.S. Air Force photo/Senior Master Sgt. Mahmoud Rasouliyan)

F-16 Fighting Falcon: Two F-16 Fighting Falcons go "wheels-up" during aerial intercept training Sept. 24 at Andersen Air Force Base, Guam. The F-16 has proven itself as a highly maneuverable, low-cost and multi-mission capable weapons platform since it was added to the Air Force inventory in 1979. (U.S. Air Force photo/Senior Master Sgt. Mahmoud Rasouliyan)

F-16 Fighting Falcon: An F-16 Fighting Falcon turns away after a mid-air refueling over Southwest Asia. The F-16 Fighting Falcon is a compact, highly maneuverable multi-role fighter and has proven itself in air-to-air combat and air-to-surface attack. It provides a relatively low-cost, high-performance weapon system for the United States and allied nations. (U.S. Air Force photo/Staff Sgt Grady Epperly)

F-16 Fighting Falcon: A F-16 Fighting Falcon flies over Aviano Air Base, Italy, as it departs for an NATO Operation Allied Force mission in the Balkans March 27, 1999. (U.S. Air Force photo/Senior Airman Mitch Fuqua)

F-16 Fighting Falcon: A 148th Fighter Wing Airman makes repairs to an F-16 Fighting Falcon during an Operational Readiness Inspection Oct. 13 at the Minnesota Air National Guard Base located in Duluth, Minn. The ORI is designed to evaluate the wing's ability to prepare and deploy servicemembers, equipment and support assets to a combat environment. (U.S. Air Force photo/Senior Airman Donald Acton)

F-16 Fighting Falcon: F-16A Fighting Falcons and F-15C and F-15E Eagles fly over burning oil fields during Desert Storm. Operation Desert Storm began Jan. 17, 1991. (U.S. Air Force photo/Tech. Sgt. Fernando Serna)

F-16 Fighting Falcon: A new Block 40 F-16 Fighting Falcon arrives at Kunsan Air Base, South Korea, Oct. 2. This was one of four upgraded fighters the 8th Fighter Wing received as part of the Common Configuration Implementation Program. Four pilots from the 80th Fighter Squadron traveled to Eielson Air Force Base, Alaska, to fly the aircraft to Kunsan. (U.S. Air Force photo/Senior Airman Giang Nguyen)

F-16 Fighting Falcon: Lt. Col. Shane Riza arrives at Kunsan Air Base, South Korea, Oct. 2 in a new Block 40 F-16 Fighting Falcon. He and three other pilots from Kunsan's 8th Fighter Wing traveled to Eielson Air Force Base, Alaska, to fly the upgraded fighters to Kunsan. Colonel Riza is the 80th Fighter Squadron director of operations. (U.S. Air Force photo/Senior Airman Steven R. Doty)

F-16 Fighting Falcon: An F-16 Fighting Falcon approaches a KC-135 Stratotanker over central Iraq to refuel while supporting Operation Iraqi Freedom. (U.S. Air Force photo/Senior Airman Erik Hofmeyer)

F-16 Fighting Falcon: Col. CQ Brown 8th Fighter Wing commander, leads a flight of F-16 Fighting Falcons during a joint Air Force and Republic of Korea Air Force training mission here Nov. 14. Pilots from the ROKAF's 111th Fighter Squadron joined with Kunsan pilots during the joint mission, giving pilots from both countries a chance to work together and hone their warfighting skills. (U.S. Air Force photo/Master Sgt. Jack Braden)

F-16 Fighting Falcon: Two F-16 Fighting Falcons from the Republic of Korea Air Force's 111th Fighter Squadron, form up on Kunsan jets after completing a joint-training mission with pilots from the 8th Fighter Wing here Nov. 14. ROKAF pilots joined with Kunsan pilots during the joint mission to give pilots from both countries a chance to work together and hone their warfighting skills. (U.S. Air Force photo/Master Sgt. Jack Braden)

F-16 Fighting Falcon: Senior Airman Kyle Renbarger performs an F-16 Fighting Falcon post flight inspection Oct. 18 at Nellis Air Force Base, Nev. Airman Renbarger is a 63rd Fighter Squadron crew chief from Luke AFB, Ariz. (U.S. Air Force photo/Master Sgt. Kevin J. Gruenwald)

F-16 Fighting Falcon: A 148th Fighter Wing F-16 Fighting Falcon from the Minnesota Air National Guard rests awaiting the next day's inspection in Duluth, Minn. The unit is undergoing an Operational Readiness Inspection designed to evaluate the wing's ability to prepare and deploy servicemembers and equipment to a combat environment. (U.S. Air Force photo/Senior Airman Donald Acton)

F-16 Fighting Falcon: Capt. Joshua King, an F-16 Fighting Falcon pilot assigned to the 80th Fighter Squadron at Kunsan Air Base, South Korea, searches for his target while flying over a designated training area Nov. 29 while participating in a close-air-support training mission. Pilots use such missions to simulate actual conditions they may face in combat and keep their war-fighting skills honed. (U.S. Air Force Photo/Master Sgt Jack Braden)

F-16 Fighting Falcon: KUNSAN AIR BASE, South Korea-- Capt. Joshua King, a pilot assigned to the 80th Fighter Squadron, flies his F-16 Fighting Falcon back to base after completing a close-air-support training mission Nov. 29, 2007. Pilots utilize training missions to simulate actual conditions they may face in combat and keep their war-fighting skills honed. (U.S. Air Force Photo/Master Sgt Jack Braden)

F-16 Fighting Falcon: Capt. Joshua King, an F-16 Fighting Falcon pilot assigned to the 80th Fighter Squadron at Kunsan Air Base, South Korea, searches for his target while flying over a designated training area Nov. 29 while participating in a close-air-support training mission. Pilots use such missions to simulate actual conditions they may face in combat and keep their war-fighting skills honed. (U.S. Air Force Photo/Master Sgt Jack Braden)

F-16 Fighting Falcon: An F-16 Fighting Falcon from the 22nd Expeditionary Fighter Squadron lands at Balad Air Base, Iraq. Members of the 22nd EFS, deployed from Spangdahlem AB, Germany, fly missions daily in support of Operation Iraqi Freedom. (U.S. Air Force photo/Master Sgt. John Nimmo Sr.)

F-16 Fighting Falcon: Capt. Thomas Graham inspects the exhaust system of an F-16 Fighting Falcon during a preflight inspection at Balad Air Base, Iraq. The exterior and interior of the aircraft are examined to ensure that everything is operating properly before flying missions in support of Operation Iraqi Freedom. Captain Thomas is assigned to the 4th Expeditionary Fighter Squadron. (U.S. Air Force photo/Staff Sgt. Joshua Garcia)

F-16 Fighting Falcon: The first production F-16A-10 Fighting Falcon flies a test mission loaded with two AIM-9J Sidewinder missiles, AN/ALQ-119 ECM pod and 300-gallon centerline fuel tank. (U.S. Air Force photo)

P-8A MMA

2010-06-19T05:43:00.000+08:00

DID has covered the Boeing 737-derived P-8A MMA program in-depth, including India’s interest in the P-3 Orion’s successor. The P-8A is not expected to be available before 2013-2014. Nevertheless, The Times of India’s sources in the Indian Navy believe that the P-8A would match the combined operational profile presently being executed by its existing fleet of Ilyushin Il-38 Mays and TU-142 Bears. Given the limited remaining lifetime of even the refurbished IL-38SDs, a long-term solution is understandably attractive.
As DID has noted before, India also considers its involvement in the Boeing MMA program a test of Washington’s long-term military and strategic commitment to India. Significant distrust remains in the wake of the USA’s 1988 embargo of military exports to India and Pakistan following underground nuclear tests – an embargo that was only lifted fully in September of 2004. While its timeline may pose problems, just having the P-8A offered and cleared for export has been the one of the biggest benefits India received from this RFP; the Pentagon has also pledged to make additional technical military capabilities available to New Delhi as they enter US service.
In the end, Team Boeing submitted its proposal to develop and deliver 8 P-8I Multi-mission Maritime Aircraft variants, touting its commonality and supportability benefits (q.v. April 13/07 update). The proposal includes the development of a unique Indian navy P-8 configuration, significant participation for Indian industry, test and certification activities, and 8 aircraft delivered over a 4-year period. This appears to be the winning proposal.

F-35 Lightning II

2010-06-04T02:29:00.000+08:00

Following an intense four-year competition, the U.S. Department of Defense on 26 October 2001, named the Lockheed Martin lead Joint Strike Fighter (JSF) team as the winner of the contract to develop the F-35 JSF.

F-35-Lightning II Joint Strike Fighter: B-Variant testing

The F-35 team immediately entered the program’s 10-year System Development and Demonstration (SDD) phase.

The SDD period involves the development and testing of the entire aircraft system, including its manufacture. During SDD, the team will build a total of 22 test aircraft. Fourteen will undergo flight-testing, seven will be used for non-airborne test activities, and one will be used to evaluate the F-35’s radar signature.

Nine nations are partnering in the F-35’s SDD phase: The United States, United Kingdom, Italy, the Netherlands, Turkey, Canada, Denmark, Norway and Australia. Partnership in SDD entitles those countries to bid for work on a best value basis, and participate in the aircraft’s development. Additionally, Israel and Singapore have agreed to join the program as a Security Cooperation Participants.

Lockheed Martin is the F-35 prime contractor, while Northrop Grumman and BAE Systems are principal partners in the project.

Final assembly of the F-35 will take place at Lockheed Martin Aeronautics Company in Fort Worth, Texas. Northrop Grumman Corporation in Palmdale and El Segundo, California will manufacture the center-fuselage, and the aft fuselage and tails will be manufactured by BAE Systems in Samlesbury, England. Lockheed Martin in Fort Worth will manufacture the forward fuselage and wings.

F-35-Lightning II Joint Strike Fighter: B-Variant testing

Flight-testing will be conducted at Fort Worth, Edwards Air Force Base, and Naval Air Station Patuxent River. Additionally, the STOVL and CV variants will undergo sea trials aboard American, British and Italian aircraft carriers.

Background

The F-35 is drastically more than just a jet; it is a highly integrated air system. The system is comprised of many key parts such as the propulsion system, the avionics suite, the weapons systems, an autonomic logistics system and the list continues.

The single-engine, single-seat F-35 will be manufactured in three versions: a conventional-takeoff-and-landing (CTOL) variant for the U.S. Air Force, an aircraft-carrier version (CV) for the U.S. Navy, and a short-takeoff/vertical landing (STOVL) version for the U.S. Marine Corps and the U.K. Royal Air Force and Royal Navy.

The requirements for the Joint Strike Fighter are complex – from the start it must reach new heights of lethality, but be affordable. It must be survivable during the rigors of combat and supportable from austere environments. All the while, the F-35 JSF must meet all of these diverse needs of multiple services and still be affordable.

The 1970s saw the production of many of today's aircraft that comprise most of the U.S. tactical aircraft inventory. The combination of service-life exhaustion and escalating threats will require all of the services to slowly retire their current tactical aircraft. These issues are not restricted to the U.S. The Royal Air Force and Royal Navy Harriers underscore similar problems. Other U.S. allies have are having the same problem.

The F-35 is designed to replace aging fighter inventories including U.S. Air Force A-10s and F-16s, U.S. Navy F/A-18s, U.S. Marine Corps AV-8B Harriers and F/A-18s, and U.K. Harrier GR.7s and Sea Harriers. With stealth and a host of next-generation technologies, the F-35 will be far and away the world’s most advanced multi-role fighter. There exists an aging fleet of tactical aircraft worldwide. The F-35 will solve that problem.

F-35-Lightning II Joint Strike Fighter: A-Variant testing

In providing that solution, the Joint Strike Fighter program has since day one had four program pillars:

Affordable

All variants of the F-35 will be procured within their target cost range. Operation and support costs will be dramatically reduced.

Lethal

Air-to-ground precision strikes in all weather … air-to-air combat engagements – every F-35 variant will be highly effective in both arenas.

Survivable

Stealthy, high-performance, supersonic strike fighters – The F-35 successfully integrates the technologies that will make every mission more survivable.

Supportable

Reliability and maintainability – The F-35 will be setting new standards for both, enabling lower support costs and easier upgrades than legacy aircraft.

The F-35 JSF program, while embracing the four pillars, is a single development program. The F-35 is addressing the needs of legacy aircraft users in a single program. The cost savings will continue through the life of the program. Duplications of efforts are being avoided, technology is more effectively leveraged, and greater economies of scale are being achieved through the joint acquisition of the F-35.

Affordability is the cornerstone of the F-35 program. It is achieved in large part through a very high level of common parts and systems across the three versions of the aircraft. Support costs are forecast to be about half that of present-day fighters, and streamlined assembly methods will cut production time significantly.

With nine countries (and their collective industrial prowess) involved in its development, the F-35 represents a new model of international cooperation, ensuring affordable U.S. and coalition partner security well into the 21st century. The F-35 also brings together solid strategic international partnerships, providing affordability by reducing redundant research and development and providing access to technology around the world.

F-35-Lightning II Joint Strike Fighter: B-Variant testing

From ongoing production today through testing and full service in the future, the F-35 will seamlessly incorporate the latest technological advancements as they emerge. Its solid aerodynamic design is specifically developed with room to grow, room that will continue to ensure that the F-35 will be a highly adaptable platform ready to accommodate rapidly changing technologies. The F-35 is a smart fighter that will get even smarter as new threats and the technologies to counter them emerge.

The F-35 will be extremely lethal. It will have excellent aerodynamic performance and advanced integrated avionics. It's next generation stealth, superb situational awareness and reduced vulnerability will make the F-35 hard to find, hard to hit and hard to kill.

The F-35 will create a truly global, highly effective fighter force. As the first U.S. combat aircraft acquisition program to have had international participation from its inception, the JSF closes the “capability gap” between the U.S. and its allies and ensures that coalition forces are able to tackle heavily defended targets alongside U.S. forces. The first F-35A is scheduled to take to the skies in late 2006.

F-35-Lightning II Joint Strike Fighter: Over Fort Worth, Texas, an F-35 Lightning II test aircraft AA-1 undergoes a flight check. (Photo courtesy of Lockheed Martin)

Technology

Autonomic Logistics (AL)

Because logistics support accounts for two-thirds of an aircraft's life cycle cost, the F-35 will achieve unprecedented levels of reliability and maintainability, combined with a highly responsive support and training system linked with the latest in information technology. The aircraft will be ready to fight anytime and anyplace. Autonomic Logistics (AL) is a seamless, embedded solution that integrates current performance, operational parameters, current configuration, scheduled upgrades and maintenance, component history, predictive diagnostics (prognostics) and health management, and service support for the F-35. Essentially, AL does invaluable and efficient behind-the-scenes monitoring, maintenance and prognostics to support the aircraft and ensure its continued good health.

Commonality

Commonality is the key to affordability – on the assembly line; in shared-wing platforms; in common systems that enhance maintenance, field support and service interoperability; and in almost 100 percent commonality of the avionics suite. Component commonality across all three variants reduces unique spares requirements and the logistics footprint. In addition to reduced flyaway costs, the F-35 is designed to affordably integrate new technology during its entire life cycle.

Distributed Aperture System

In a joint effort with Lockheed Martin Missiles and Fire Control, Northrop Grumman Electronic Systems will provide key electronic sensors for the F-35, which includes spearheading the work on the Electro-Optical Distributed Aperture System (DAS). This system will provide pilots with a unique protective sphere around the aircraft for enhanced situational awareness, missile warning, aircraft warning, day/night pilot vision, and fire control capability.

Diverterless Inlet

The F-35's diverterless inlet lightens the overall weight of the aircraft. Traditional aircraft inlets were comprised of many moving parts and are much heavier than newer diverterless inlets. The diverterless inlet also eliminates all moving parts.

Electro-Optical Targeting System

Lockheed Martin Missiles and Fire Control and Northrop Grumman Electronic Systems are jointly providing key electronic sensors for the F-35 to include the Electro-Optical Targeting System (EOTS). The internally mounted EOTS will provide extended range detection and precision targeting against ground targets, plus long range detection of air-to-air threats.

Helmet Mounted Display System

Vision Systems International, LLC (VSI) is developing the most advanced and capable Helmet Mounted Display System (HMDS) for the F-35. Utilizing extensive design experience gained on successful production Helmet Mounted Displays (HMD), the F-35 HMDS will replace the traditional Head-Up-Display (HUD) while offering true sensor fusion.

Integrated Communications, Navigation and Identification Avionics

Northrop Grumman Space Technology's integrated avionics satisfy the requirements for greatly increased functionalities within extreme space and weight limitations via modular hardware that could be dynamically programmed to reconfigure for multiple functions. This "smart"-box approach delivers increased performance, quicker deployment, higher availability, enhanced scalability and lower life cycle costs.

F-35-Lightning II Joint Strike Fighter: The F-35 Lightning II Joint Strike Fighter takes off for its initial flight Dec. 15 over Fort Worth, Texas. (Lockheed Martin photo/Tom Harvey)

Interoperability

The F-35 will have the most robust communications suite of any fighter aircraft built to date. The F-35 will be the first fighter to possess a satellite communications capability that integrates beyond line of sight communications throughout the spectrum of missions it is tasked to perform. The F-35 will contain the most modern tactical datalinks which will provide the sharing of data among its flight members as well as other airborne, surface and ground-based platforms required to perform assigned missions. The commitment of JSF partner nations to common communications capabilities and web-enabled logistics support will enable a new level of coalition interoperability. These capabilities allow the F-35 to lead the defense community in the migration to the net-centric warfighting force of the future.

Low Observability

An integrated airframe design, advanced materials and an axisymmetric nozzle maximize the F-35's stealth features.

Multi-Function Display System

Rockwell Collins's 8"x20" Multi-Function Display System (MFDS) will be the panoramic projection display for the F-35. MFDS employs leading edge technology in projection engine architecture, video, compression, illumination module controls and processing memory – all of which will make the MFDS the most advanced tactical display. One-gigabyte-per-second data interfaces will enable the MFDS to display six full motion images simultaneously. The adaptable layout will be easily reconfigurable for different missions or mission segments. Projection display technology will provide a high-luminance, high-contrast, and high-resolution picture with no viewing angle effect.

Multi-Mission Active Electronically Scanned Array (AESA) Radar

Northrop Grumman Electronic Systems is developing the Multi-Mission Active Electronically Scanned Array (AESA) Radar for the F-35. This advanced multi-function radar has gone through extensive flight demonstrations during the Concept Demonstration Phase (CDP). The radar will enable the F-35 JSF pilot to effectively engage air and ground targets at long range, while also providing outstanding situational awareness for enhanced survivability.

F-35-Lightning II Joint Strike Fighter: A-Variant testing

Propulsion

The F-35 Propulsion Systems are the most powerful fighter/attack turbofans in the world. There are two manufacturers with propulsion systems currently being tested. The propulsion systems are interchangeable and both will power the F-35. There are two major engine variants for the F-35. One engine will power the CTOL and CV versions of the aircraft, while the other will power the STOVL version. The F135 engine is made by Pratt & Whitney, the F136 by a team, known as the Fighter Engine Team comprised of General Electric and Rolls-Royce. Both the F135 and the F136 STOVL engines will utilize common exhaust and Lift System systems.

F135

The Pratt & Whitney F135 family of advanced propulsion systems utilize cutting edge technology to provide the F-35 with higher performance than conventional fighter aircraft. The engine consists of a 3-stage fan, a 6-stage compressor, an annular combustor, a single stage high-pressure turbine, and a 2 stage low-pressure turbine.

The F135 is currently in the SDD phase. The F135 is using the lessons learned from the F119 engine core and the JSF119 during the CDA stage to reduce risk in SDD. During SDD the F135 test engines will undergo a range of ground and flight tests to simulate various mission profiles. In these tests the system demonstration engines will be run for hours throughout various flight envelopes to ensure they meet performance requirements. One of the vital milestone tests occured at the end of 2003 with the first F135 engine to test.
The first CTOL F135 engine test occurred on 11 October 2003. The first STOVL F135 engine test occurred on 14 April 2004. To date over 2,000 hours have been accumulated on the F135 test engines.

F136

The GE Rolls-Royce Fighter Engine Team (FET) F136 engine is currently in the Pre-SDD phase. The objective of the F136 Pre-SDD phase is to reduce risk prior to entering SDD. The FET is utilizing technology developed from previous aircraft engine programs to design this engine. The F136 engine consists of a 3-stage fan, 5-stage compressor, a 3-stage low-pressure turbine section and a single stage high-pressure turbine.

The F136 team will transition into the SDD phase of their program later in 2005. The F135 and F136 teams are working closely to develop common propulsion system components.

The first CTOL F136 engine to test occurred on 22 July 2004. The first STOVL F136 engine to test occurred on 10 February 2005. To date, the F136 team has accumulated over 130 hours of engine tests.

Rolls-Royce Lift System

While Rolls-Royce is a member of the Fighter Engine Team with GE on the F136, they are also subcontracted to Pratt & Whitney on the F135 to provide the Lift System for the F-35. The Lift System is comprised of the Lift Fan, Clutch, Drive Shaft, Roll Posts and the Three Bearing Swivel Module (3BSM).

F-35-Lightning II Joint Strike Fighter: B-Variant testing

Shaft Driven Lift Fan (SDLF)

Lockheed Martin developed the idea for a Short Take-Off Vertical Landing (STOVL) lift system that uses a vertically oriented Shaft Driven Lift Fan (SDLF). A two-stage low-pressure turbine on the engine provides the horsepower necessary to power the Rolls-Royce designed Lift Fan. The Lift Fan generates a column of cool air that provides nearly 20,000 pounds of lifting power using variable inlet guide vanes to modulate the airflow, along with an equivalent amount of thrust from the downward vectored rear exhaust to lift the aircraft. The Lift Fan utilizes a clutch that engages the shaft drive system for STOVL operations. Because the lift fan extracts power from the engine, exhaust temperatures are reduced by about 200 degrees compared to traditional STOVL systems.

The SDLF concept was successfully demonstrated through a Large Scale Powered Model (LSPM) in 1995-96 and during the flight-testing of the X-35B during the summer of 2001. The Lift Fan, a patented Lockheed Martin concept, was developed and produced by Rolls-Royce Corp. in Indianapolis, Indiana and in Bristol, England.

Robust Structure

Continuous tailhook-to-nose-gear structure and catapult-compatible nose gear launch system are strengthened for catapult and arresting loads.

Sophisticated Cockpit

The F-35 provides its pilot with unsurpassed situational awareness, positive target identification and precision strike under any weather condition. Mission systems integration and outstanding over-the-nose visibility features are designed to dramatically enhance pilot performance.

Weapons Integration

The F-35 will employ a variety of US and allied weapons. From JDAMs to Sidewinders to the UK Storm Shadow, the F-35 has been designed to carry either internally or externally a large array of weapons.

Variants

F35A

Conventional Take Off & Landing (CTOL)
Span (ft) 35
Length (ft) 50.5
Wing Area (ft2) 460
Internal Fuel (lb) 18,498

F35B

Short Take Off/Vertical Landing (STOVL)
Span (ft) 35
Length (ft) 50.5
Wing Area (ft2) 460
Internal Fuel (lb) 13,326

F35C

Carrier Variant (CV)
Span (ft) 43
Length (ft) 50.8
Wing Area (ft2) 620
Internal Fuel (lb) 19,624
Source: Joint Strike Fighter program

More photos:

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter side: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: A-Variant testing

F-35-Lightning II Joint Strike Fighter: B-Variant testing

F-35-Lightning II Joint Strike Fighter: The X-35, Joint Strike Fighter from Lockheed Martin nears completion of flight testing at Edwards Air Force Base, Calif., in 2001. The JSF is being built in three variants: a conventional take-off and landing aircraft (CTOL) for the US Air Force; a carrier based variant (CV) for the US Navy; and a short take-off and vertical landing (STOVL) aircraft for the US Marine Corps and the Royal Navy. (U.S. Air Force photo)

F-35-Lightning II Joint Strike Fighter: A-Variant testing

F-35-Lightning II Joint Strike Fighter: PALMDALE, Calif. -- Lockheed Martin's X-35C Joint Strike Fighter concept demonstrator crosses a dry lakebed on its way to Edwards Air Force Base, Calif. The X-35C will undergo testing at Edwards for more than a month before moving on to Naval Air Station Paxtuxent River, Md. (Courtesy photo by Judson Brohmer)

F-35-Lightning II Joint Strike Fighter: A-Variant testing

F-35-Lightning II Joint Strike Fighter: The X-35C Joint Strike Fighter concept demonstrator leaves Palmdale, Calif., for nearby Edwards Air Force Base. The 27-minute sortie was the X-35C's maiden flight. (Courtesy photo by Greg Roberts)

F-35-Lightning II Joint Strike Fighter: EDWARDS AIR FORCE BASE, Calif. -- Lt. Col. Paul Smith holds the X-35A Joint Strike Fighter steady in behind a 418th Flight Test Squadron KC-135 tanker during the X-35A's first refueling mission. (Courtesy photo by Judson Brohmer)

F-35-Lightning II Joint Strike Fighter: EDWARDS AIR FORCE BASE, Calif. -- Lt. Col. Paul Smith holds the X-35A Joint Strike Fighter steady in behind a 418th Flight Test Squadron KC-135 tanker during the X-35A's first refueling mission. (Courtesy photo by Tom Reynolds)

F-35-Lightning II Joint Strike Fighter: EDWARDS AIR FORCE BASE, Calif. -- Lt. Col. Paul Smith holds the X-35A Joint Strike Fighter steady in behind a 418th Flight Test Squadron KC-135 tanker during the X-35A's first refueling mission. (Courtesy photo by Tom Reynolds)

F-35-Lightning II Joint Strike Fighter: Lockheed Martin's Joint Strike Fighter concept demonstrator, the X-35A, broke the sound barrier Nov. 21, 2000, at Edwards Air Force Base, Calif. The X-35A has finished flight testing and now is being re-fitted in nearby Palmdale to become the X-35B. (Courtesy photo by Tom Reynolds)

F-35-Lightning II Joint Strike Fighter: Lockheed Martin's X-35A Joint Strike Fighter Concept demonstrator broke the sound barrier Nov. 21, 2000, just 25 hours and 25 test flights into its airborne program at Edwards Air Force Base, Calif. The X-35A is being re-fitted into the X-35B and has begun ground testing in preparation for its short takeoff/vertical landing demonstrations. (Courtesy photo by Tom Reynolds)

F-35-Lightning II Joint Strike Fighter: Over Fort Worth, Texas, an F-35 Lightning II test aircraft AA-1 undergoes a flight check. (Photo courtesy of Lockheed Martin)

F-35-Lightning II Joint Strike Fighter: The F-35 Lightning II Joint Strike Fighter makes its initial flight Dec. 15 over Fort Worth, Texas. (Lockheed Martin photo/David Drais)

F-15 Eagle

2010-05-31T03:00:00.000+08:00

The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to permit the Air Force to gain and maintain air supremacy over the battlefield.

F-15 Eagle: OPERATION ALLIED FORCE -- An F-15C Eagle from the 48th Fighter Wing, Royal Air Force Lakenheath, England, breaks away from a 100th Air Expeditionary Wing KC-135R Stratotanker from Royal Air Force Mildenhall, England.

The Eagle's air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current enemy aircraft. The F-15 has electronic systems and weaponry to detect, acquire, track and attack enemy aircraft while operating in friendly or enemy-controlled airspace. The weapons and flight control systems are designed so one person can safely and effectively perform air-to-air combat.

The F-15's superior maneuverability and acceleration are achieved through high engine thrust-to-weight ratio and low wing loading. Low wing-loading (the ratio of aircraft weight to its wing area) is a vital factor in maneuverability and, combined with the high thrust-to-weight ratio, enables the aircraft to turn tightly without losing airspeed.

A multimission avionics system sets the F-15 apart from other fighter aircraft. It includes a head-up display, advanced radar, inertial navigation system, flight instruments, ultrahigh frequency communications, tactical navigation system and instrument landing system. It also has an internally mounted, tactical electronic-warfare system, "identification friend or foe" system, electronic countermeasures set and a central digital computer.
The pilot's head-up display projects on the windscreen all essential flight information gathered by the integrated avionics system. This display, visible in any light condition, provides information necessary to track and destroy an enemy aircraft without having to look down at cockpit instruments.

F-15 Eagle: OVER THE PACIFIC OCEAN -- An F-15C from the 67th Fighter Squadron refuels in flight from a KC-135R, from the 909th Air Refueling Squadron, June 28, 2001, while on a routine training mission over the Pacific ocean. Both units are stationed at Kadena Air Base, Japan. (U.S. Air Force photo by Master Sgt. Marvice Krause)

The F-15's versatile pulse-Doppler radar system can look up at high-flying targets and down at low-flying targets without being confused by ground clutter. It can detect and track aircraft and small high-speed targets at distances beyond visual range down to close range, and at altitudes down to treetop level. The radar feeds target information into the central computer for effective weapons delivery. For close-in dogfights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display. The F-15's electronic warfare system provides both threat warning and automatic countermeasures against selected threats.

A variety of air-to-air weaponry can be carried by the F-15. An automated weapon system enables the pilot to perform aerial combat safely and effectively, using the head-up display and the avionics and weapons controls located on the engine throttles or control stick. When the pilot changes from one weapon system to another, visual guidance for the required weapon automatically appears on the head-up display.

The Eagle can be armed with combinations of four different air-to-air weapons: AIM-7F/M Sparrow missiles or AIM-120 advanced medium range air-to-air missiles on its lower fuselage corners, AIM-9L/M Sidewinder or AIM-120 missiles on two pylons under the wings, and an internal 20mm Gatling gun in the right wing root.

The F-15E is a two-seat, dual-role, totally integrated fighter for all-weather, air-to-air and deep interdiction missions. The rear cockpit is upgraded to include four multi-purpose CRT displays for aircraft systems and weapons management. The digital, triple-redundant Lear Siegler flight control system permits coupled automatic terrain following, enhanced by a ring-laser gyro inertial navigation system.

For low-altitude, high-speed penetration and precision attack on tactical targets at night or in adverse weather, the F-15E carries a high-resolution APG-70 radar and low-altitude navigation and targeting infrared for night pods

Background

The first F-15A flight was made in July 1972, and the first flight of the two-seat F-15B (formerly TF-15A) trainer was made in July 1973. The first Eagle (F-15B) was delivered in November 1974. In January 1976, the first Eagle destined for a combat squadron was delivered.

The single-seat F-15C and two-seat F-15D models entered the Air Force inventory beginning in 1979. These new models have Production Eagle Package (PEP 2000) improvements, including 2,000 pounds (900 kilograms) of additional internal fuel, provision for carrying exterior conformal fuel tanks and increased maximum takeoff weight of up to 68,000 pounds (30,600 kilograms).

F-15 Eagle: The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current or projected enemy aircraft. (U.S. Air Force photo)
The F-15 Multistage Improvement Program was initiated in February 1983, with the first production MSIP F-15C produced in 1985. Improvements included an upgraded central computer; a Programmable Armament Control Set, allowing for advanced versions of the AIM-7, AIM-9, and AIM-120A missiles; and an expanded Tactical Electronic Warfare System that provides improvements to the ALR-56C radar warning receiver and ALQ-135 countermeasure set. The final 43 included a Hughes APG-70 radar.

F-15C, D and E models were deployed to the Persian Gulf in 1991 in support of Operation Desert Storm where they proved their superior combat capability. F-15C fighters accounted for 34 of the 37 Air Force air-to-air victories. F-15E's were operated mainly at night, hunting SCUD missile launchers and artillery sites using the LANTIRN system.

They have since been deployed for air expeditionary force deployments and operations Southern Watch (no-fly zone in Southern Iraq), Provide Comfort in Turkey, Allied Force in Bosnia, Enduring Freedom in Afghanistan and Iraqi Freedom in Iraq.

F-15 Eagle: OVER THE PACIFIC OCEAN -- An F-15C from the 67th Fighter Squadron prepares to refuel in flight from a KC-135R, from the 909th Air Refueling Squadron, June 28, 2001, while on a routine training mission over the Pacific ocean. Both units are stationed at Kadena Air Base, Japan. (U.S. Air Force photo by Master Sgt. Marvice Krause)

General Characteristics

Primary function: Tactical fighter
Contractor: McDonnell Douglas Corp.
Power plant: Two Pratt & Whitney F100-PW-100, 220 or 229 turbofan engines with afterburners
Thrust: (C/D models) 23,450 pounds each engine
Wingspan: 42.8 feet (13 meters)
Length: 63.8 feet (19.44 meters)
Height: 18.5 feet (5.6 meters)
Weight: 31,700 pounds
Maximum takeoff weight: (C/D models) 68,000 pounds (30,844 kilograms)
Fuel Capacity: 36,200 pounds (three external plus conformal fuel tanks)
Payload: depends on mission
Speed: 1,875 mph (Mach 2 class)
Ceiling: 65,000 feet (19,812 meters)
Range: 3,450 miles (3,000 nautical miles) ferry range with conformal fuel tanks and three external fuel tanks
Crew: F-15A/C: one. F-15B/D/E: two
Armament: One internally mounted M-61A1 20mm 20-mm, six-barrel cannon with 940 rounds of ammunition; four AIM-9L/M Sidewinder and four AIM-7F/M Sparrow air-to-air missiles, or eight AIM-120 AMRAAMs, carried externally.
Unit Cost: A/B models - $27.9 million (fiscal 98 constant dollars);C/D models - $29.9 million (fiscal 98 constant dollars)
Initial operating capability: September 1975
Inventory: Total force, 522

Source: USAF

Detailed background:

Source: wikipedia.org
The McDonnell Douglas (now Boeing) F-15 Eagle is an all-weather tactical fighter designed to gain and maintain air superiority in aerial combat. It was developed for the United States Air Force, and first flew in July 1972. The F-15E Strike Eagle derivative is an all-weather strike fighter that entered service in 1989. The U.S. Air Force plans to keep the F-15 in service until 2025.

Development

Origins

During the mid-1960s U.S. Air Force intelligence was surprised to find that the Soviet Union was building a large fighter aircraft, known as the MiG-25 'Foxbat'. It was not known in the West at the time that the MiG-25 was designed as a high-speed interceptor, not an air superiority fighter; as such, its primary asset was speed, not maneuverability. The MiG-25's huge tailplanes and vertical stabilizers (tail fins) hinted at a very maneuverable aircraft, which worried the Air Force that its performance might be higher than its American counterparts. In reality, the MiG's large fins and stabilators were necessary to prevent the aircraft from encountering inertia coupling in high-speed, high-altitude flight.

The F-4 Phantom II of the USAF and U.S. Navy was the only fighter with enough power, range and maneuverability to be given the primary task of dealing with the threat of Soviet fighters while flying with visual engagement rules. As a matter of policy, the Phantoms could not engage targets without positive visual identification, so they could not engage targets at long ranges, as designed. Medium-range AIM-7 Sparrow missiles, and to a lesser degree even the AIM-9 Sidewinder, were often unreliable and ineffective at close ranges where it was found that guns were often the only effective weapon.

The Phantom did not originally have a gun, as it was intended that only missiles would be used to engage slowly moving and maneuvering Warsaw Pact bombers and fighters at longer ranges. Experience in Vietnam showed this not to be the case and led to the addition of a gun. At first an external gun pod was tried but that proved inaccurate and increased drag. Later, the 20 mm M61 Vulcan was integrated internally on the F-4E.

F-X program

There was a clear need for a new fighter that overcame the close-range limitation of the Phantom while retaining long-range air superiority. After rejecting the U.S. Navy VFX program (which led to the F-14 Tomcat) as being unsuited to its needs, the U.S. Air Force issued its own requirements for the Fighter Experimental (F-X), a specification for a relatively lightweight air superiority fighter. Four companies submitted proposals, with the Air Force eliminating General Dynamics and selecting Fairchild Republic, North American Rockwell, and McDonnell Douglas for the definition phase in December 1968. The companies submitted technical proposals by June 1969. The Air Force announced the selection of McDonnell Douglas on December 23, 1969. The winning design resembled the twin-tailed F-14, but with fixed wings. It would not be significantly lighter or smaller than the F-4 that it would replace.

The Eagle's initial versions were designated F-15A for the single-seat configuration and F-15B (originally TF-15A, but this designation was quickly deprecated, as the F-15B is fully combat-capable) for the twin-seat. These versions would be powered by new Pratt & Whitney F100 engines to achieve a combat thrust-to-weight ratio in excess of 1 to 1. A proposed 25 mm Ford-Philco GAU-7 cannon with caseless ammunition was dropped in favor of the standard M61 Vulcan gun due to development problems. The F-15 retained conformal carriage of four Sparrow missiles like the Phantom. The fixed wing was put onto a flat, wide fuselage that also provided an effective lifting surface. Some questioned if the zoom performance of the F-15 with Sparrow missiles was enough to deal with the new threat of the high-flying MiG-25 "Foxbat"; its capability would eventually be demonstrated in combat.

F-15 Eagle: The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current or projected enemy aircraft. (U.S. Air Force Photo)
The first F-15A flight was made in July 1972 with the first flight of the two-seat F-15B (formerly TF-15A) following in July 1973.

The F-15 has a "look-down/shoot-down" radar that can distinguish low-flying moving targets from ground clutter. The F-15 would use computer technology with new controls and displays to lower pilot workload and require only one pilot to save weight. Unlike the F-14 or F-4, the F-15 has only a single canopy frame with clear vision forward. The USAF introduced the F-15 as "the first dedicated USAF air superiority fighter since the F-86 Sabre."

The F-15 would be favored by customers such as the Israel Air Force and Japan Air Self-Defense Force, and the development of the F-15R Strike Eagle would produce a strike fighter that would replace the F-111. However, criticism from the fighter mafia that the F-15 was too large to be a dedicated dogfighter, and too expensive to procure in large numbers to replace the F-4 and A-7, led to the Lightweight Fighter (LWF) program, which led to the USAF F-16 Fighting Falcon and the middle-weight Navy F/A-18Hornet.

The single-seat F-15C and two-seat F-15D models entered production in 1978 with the models' first flights in February and June of that year. These new models have Production Eagle Package (PEP 2000) improvements, including 2,000 lb (900 kg) of additional internal fuel, provision for carrying exterior conformal fuel tanks and increased maximum takeoff weight of up to 68,000 lb (30,700 kg). Improvements
The F-15 Multistage Improvement Program (MSIP) was initiated in February 1983 with the first production MSIP F-15C produced in 1985. Improvements included an upgraded central computer; a Programmable Armament Control Set, allowing for advanced versions of the AIM-7, AIM-9, and AIM-120A missiles; and an expanded Tactical Electronic Warfare System that provides improvements to the ALR-56C radar warning receiver and ALQ-135 countermeasure set. The final 43 included the enhanced-capability Hughes APG-70 radar, which was carried forward into the F-15E. The earlier MSIP F-15Cs with the APG-63 were later upgraded to the APG-63(V)1, which significantly improves reliability and maintainability while providing performance similar to the APG-70. The improvements were retrofitted to existing F-15s.

Design

The F-15 has an all-metal semi-monocoque fuselage with a large cantilever shoulder-mounted wing. The empennage is all-metal twin fins and rudders with all-moving horizontal tail surfaces outboard of the fins. The F-15 has a spine-mounted air brake and retractable tricycle landing gear. It is powered by two Pratt & Whitney F100 axial-flow turbofan engines with afterburners mounted side-by-side in the fuselage. The cockpit is mounted high in the forward fuselage with a one-piece windscreen and large canopy to increase visibility.

The F-15's maneuverability is derived from low wing loading (weight to wing area ratio) with a high thrust-to-weight ratio enabling the aircraft to turn tightly without losing airspeed. The F-15 can climb to 30,000 feet (10,000 m) in around 60 seconds. The thrust output of the dual engines is greater than the aircraft's weight, thus giving it the ability to accelerate in a vertical climb. The weapons and flight control systems are designed so that one person can safely and effectively perform air-to-air combat. The "A" and "C" models are single-seat variants that make up the bulk of F-15 production. "B" and "D" models add a second seat behind the pilot for training. "E" models use the second seat for a bombardier/navigator.

A multi-mission avionics system includes a head-up display (HUD), advanced radar, inertial guidance system (INS), flight instruments, ultra high frequency (UHF) communications, and Tactical Air Navigation (TACAN) and Instrument Landing System (ILS) receivers. It also has an internally mounted, tactical electronic-warfare system, "identification friend or foe" system, electronic countermeasures suite and a central digital computer.
The heads-up display projects, through a combiner, all essential flight information gathered by the integrated avionics system. This display, visible in any light condition, provides the pilot information necessary to track and destroy an enemy aircraft without having to look down at cockpit instruments.

The F-15's versatile APG-63/70 Pulse-Doppler radar system can look up at high-flying targets and down at low-flying targets without being confused by ground clutter. It can detect and track aircraft and small high-speed targets at distances beyond visual range (the maximum being 120 nautical miles (220 km) away) down to close range, and at altitudes down to treetop level. The radar feeds target information into the central computer for effective weapons delivery. The capability of locking onto targets as far as 50 nautical miles (90 km) with an AIM-120 AMRAAM enables true beyond visual range (BVR) engagement of targets. For close-in dogfights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display. The F-15's electronic warfare system provides both threat warning and automatic countermeasures against selected threats.

A variety of air-to-air weaponry can be carried by the F-15. An automated weapon system enables the pilot to perform aerial combat safely and effectively, using the head-up display and the avionics and weapons controls located on the engine throttles or control stick. When the pilot changes from one weapon system to another, visual guidance for the required weapon automatically appears on the head-up display.

The Eagle can be armed with combinations of four different air-to-air weapons: AIM-7F/M Sparrow missiles or AIM-120 AMRAAM advanced medium range air-to-air missiles on its lower fuselage corners, AIM-9L/M Sidewinder or AIM-120 missiles on two pylons under the wings, and an internal M61A-1 20 mm Gatling gun in the right wing root.

Low-drag conformal fuel tanks (CFTs) were developed for the F-15C and D models. They can be attached to the sides of the engine air intake trunks under each wing and are designed to the same load factors and airspeed limits as the basic aircraft. However, they degrade performance by increasing drag and cannot be jettisoned in-flight (unlike conventional external tanks). Each conformal fuel tank can hold 750 U.S. gallons (2,840 L) of fuel. These tanks increase range thus reducing the need for in-flight refueling. All external stations for munitions remain available with the tanks in use. Moreover, Sparrow or AMRAAM missiles can be attached to the corners of the conformal fuel tanks. The 57 FIS based at Keflavik NAS, Iceland was the only C-model squadron to utilize CFT's on a regular basis due to its extended operations over the North Atlantic.
With the closure of the 57 FIS the F-15E is the only U.S. variant to carry them on a routine basis. The American CFTs were also provided to Israel and Saudi Arabia but only Israel uses them (as needed) on their entire fleet.

F-15 Eagle: OVER THE GULF OF MEXICO -- Two F-15E from the 90th Fighter Squadron, Elmendorf Air Force Base, Alaska, fire a pair of AIM-7Ms during a training mission. The mission took place over the Gulf of Mexico just off the coast of Florida. (U.S. Air Force photo)

The F-15E Strike Eagle is a two-seat, dual-role, totally integrated fighter for all-weather, air-to-air and deep interdiction missions. The rear cockpit is upgraded to include four multi-purpose CRT displays for aircraft systems and weapons management. The digital, triple-redundant Lear Siegler flight control system permits coupled automatic terrain following, enhanced by a ring-laser gyro inertial navigation system. For low-altitude, high-speed penetration and precision attack on tactical targets at night or in adverse weather, the F-15E carries a high-resolution APG-70 radar and LANTIRN pods to provide thermal imagery.

The APG-63(V)2 Active Electronically Scanned Array (AESA) radar has been retrofitted to 18 U.S. Air Force F-15C aircraft. This upgrade includes most of the new hardware from the APG-63(V)1, but adds an AESA to provide increased pilot situational awareness. The AESA radar has an exceptionally agile beam, providing nearly instantaneous track updates and enhanced multi-target tracking capability. The APG-63(V)2 is compatible with current F-15C weapon loads and enables pilots to take full advantage of AIM-120 AMRAAM capabilities, simultaneously guiding multiple missiles to several targets widely spaced in azimuth, elevation, or range.

Operational history

The largest operator of the F-15 is the United States Air Force. The first Eagle (F-15B) was delivered November 14, 1974. In January 1976, the first Eagle destined for a combat squadron, the 555th TFS, was delivered. These initial aircraft carried the Hughes Aircraft (now Raytheon) APG-63 radar.

The first kill in an F-15 was by IAF ace Moshe Melnik in 1979. In 1979–81 during Israeli-Lebanese border disputes, F-15As downed 13 Syrian MiG-21 "Fishbeds" and two Syrian MiG-25 "Foxbats", the latter being the aircraft the F-15 was designed to kill. F-15A and B models were used by Israel during the Bekaa Valley operation. During the 1982 Lebanon War, the Israeli F-15s shot down 40 Syrian jet fighters (23 MiG-21 "Fishbeds" and 17 MiG-23 "Floggers") and one Syrian SA.342L Gazelle helicopter.

Royal Saudi Air Force F-15C pilots shot down two F-4E Phantom IIs flown by the Iranian Air Force in a border skirmish in June 1984, and shot down two Iraqi Mirage F1s during the Gulf War.

The USAF deployed F-15C, D and E models to the Persian Gulf in 1991 in support of Operation Desert Storm where they accounted for 36 of the 39 Air Force air-to-air victories. F-15Es were operated mainly at night, hunting modified SCUD missile launchers and artillery sites using the LANTIRN system. According to the USAF, its F-15Cs had 34 confirmed kills of Iraqi aircraft during the 1991 Gulf War, mostly by missile fire: five MiG-29 "Fulcrums", two MiG-25 "Foxbats", eight MiG-23 "Floggers", two MiG-21 "Fishbeds", two Su-25 "Frogfoots", four Su-22 "Fitters", one Su-7, six Mirage F1s, one Il-76 cargo plane, one Pilatus PC-9 trainer, and two Mi-8 helicopters. After air superiority was achieved in the first three days of the conflict, many of the later kills were reportedly of Iraqi aircraft fleeing to Iran, rather than actively trying to engage U.S. aircraft. The single-seat F-15C was used for air superiority, and the F-15E was heavily used in air-to-ground attacks. An F-15E achieved an aerial kill of another Iraqi Mi-8 helicopter using a laser-guided bomb during the air war. The F-15E sustained two losses to ground fire in the Gulf War in 1991. Another one was damaged on the ground by a SCUD strike on Dhahran air base.

They have since been deployed to support Operation Southern Watch, the patrolling of the No-Fly Zone in Southern Iraq; Operation Provide Comfort in Turkey; in support of NATO operations in Bosnia, and recent air expeditionary force deployments. In 1994, two U.S. Army UH-60 Black Hawks were downed by USAF F-15Cs who thought they were Iraq Hinds in the Northern no-fly zone of Iraq in a friendly fire incident. USAF F-15Cs shot down four Yugoslav MiG-29s using AIM-120 missiles during NATO's 1999 intervention in Kosovo, Operation Allied Force.

As of 2008, the F-15 in all air forces has an air-to-air combined kill record of 104 kills to 0 losses in air combat. To date, no air superiority versions of the F-15 (A/B/C/D models) have ever been shot down by enemy forces. Over half of the F-15's kills were made by Israeli Air Force pilots.

Satellite killer

From January 1984 to September 1986, two F-15As were used as launch platforms for the ASM-135 anti-satellite (ASAT) missile. The F-15As (76-0086 and 77-0084) were modified to carry one ASM-135 on the centerline station with extra equipment within a special centerline pylon. The launch aircraft executed a Mach 1.22, 3.8 g climb at 65° to release the ASAT missile at an altitude of 38,100 feet (11.6 km). The flight computer was updated to control the zoom-climb and missile release. The third test flight involved a retired communications satellite in a 345 statute mile (555 km) orbit, which was successfully destroyed by kinetic energy. The pilot, USAF Major Wilbert D. "Doug" Pearson, became the only pilot to destroy a satellite.

The ASAT missile was designed to be a standoff anti-satellite weapon, with the F-15A acting as a first stage. The Soviet Union could interpret a U.S. rocket launch with a spy satellite loss, but an F-15 carrying an ASAT would blend in among hundreds of F-15 flights. The ASAT program involved five test launches; however, the missile was not known to have entered service. The program was officially terminated in 1988. Grounded by USAF.

All F-15 aircraft were grounded by the U.S. Air Force after a Missouri Air National Guard F-15C came apart in flight and crashed on November 2, 2007. The newer F-15E fleet was later cleared for continued operations. The U.S. Air Force reported on November 28, 2007 that a critical location in the upper longerons on the F-15C model was suspected of causing the failure, causing the fuselage forward of the air intakes, including the cockpit and radome, to separate from the airframe.

F-15A through D-model aircraft were ordered grounded until the location received more detailed inspections and repairs as needed. The grounding of F-15s received media attention as it began to place strains on the nation's air defense efforts. The grounding forced some states to rely on their neighbors' fighter jets for air defense protection, and Alaska to depend on Canadian Forces' support.

On January 8, 2008, the USAF Air Combat Command (ACC) cleared a portion of its F-15A through D-model fleet for return to flying status. It also recommended a limited return to flight for units worldwide using the affected models. The accident review board report was released on January 10, 2008. The report stated that analysis of the F-15C wreckage determined that the longeron did not meet drawing specifications, which led to fatigue cracks and finally a catastrophic failure of the remaining support structures and breakup of the aircraft in flight. In a report released in January 10, 2008, nine other F-15s were identified to have similar problems in the longeron. As a result of these problems, General John D. W. Corley stated that "the long-term future of the F-15 is in question." On February 15, 2008 ACC cleared all its grounded F-15A-D fighters for flight pending inspections, engineering reviews and any needed repairs. ACC also recommended release of other U.S. F-15A-D aircraft.

F-15 Eagle: F-15A Eagle launches an AIM-7 Sparrow missile during a Weapons System Evaluation Program. The F-15 is from of the 110th Fighter Squadron, 131st Fighter Wing, Air National Guard, Lambert-St. Louis International Airport, Mo.

Future

The F-15C/D model is being supplanted in U.S. service by the F-22 Raptor. The F-15E, however, will remain in service for years to come because of its different air-to-ground role and the lower number of hours on their airframes. On September 26, 2006, at the Air Force Association's Air & Space Conference and Technology Exposition in Washington D.C., the USAF announced their plan to upgrade 178 F-15C fighters with the AN/APG-63(V)3 AESA radar. Additionally, the Air Force also plans to upgrade other F-15s with the Joint Helmet Mounted Cueing System (JHMCS). In keeping with that plan, the Air Force then contracted with Boeing to retrofit F-15Cs with the AN/APG-63(V)3 Active Electronically Scanned Array (AESA) radars with delivery beginning in early 2009. The Air Force will keep 178 F-15Cs as well as the 224 F-15Es in service beyond 2025.

Variants

Basic models

F-15A
Single-seat all-weather air-superiority fighter version, 384 built 1972-79.

F-15B
Two-seat training version, formerly designated TF-15A, 61 built 1972-79.

F-15C
Improved single-seat all-weather air-superiority fighter version, 483 built 1979-85.

F-15D
Two-seat training version, 92 built 1979-85.

F-15J
Single-seat all-weather air-superiority fighter version for the Japan Air Self-Defense Force 139 built under license in Japan by Mitsubishi 1981-97, 2 built in St. Louis.

F-15DJ
Two-seat training version for the Japan Air Self-Defence Force. 25 Built under license in Japan by Mitsubishi 1981-97, 12 built in St. Louis.

F-15N Sea Eagle
The F-15N was a carrier-capable variant proposed in the early 1970s to the U.S. Navy as an alternative to
the heavier and, at the time, considered as "riskier" technology program: F-14 Tomcat. The F-15N-PHX was another proposed naval version capable of carrying the AIM-54 Phoenix missile. These featured folding wingtips, reinforced landing gear and a stronger tail hook for shipboard operation.

F-15E and related

F-15E Strike Eagle
Two-seat all-weather long-range strike and ground-attack aircraft for the U.S. Air Force, 237 built 1985-2001.

F-15F Strike Eagle
Proposed single seat model of the F-15E.

F-15H Strike Eagle
Export model of the F-15E Strike Eagle for Hellenic Air Force (canceled)

F-15I Ra'am (Thunder)
Advanced version of the F-15E Strike Eagle for the Israeli Air Force, 25 built 1996-98.

F-15K Slam Eagle
Advanced version of the F-15E Strike Eagle for the Republic of Korea Air Force, 40 built 2005-08.

F-15S Strike Eagle
Export version of the F-15E Strike Eagle for the Royal Saudi Air Force, 72 built 1996-98.

F-15SG Strike Eagle
Advanced version of the F-15E Strike Eagle for the Republic of Singapore Air Force. Variant was formerly designated F-15T.

F-15 Eagle: Three F-15C and one F-15D aircraft fly next to Mt. Fuji. (U.S. Air Force photo by Master Sgt. Marvin Krause)

Research and test

F-15 Streak Eagle (72-0119)
One stripped and unpainted F-15A, demonstrated the fighter's acceleration – broke eight time-to-climb world records between January 16 and February 1, 1975. It was delivered to the National Museum of the United States Air Force in December 1980.

F-15 S/MTD (71-0290)
The first F-15B was converted into a short takeoff and landing, maneuver technology demonstrator aircraft.

F-15 ACTIVE (71-0290)
The F-15 S/MTD was later converted into an advanced flight control technology research aircraft with thrust vectoring nozzles.

F-15 IFCS (71-0290)
The F-15 ACTIVE was then converted into an intelligent flight control systems research aircraft.

F-15 MANX
Concept name for a tailless variant of the F-15 ACTIVE, but the NASA ACTIVE experimental aircraft was never modified to be tailless.

F-15 Flight Research Facility (71-0281 and 71-0287)
Two F-15A aircraft were acquired in 1976 for use by NASA's Dryden Flight Research Center for numerous experiments such as: Highly Integrated Digital Electronic Control (HiDEC), Adaptive Engine Control System (ADECS), Self-Repairing and Self-Diagnostic Flight Control System (SRFCS) and Propulsion Controlled Aircraft System (PCA). 71-0281 was returned to the Air Force and became a static display at Langley AFB in 1983.

F-15B Research Testbed (74-0141)
Acquired in 1993, it is a highly modified F-15B used by NASA's Dryden Flight Research Center.

Notable accidents and incidents

On May 1, 1983, during an Israeli Air Force training dogfight, a F-15D collided with a A-4 Skyhawk. Unknown to pilot Zivi Nedivi, and his copilot, the right wing of the Eagle was torn off roughly two feet (60 cm) from the fuselage. The pilot managed to regain control of the aircraft and prevented it from stalling, ultimately landing the crippled aircraft successfully. The F-15 was able to stay in the air because of the lift generated by the large horizontal surface area of the fuselage, the large and effective stabilators and the surviving wing. Landing at twice the normal speed to maintain the necessary lift, although the tailhook was torn off completely during the landing, Zivi managed to bring his F-15 to a complete stop approximately 20 feet (6 m) from the end of the runway. He was later quoted as saying "(I) probably would have ejected if I knew what had happened."

On November 22, 1995, during air-intercept training over the Sea of Japan, a Japanese F-15J was shot-down by a AIM-9L sidewinder missile accidentally fired by his wingman. The pilot, Lt. Tatsumi Higuchi, ejected safely. Both F-15Js involved were from JASDF 303rd Squadron, Komatsu AFB.

On November 2, 2007, a 25-year-old F-15C (s/n 80-0034 of the 131st Fighter Wing) crashed during air combat maneuvering training near St. Louis, Missouri. The pilot, Maj. Stephen W. Stilwell, ejected but suffered serious injuries. The crash was the result of an in-flight breakup due to structural failure. On November 3, 2007, all non-mission critical models of the F-15 were grounded pending the outcome of the crash investigation, and on the following day, grounded non-mission critical F-15s engaged in combat missions in the Middle East. By November 13, 2007 over 1,100 were grounded worldwide after Israel, Japan and Saudi Arabia grounded their aircraft as well. F-15Es were cleared on November 15, 2007 pending aircraft passing inspections. On January 8, 2008, the USAF cleared 60 percent of the F-15A-D fleet for return to flight. On January 10, 2008, the accident review board released its report stating the November 2 crash was related to the longeron not meeting drawing specifications. The Air Force cleared all its grounded F-15A-D fighters for flight on February 15, 2008 pending inspections, reviews and any needed repairs. In March 2008, Stilwell, the injured pilot, filed a lawsuit against Boeing, the F-15's manufacturer.

More photos:

F-15 Eagle: OVER THE PACIFIC OCEAN -- An F-15C from the 67th Fighter Squadron prepares to refuel in flight from a KC-135R, from the 909th Air Refueling Squadron, June 28, 2001, while on a routine training mission over the Pacific ocean. Both units are stationed at Kadena Air Base, Japan. (U.S. Air Force photo by Master Sgt. Marvice Krause)

F-15 Eagle: OVER THE PACIFIC OCEAN -- An F-15C from the 67th Fighter Squadron refuels in flight from a KC-135R, from the 909th Air Refueling Squadron, June 28, 2001, while on a routine training mission over the Pacific ocean. Both units are stationed at Kadena Air Base, Japan. (U.S. Air Force photo by Master Sgt. Marvice Krause)

F-15 Eagle: Three F-15C and one F-15D aircraft fly next to Mt. Fuji. (U.S. Air Force photo by Master Sgt. Marvin Krause)

F-15 Eagle: OPERATION SOUTHERN WATCH -- An F-15 Eagle waits on Oct. 27, 2000, for the boom of a KC-135 Stratotanker over Saudi Arabia. The F-15s are a part of the coalition forces of the 363d Air Expeditionary Wing who enforces the no-fly and no-drive zone in Southern Iraq to protect and defend against Iraqi aggression. (U.S. Air force photo by Staff Sgt. Sean M. Worrell)

F-15 Eagle: A B-1B Lancer and an F-15 Eagle fly in formation. The B-1B is a long-range strategic bomber with a top speed more than 900 mph. It is capable of flying intercontinental missions without refueling. The F-15 Eagle is the Air Force's premier air-to-air fighter. Both will be on display at the Istres Air Show, Istres, France, May 20. (U.S. Air Force file photo by Senior Airman Greg Davis)

F-15 Eagle: OPERATION ALLIED FORCE -- An F-15C Eagle from the 48th Fighter Wing, Royal Air Force Lakenheath, England, breaks away from a 100th Air Expeditionary Wing KC-135R Stratotanker from Royal Air Force Mildenhall, England. Armed with AIM-7 Sparrow missiles on the fuselage, AIM-9 Sidewinder missiles on the inboard wing pylon, and Advanced Medium Range Air-to-Air Missiles on the outboard wing pylon, the Eagles are flying Combat Air Patrol missions to maintain air superiority and protect Operation Allied Force aircraft. (U.S. Air Force Photo)

F-15 Eagle: EDWARDS AIR FORCE BASE, Calif. -- An F-15 Eagle from the 445th Flight Test Squadron here banks over mountains in the Sequoia National Forest. The F-15 was flying as a chase aircraft during recent B-1B bomber tests. Throughout the years, Edwards has evaluated the world's current premier air superiority fighter for engine enhancements, radar improvements and weapons additions.(U.S. Air Force photo by George Rolhmaller)

F-15 Eagle: The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current or projected enemy aircraft. (U.S. Air Force Photo)

F-15 Eagle: The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to permit the Air Force to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current enemy aircraft. (U.S. Air Force Photo by Master Sgt. Dave Nolan)

F-15 Eagle: F-15A Eagle launches an AIM-7 Sparrow missile during a Weapons System Evaluation Program. The F-15 is from of the 110th Fighter Squadron, 131st Fighter Wing, Air National Guard, Lambert-St. Louis International Airport, Mo.

F-15 Eagle: NAHA, OKINAWA, Japan -- Lt. Gen. Paul Hester (in foreground), 5th Air Force commander, and 67th Fighter Squadron commander Lt. Col. James Browne fly their F-15C Eagles from the 18th Wing, Kadena Air Base, Japan, near the coast of Naha, Okinawa, Japan, during a training mission. (U.S. Air Force by Master Sgt. Marvin Krause)

F-15 Eagle: NAHA, OKINAWA, Japan -- Lt. Gen. Paul Hester (in foreground), 5th Air Force commander, and 67th Fighter Squadron commander Lt. Col. James Browne fly their F-15C Eagles from the 18th Wing, Kadena Air Base, Japan, near the coast of Naha, Okinawa, Japan, during a training mission. (U.S. Air Force by Master Sgt. Marvin Krause)

F-15 Eagle: The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current or projected enemy aircraft. (U.S. Air Force photo)

F-15 Eagle: The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current or projected enemy aircraft. (U.S. Air Force photo)

F-15 Eagle: An Air Force F-15 Eagle from the 95th Fighter Squadron, Tyndall Air Force Base, Fla., takes off for a mission during exercise Roving Sands '99. (U.S. Air Force photo by Airman 1st Class Myles Cullen)

F-15 Eagle: CERVIA AIR BASE, Italy -- An F-15 Eagle assigned to the 493rd Fighter Squadron, Royal Air Force, Lakenheath, England, takes-off from here. The 493rd FS deployed to Cervia to support airstrike operations in the former Republic of Yugoslavia. (U.S. Air Force photo by Airman 1st Class Joseph Lozada)

F-15 Eagle: OPERATION NOBLE EAGLE -- An F-15C Eagle from Langley Air Force Base, Va., flies over Washington during an early morning combat air patrol mission in support of Operation Noble Eagle. Operations Noble Eagle and Enduring Freedom are not only a joint U.S. campaign, they are combined campaigns. Coalition allies have flown nearly 1,000 missions, highlighting international resolve in the war on terrorism. NATO partners deployed forces to the US for the first time to help defend American air space. (U.S. Air Force photo by Staff Sgt. Greg L. Davis)

F-15 Eagle: OPERATION NOBLE EAGLE -- Two F-15 Eagles from the Massachusetts Air National Guard's 102nd Fighter Wing fly a combat air patrol mission over New York City in support of Operation Noble Eagle. North American Aerospace Defense Command has more than 100 ANG and Air Force Reserve fighters from 26 locations providing homeland defense, with another 100 fighters backing them up. (U.S. Air Force photo by Lt. Col. Bill Ramsay)

F-15 Eagle: Two Air-Defense Fighter F-16A Fighting Falcons from the North Dakota Air National Guard’s 178th Fighter Squadron lead an F-15C Eagle from the 27th Fighter Squadron at Langley Air Force Base, Va., in formation during a combat air patrol mission in support of Operation Noble Eagle. More than 11,000 airmen -- the majority Air National Guard and Air Force Reserve -- have generated more than 7,500 sorties to patrol American skies 24/7 since Sept. 11, 2001. (U.S. Air Force photo by Staff Sgt. Greg L. Davis)

F-15 Eagle: OPERATION NOBLE EAGLE -- An F-15 Eagle from the Massachusetts Air National Guard’s 102nd Fighter Wing flies a combat air patrol mission over New York City in support of Operation Noble Eagle. More than 30,000 people in the ANG and Air Force Reserve have been called to active duty to support Operations Noble Eagle and Enduring Freedom. (U.S. Air Force photo by Lt. Col. Bill Ramsay)

F-15 Eagle: CRATER LAKE NATIONAL PARK, Ore. -- F-15s from the 114th Fighter Squadron, Kinglsey Field Air National Guard Base, Klamath Falls, Ore., fly in formation over Crater Lake National Park. The 114th FS trains Air National Guard pilots to fly the F-15. (U.S. Air Force photo by Staff Sgt. Jeffrey Allen)

F-15 Eagle: An F-15 Eagle enforces the Northern no-fly zones over Northern Iraq. (U.S. Air Force photo)

F-15 Eagle: A three-ship formation of F-15As from the 110th Fighter Squadron, 131st Fighter Wing, St. Louis Air National Guard, during a Weapons System Evaluation Program. The F-15 Eagle is an all-weather, extremely maneuverable, tactical fighter designed to gain and maintain air superiority in aerial combat. The Eagle's air superiority is achieved through a mixture of maneuverability and acceleration, range, weapons and avionics. (U.S. Air Force Photo)

F-15 Eagle: SOUTHWEST ASIA -- An F-15 Eagle from the 33rd Fighter Wing, Eglin Air Force Base, Fla., receives fuel from a tanker assigned to the 401st Air Expeditionary Wing, operating from a forward-deployed location. (U.S. Air Force photo by Master Sgt. Mark Bucher)

F-15 Eagle: OPERATION IRAQI FREEDOM -- An F-15C Eagle turns away from a tanker aircraft after receiving a full fuel load high over the deserts of Southwest Asia. The F-15 is from the 33rd Fighter Wing, Eglin Air Force Base, Fla. (U. S. Air Force photo by Master Sgt. Mark Bucher)

F-15 Eagle: OPERATION IRAQI FREEDOM -- An F-15C Eagle pilot completes an inflight refueling high over the Southwest Asia desert. The F-15C is operating from a forward-deployed location. (U.S. Air Force photo by Master Sgt. Mark Bucher)

F-15 Eagle: OPERATION IRAQI FREEDOM -- Two F-15 Eagles assigned to the 363rd Air Expeditionary Wing prepare to take off for a mission from a forward-deployed location in Southwest Asia on March 27. According to a defense official, coalition air forces are averaging about 1,000 sorties a night after the first week of Operation Iraqi Freedom. The Air Force has also dropped more than 5,000 precision-guided munitions. (U.S. Air Force photo by Staff Sgt. Matthew Hannen)

F-15 Eagle: OPERATION IRAQI FREEDOM -- An F-15C Eagle from the 363rd Expeditionary Fighter Squadron takes off for an Operation Iraqi Freedom sortie March 23. Aircraft from the 363rd EFS work around the clock flying missions. (U.S. Air Force photo by Staff Sgt. Matthew Hannen)

F-15 Eagle: NELLIS AIR FORCE BASE, Nev. -- Major Andy "Sparky" Croft, 433rd Weapons Squadron, U.S. Air Force Weapons School, based here, flies over the desert May 30. Croft is participating in USAFWS Mission Employment Exercise. (U.S. Air Force photo by Tech. Sgt. Robert W. Valenca)

F-15 Eagle: ANDERSEN AIR FORCE BASE, Guam (AFPN) -- Over the South Pacific, F-15 Eagles are refueled from a KC-135 Stratotanker on April 25. The aircraft are deployed from Kadena Air Base, Japan, for Tandem Thrust '03, an exercise conducted in the Mariana Islands. The exercise includes forces from the United States, Canada and Australia. (U.S. Air Force photo by Master Sgt. Bill Kimble)

F-15 Eagle: ANDERSEN AIR FORCE BASE, Guam -- A pair of F-15 Eagles from the 67th Fighter Squadron at Kadena Air Base, Japan, return here after an exercise Cope North mission. (U.S. Air Force photo by Master Sgt. Val Gempis)

F-15 Eagle: ELMENDORF AIR FORCE BASE, Alaska -- An F-15 Eagle from the 12th Fighter Squadron here prepares to taxi out for a real world deployment Oct. 26. (U.S. Air Force photo by Staff Sgt Adrian Cadiz)

F-15 Eagle: PRINCE SULTAN AIR BASE, Saudi Arabia -- An F-15 Eagle takes off during Operation Southern Watch, which was a major operation here for the past seven years. U.S. officials ended an era with the inactivation of the 363rd Air Expeditionary Wing at a ceremony Aug. 26. At the height of Operation Iraqi Freedom, the base was home to more than 5,000 troops and about 200 coalition aircraft. (U.S. Air Force photo by Staff Sergeant Sean M. Worrell)

F-15 Eagle: EGLIN AIR FORCE BASE, Fla. -- An F-15 Eagle from the 60th Fighter Squadron takes off from here. Airmen and aircraft from the 33rd Fighter Wing participated in a joint combat-identification exercise in Gulfport, Miss. (U.S. Air Force photo by Staff Sgt. Bob Zoellner)

F-15 Eagle: 1990's -- A 1st Tactical Fighter Wing F-15C Eagle aircraft refuels from a KC-135R Stratotanker aircraft while on a combat patrol near the Iraqi border during Operation Desert Shield.

F-15 Eagle: 1990's -- F-15C Eagle aircraft armed with AIM-7 Sparrow and AIM-9 Sidewinder missiles deploy to Saudi Arabia during Operation Desert Shield. The aircraft are assigned to the 36th Tactical Fighter Wing.

F-15 Eagle: 1990's -- A 58th Tactical Fighter Squadron F-15 Eagle aircraft banks to the right following refueling during Operation Desert Storm. The aircraft is armed with four AIM-7 Sparrow missiles on the fuselage, an AIM-9 Sidewinder missile on the left wing and an AIM-120 advanced medium range air-to-air missile on the right wing.

F-15 Eagle: OVER THE GULF OF MEXICO -- Maj. Phillip Campbell, an F-15 Eagle instructor pilot, fires a radar-guided, air-to-air AIM-7 Sparrow at an aerial target drone during a weapons evaluation mission March 1. The major is assigned to the 95th Fighter Squadron at Tyndall Air Force Base, Fla. (U.S. Air Force photo by Tech. Sgt. Michael Ammons)

MiG-29N Fulcrum

2010-05-06T05:12:00.002+08:00

F-4 Phantom II

2010-05-04T00:57:00.000+08:00

The McDonnell Douglas F-4 Phantom II is a two-seat, twin-engined, all-weather, long-range supersonic interceptor fighter/fighter-bomber originally developed for the U.S. Navy by McDonnell Aircraft.

First flown in May 1958, the Phantom II originally was developed for U.S. Navy fleet defense. The U.S. Air Force's first version, the F-4C, made its first flight in May 1963, and production deliveries began six months later. Phantom II production ended in 1979 after over 5,000 had been built -- more than 2,600 for the USAF, about 1,200 for the U.S. Navy and Marine Corps, and the rest for friendly foreign nations

In 1965 the USAF sent its first F-4Cs to Southeast Asia, where they flew air-to-air missions against North Vietnamese fighters as well as attacking ground targets. The first USAF pilot to score four combat victories with F-4s in Southeast Asia was Col. Robin Olds, a World War II ace. The aircraft on display is the one in which Col. Olds, the pilot, and Lt. Stephen Croker, the weapons system officer, destroyed two MiG-17s in a single day, May 20, 1967.

In its air-to-ground role, the F-4C could carry twice the normal load of a WWII B-17. The armament loaded on the aircraft on display is a typical configuration for an F-4C in 1967. It consists of four AIM-7E and four AIM-9B air-to-air missiles, and eight 750-pound Mk 117 bombs. The aircraft also carries two external fuel tanks on the outboard pylons and one ALQ-87 electronic countermeasures (ECM) pod on the right inboard pylon.

Technical notes:

Armament: Up to 16,000 lbs. of externally carried ordnance
Engines: Two General Electric J-79-GE-15s of 17,000 lbs. thrust each
Maximum speed: 1,400 mph
Cruising speed: 590 mph
Range: 1,750 miles
Ceiling: 59,600 ft.
Span: 38 ft. 5 in. (27 ft. 6 in. folded)
Length: 58 ft. 2 in.
Height: 16 ft. 6 in.
Weight: 58,000 lbs. loaded

Source: US Air Force

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of an F-4S Phantom II aircraft from Fighter Squadron 301 (VF-301), foreground, and an F-4S Phantom II aircraft from Fighter Squadron 302 (VF-302), background.

Detailed background:

Source: wikipedia.org
The McDonnell Douglas F-4 Phantom II is a two-seat, twin-engined, all-weather, long-range supersonic interceptor fighter/fighter-bomber originally developed for the U.S. Navy by McDonnell Aircraft. Proving highly adaptable, it became a major part of the air wings of the U.S. Navy, U.S. Marine Corps, and U.S. Air Force. It was used extensively by all three of these services during the Vietnam War, serving as the principal air superiority fighter for both the Navy and Air Force, as well as being important in the ground-attack and reconnaissance roles by the close of U.S. involvement in the war.

First entering service in 1960, the Phantom continued to form a major part of U.S. military air power throughout the 1970s and 1980s, being gradually replaced by more modern aircraft such as the F-15 Eagle and F-16 Fighting Falcon in the U.S. Air Force the F-14. Tomcat and F/A-18 Hornet in the U.S. Navy; and the F/A-18 in the U.S. Marine Corps. It remained in use by the U.S. in the reconnaissance and Wild Weasel roles in the 1991 Gulf War, finally leaving service in 1996. The Phantom was also operated by the armed forces of 11 other nations. Israeli Phantoms saw extensive combat in several Arab–Israeli conflicts, while Iran used its large fleet of Phantoms in the Iran–Iraq War. Phantoms remain in front line service with seven countries, and in use as an unmanned target in the U.S. Air Force.

Phantom production ran from 1958 to 1981, with a total of 5,195 built. This extensive run makes it the second most-produced Western jet fighter, behind the F-86 Sabre at just under 10,000 examples.

McDonnell Douglas F-4 Phantom-II: An air-to-air view of the cockpit of an F-4 Phantom II aircraft as it undergoes refueling from a KC-10A Extender aircraft during the joint Australia/New Zealand/US Exercise PITCH BLACK '84. The F-4 is assigned to the 51st Tactical Fighter Wing.

Overview

The F-4 Phantom was designed as a fleet defense fighter for the U.S. Navy, and first entered service in 1960. By 1963, it had been adopted by the U.S. Air Force for the fighter-bomber role. When production ended in 1981, 5,195 Phantom IIs had been built, making it the most numerous American supersonic military aircraft. Until the advent of the F-15 Eagle, the F-4 also held a record for the longest continuous production for a fighter with a run of 24 years. Innovations in the F-4 included an advanced pulse-doppler radar and extensive use of titanium in its airframe.

Despite the imposing dimensions and a maximum takeoff weight of over 60,000 pounds (27,000 kg), the F-4 had a top speed of Mach 2.23 and an initial climb of over 41,000 ft per minute (210 m/s). Shortly after its introduction, the Phantom set 15 world records, including an absolute speed record of 1,606.342 mph (2,585.086 km/h), and an absolute altitude record of 98,557 ft (30,040 m). Although set in 1959–1962, five of the speed records were not broken until 1975 when the F-15 Eagle came into service.

The F-4 could carry up to 18,650 pounds (8,480 kg) of weapons on nine external hardpoints, including air-to-air and air-to-ground missiles, and unguided, guided, and nuclear bombs. Since the F-8 Crusader was to be used for close combat, the F-4 was designed, like other interceptors of the day, without an internal cannon. In a dogfight, the RIO or WSO (commonly called "backseater" or "pitter") assisted in spotting opposing fighters, visually as well as on radar. It became the primary fighter-bomber of both the Navy and Air Force by the end of the Vietnam War.

Due to its distinctive appearance and widespread service with United States military and its allies, the F-4 is one of the best-known icons of the Cold War. It served in the Vietnam War and Arab–Israeli conflicts, with American F-4 crews claiming 277 aerial victories in Southeast Asia and completing countless ground attack sorties.The Blue Angels flew F-4Js from 1969 to 1974.

The F-4 Phantom has the distinction of being the last United States fighter flown to attain ace status in the 20th century. During the Vietnam War, the USAF had one pilot and two WSOs, and the USN one pilot and one RIO, become aces in air-to-air combat. It was also a capable tactical reconnaissance and Wild Weasel (suppression of enemy air defenses) platform, seeing action as late as 1991, during Operation Desert Storm.
The F-4 Phantom II was also the only aircraft used by both US flight demonstration teams. The USAF Thunderbirds (F-4E) and the USN Blue Angels (F-4J) both switched to the Phantom for the 1969 season; the Thunderbirds flew it for five seasons, the Blue Angels for six.

The baseline performance of a Mach 2-class fighter with long range and a bomber-sized payload would be the template for the next generation of large and light/middle-weight fighters optimized for daylight air combat. The Phantom would be replaced by the F-15 Eagle and F-16 Fighting Falcon in the U.S. Air Force. In the U.S. Navy, it would be replaced by the F-14 Tomcat and the F/A-18 Hornet which revived the concept of a dual-role attack fighter.

Design and development

Origins

In 1952, McDonnell's Chief of Aerodynamics, Dave Lewis, was appointed by CEO Jim McDonnell to be the company’s Preliminary Design Manager. With no new aircraft competitions on the horizon, internal studies concluded the Navy had the greatest need for a new and different aircraft type: an attack fighter.

In 1953, McDonnell Aircraft began work on revising its F3H Demon naval fighter, seeking expanded capabilities and better performance. The company developed several projects including a variant powered by a Wright J67 engine, and variants powered by two Wright J65 engines, or two General Electric J79 engines. The J79-powered version promised a top speed of Mach 1.97. On 19 September 1953, McDonnell approached the United States Navy with a proposal for the "Super Demon". Uniquely, the aircraft was to be modular—it could be fitted with one- or two-seat noses for different missions, with different nose cones to accommodate radar, photo cameras, four 20-millimeter cannon, or 56 FFAR unguided rockets in addition to the nine hardpoints under the wings and the fuselage. The Navy was sufficiently interested to order a full-scale mock-up of the F3H-G/H but felt that the upcoming Grumman XF9F-9 and Vought XF8U-1 already satisfied the need for the supersonic fighter.

The McDonnell design was therefore reworked into an all-weather fighter-bomber with 11 external hardpoints for weapons and on 18 October 1954, the company received a letter of intent for two YAH-1 prototypes. On 26 May 1955, four Navy officers arrived at the McDonnell offices and, within an hour, presented the company with an entirely new set of requirements. Because the Navy already had the A-4 Skyhawk for ground attack and F-8 Crusader for dogfighting, the project now had to fulfill the need for an all-weather fleet defense interceptor. A second crewman was added to operate the powerful radar. XF4H-1 prototype

The XF4H-1 was designed to carry four semi-recessed AAM-N-6 Sparrow III radar-guided missiles, and to be powered by two J79-GE-8 engines. As in the F-101 Voodoo, the engines sat low in the fuselage to maximize internal fuel capacity and ingested air through fixed geometry intakes. The thin-section wing had a leading edge sweep of 45 degrees and was equipped with a boundary layer control system for better low-speed handling.

McDonnell Douglas F-4 Phantom-II: An air-to-air left side view OF AN F-4S Phantom II aircraft from Reserve Fighter Squadron 301 (VF-301) ascending while in flight off the coast of Southern California.
Wind tunnel testing had revealed lateral instability requiring the addition of five degrees dihedral to the wings.

To avoid redesigning the titanium central section of the aircraft, McDonnell engineers angled up only the outer portions of the wings by 12 degrees which averaged to the required five degrees over the entire wingspan. The wings also received the distinctive "dogtooth" for improved control at high angles of attack. The all-moving tailplane was given 23 degrees of anhedral to improve control at high angles of attack while still keeping the tailplane clear of the engine exhaust. In addition, air intakes were equipped with movable ramps to regulate airflow to the engines at supersonic speeds. All-weather intercept capability was achieved thanks to the AN/APQ-50 radar. To accommodate carrier operations, the landing gear was designed to withstand landings with a sink rate of 23 ft per second (7 m/s), while the nose strut could extend by some 20 inches (50 cm) to increase angle of attack at takeoff.

Naming the aircraft

There were proposals to name the F4H "Satan" and "Mithras", the Persian god of light. In the end, the aircraft was given the less controversial name "Phantom II", the first "Phantom" being another McDonnell jet fighter, the FH-1 Phantom. The Phantom II was briefly given the designation F-110A and the name "Spectre" by the USAF, but neither title was used.

Prototype testing

On 25 July 1955, the Navy ordered two XF4H-1 test aircraft and five YF4H-1 pre-production fighters. The Phantom made its maiden flight on 27 May 1958 with Robert C. Little at the controls. A hydraulic problem precluded retraction of the landing gear but subsequent flights went more smoothly. Early testing resulted in redesign of the air intakes, including the distinctive addition of 12,500 bleed air holes on each ramp; and the aircraft soon squared off against the XF8U-3 Crusader III. Due to operator workload, the Navy wanted a two-seat aircraft and on 17 December 1958 the F4H was declared a winner. Delays with the J79-GE-8 engines meant that the first production aircraft were fitted with J79-GE-2 and -2A engines, each having 16,100 pound-force (71.8 kN) of afterburning thrust. In 1959, the Phantom began carrier suitability trials with the first complete launch-recovery cycle performed on 15 February 1960 from USS Independence.

Production

Early in production, the radar was upgraded to a larger AN/APQ-72, necessitating the bulbous nose, and the canopy was reworked to improve visibility and make the rear cockpit less claustrophobic. The Phantom underwent a great many changes during its career, summarized in the "Variants" section below.
The USAF received Phantoms as the result of Defense Secretary Robert McNamara's push to create a unified fighter for all branches of the military. After an F-4B won the "Operation Highspeed" fly-off against the F-106 Delta Dart, the USAF borrowed two Naval F-4Bs, temporarily designating them F-110A "Spectre" in January 1962, and developed requirements for their own version. Unlike the Navy focus on interception, the USAF emphasized a fighter-bomber role. With McNamara's unification of designations on 18 September 1962, the Phantom became the F-4 with the Naval version designated F-4B and USAF F-4C. The first Air Force Phantom flew on 27 May 1963, exceeding Mach 2 on its maiden flight.

Phantom II production ended in the United States in 1979 after 5,195 had been built (5,057 by McDonnell Douglas and 138 in Japan by Mitsubishi), making it the second-most produced and exported American military-jet; the F-86 Sabre still remains the most numerous jet-powered warplane produced and exported by the United States. Of these, 2,874 went to the USAF, 1,264 to the Navy and Marine Corps, and the rest to foreign customers. The last U.S.-built F-4 went to Turkey, while the last F-4 ever built was completed in 1981 as an F-4EJ by Mitsubishi Heavy Industries in Japan. As of 2001, about 1,100 Phantoms remained in service worldwide, including QF-4 drones operated by the U.S. military.

World records

To show off their new fighter, the Navy led a series of record-breaking flights early in Phantom development:

* Operation Top Flight: On 6 December 1959, the second XF4H-1 performed a zoom climb to a world record 98,557 ft (30,040 m). The previous record of 94,658 ft (28,852 m) was set by a Soviet Sukhoi T-43-1 prototype. Commander Lawrence E. Flint, Jr., USN accelerated his aircraft to Mach 2.5 at 47,000 ft (14,330 m) and climbed to 90,000 ft (27,430 m) at a 45 degree angle. He then shut down the engines and glided to the peak altitude. As the aircraft fell through 70,000 ft (21,300 m), Flint restarted the engines and resumed normal flight.

* On 5 September 1960, an F4H-1 averaged 1,216.78 mph (1,958.16 km/h) over a 500 kilometer (311 mi) closed-circuit course.
* On 25 September 1960, an F4H-1 averaged 1,390.21 mph (2,237.26 km/h) over a 100 kilometer (62 mi) closed-circuit course.

* Operation LANA: To celebrate the 50th anniversary of Naval aviation (L is the Roman numeral for 50 and ANA stood for Anniversary of Naval Aviation) on 24 May 1961, Phantoms flew across the continental United States in under three hours and included several tanker refuelings. The fastest of the aircraft averaged 869.74 mph (1,400.28 km/h) and completed the trip in 2 hours 47 minutes, earning the pilot (and future NASA Astronaut), Lieutenant Richard Gordon, USN and RIO, Lieutenant Bobbie Long, USN, the 1961 Bendix trophy.

* Operation Sageburner: On 28 August 1961, a Phantom averaged 902.769 mph (1,452.826 km/h) over a three-mile (4.82 km) course flying below 125 ft (40 m) at all times. Commander J.L. Felsman, USN was killed during the first attempt at this record on 18 May 1961 when his aircraft disintegrated in the air after pitch damper failure.

* Operation Skyburner: On 22 December 1961, a modified Phantom with water injection set an absolute world record speed of 1,606.342 mph (2,585.086 km/h).

* On 5 December 1961, another Phantom set a sustained altitude record of 66,443.8 ft (20,252.1 m).

* Operation High Jump: A series of time-to-altitude records was set in early 1962; 34.523 seconds to 3,000 m (9,840 ft), 48.787 seconds to 6,000 m (19,680 ft), 61.629 seconds to 9,000 m (29,530 ft), 77.156 seconds to 12,000 m (39,370 ft), 114.548 seconds to 15,000 m (49,210 ft), 178.5 seconds to 20,000 m (65,600 ft), 230.44 seconds to 25,000 m (82,000 ft), and 371.43 seconds to 30,000 m (98,400 ft). Although not officially recognized, the Phantom zoom-climbed to over 100,000 ft (30,480 m) during the last attempt.

All in all, the Phantom set 16 world records. With the exception of Skyburner, all records were achieved in unmodified production aircraft. Five of the speed records remained unbeaten until the F-15 Eagle appeared in 1975.

Flight characteristics

In air combat, the Phantom's greatest advantage was its thrust, which permitted a skilled pilot to engage and disengage from the fight at will. The massive aircraft, designed to fire radar-guided missiles from beyond visual range, lacked the agility of its Soviet opponents and was subject to adverse yaw during hard maneuvering. Although thus subject to irrecoverable spins during aileron rolls, pilots reported the aircraft to be very communicative and easy to fly on the edge of its performance envelope. In 1972, the F-4E model was upgraded with leading edge slats on the wing, greatly improving high-angle-of-attack maneuverability at the expense of top speed.

The J79 engines produced copious amounts of black smoke at military power which made the Phantoms easy to spot from a distance, a severe disadvantage in air combat against smaller aircraft. Pilots could eliminate the smoke by using afterburner, but at the cost of fuel efficiency. Some pilots adopted the procedure of running one engine in dry thrust at normal power setting, and the other in afterburner, resulting in the same total thrust as using both engines at full rated military power without generating the tell-tale smoke trail.

The F-4's biggest weakness, as it was initially designed, was its lack of an internal cannon. For a brief period, doctrine held that turning combat would be impossible at supersonic speeds and little effort was made to teach pilots air combat maneuvering. In reality, engagements quickly became subsonic. Furthermore, the relatively new heat-seeking and radar-guided missiles at the time were frequently reported as unreliable and pilots had to use multiple shots just to hit one target. To compound the problem, rules of engagement in Vietnam precluded long-range missile attacks in most instances, as visual identification was normally required.

Many pilots found themselves on the tail of an enemy aircraft but too close to fire short-range Falcons or Sidewinders. Although in 1967 USAF F-4Cs began carrying SUU-16 or SUU-23 external gunpods containing a 20 millimeter M61 Vulcan Gatling cannon, USAF cockpits were not equipped with lead-computing gunsights, virtually assuring a miss in a maneuvering fight. Some Marine Corps aircraft carried two pods for strafing. In addition to the loss of performance due to drag, combat showed the externally mounted cannon to be inaccurate unless frequently boresighted, yet far more cost-effective than missiles. The lack of cannon was finally addressed by adding an internally mounted 20 millimeter M61 Vulcan on the F-4E.

Operational history

United States Navy

On 30 December 1960, the VF-121 Pacemakers at NAS Miramar became the first Phantom operator with its F4H-1Fs (F-4As). The VF-74 Be-devilers at NAS Oceana became the first deployable Phantom squadron when it received its F4H-1s (F-4Bs) on 8 July 1961. The squadron completed carrier qualifications in October 1961 and Phantom’s first full carrier deployment between August 1962 and March 1963 aboard USS Forrestal (CV-59)Template:WP Ships USS instances. The second deployable US Atlantic Fleet squadron to receive F-4Bs was the VF-102 Diamondbacks, who promptly took their new aircraft on the shakedown cruise of USS Enterprise. The first deployable US Pacific Fleet squadron to receive the F-4B was the VF-114 Aardvarks, which participated in the September 1962 cruise aboard USS Kitty Hawk.

By the time of the Tonkin Gulf incident, 13 of 31 deployable Navy squadrons were armed with the type. F-4Bs from USS Constellation made the first Phantom combat sortie of the Vietnam War on 5 August 1964, flying bomber escort in Operation Pierce Arrow. The first Phantom air-to-air victory of the war took place on 9 April 1965 when an F-4B from VF-96 Fighting Falcons piloted by Lieutenant (junior grade) Terence M.

Murphy and his RIO, Ensign Ronald Fegan, shot down a Chinese MiG-17 'Fresco'. The Phantom was then shot down, apparently by an AIM-7 Sparrow from one of its wingmen. There continues to be controversy over whether the Phantom was shot down by MiG guns or whether, as enemy reports later indicated, an AIM-7 Sparrow III from one of Murphy's and Fegan's wingmen. On 17 June 1965, an F-4B from VF-21 Freelancers piloted by Commander Thomas C. Page and Lieutenant John C. Smith shot down the first North Vietnamese MiG of the war.

On 10 May 1972, Lieutenant Randy "Duke" Cunningham and Lieutenant (junior grade) William P. Driscoll flying an F-4J, call sign "Showtime 100", shot down three MiG-17s to become the first flying aces of the war. Their fifth victory was believed at the time to be over a mysterious North Vietnamese ace, Colonel Toon, now considered mythical. On the return flight, the Phantom was damaged by an enemy surface-to-air missile. To avoid being captured, Cunningham and Driscoll flew their burning aircraft upside down (the damage made the aircraft uncontrollable in a conventional attitude) until they could eject over water. Cunningham and Driscoll became USN aces by shooting down five or more enemy aircraft.

During the war, Navy Phantom squadrons participated in 84 combat tours with F-4Bs, F-4Js, and F-4Ns. The Navy claimed 40 air-to-air victories at the cost of 71 Phantoms lost in combat (5 to aircraft, 13 to SAMs, and 53 to AAA). An additional 54 Phantoms were lost in accidents. Of the 40 aircraft shot down by Navy and Marine Phantom crews, 22 were MiG-17s, 14 MiG-21s, two Antonov An-2s, and two MiG-19s. Of these, eight aircraft were downed by AIM-7 Sparrow missiles and 31 by AIM-9 Sidewinders.

By 1983, the F-4Ns had been completely replaced by F-14 Tomcats, and by 1986 the last F-4Ss were exchanged for F/A-18 Hornets. On 25 March 1986, an F-4S belonging to VF-151 Vigilantes became the last Navy Phantom to launch from an aircraft carrier, in this case, the USS Midway. On 18 October 1986, an F-4S from the VF-202 Superheats, a Naval Reserve fighter squadron, made the last-ever Phantom carrier landing while operating aboard USS America. In 1987, the last of the Naval Reserve-operated F-4Ss were replaced by F-14As. The last Phantoms in service with the Navy were QF-4 target drones operated by the Naval Air Warfare Centers. These were retired in 2004.

United States Marine Corps

The Marines received their first F-4Bs in June 1962, with the Black Knights of VMFA-314 at Marine Corps Air Station El Toro, California becoming the first operational squadron. In addition to attack variants, the Marines also operated several tactical reconnaissance RF-4Bs. Marine Phantoms from VMFA-531 arrived in Vietnam on 10 April 1965, flying close air support missions from land bases as well as from USS America. Marine F-4 pilots claimed three enemy MiGs (two while on exchange duty with the USAF) at the cost of 75 aircraft lost in combat, mostly to ground fire, and four in accidents. On 18 January 1992, the last Marine Phantom, an F-4S, was retired by the Cowboys of VMFA-112. The squadron was re-equipped with F/A-18 Hornets.

United States Air Force

In USAF service the F-4 was initially designated the F-110 Spectre prior to the introduction of the 1962 United States Tri-Service aircraft designation system. At first reluctant to adopt a Navy fighter, the USAF quickly embraced the design and became the largest Phantom user. The first Air Force Phantoms in Vietnam were F-4Cs from the 555th "Triple Nickel" Tactical Fighter Squadron, which arrived in December 1964.

Unlike the Navy, which flew the Phantom with a Naval Aviator (pilot) in the front seat and a Naval Flight Officer as a radar intercept officer (RIO) in the back seat, the Air Force initially flew its Phantoms with a rated pilot in the back seat. This policy was later changed to using a navigator qualified as a weapon/targeting systems officer (later designated as weapon systems officer or WSO) in the rear seat. However, because they originally flew with pilots in the rear seat, all USAF Phantoms retained dual flight controls throughout their service life.

USAF F-4Cs scored their first victories against North Vietnamese MiG-17s on 10 July 1965 using AIM-9 Sidewinder air-to-air missiles. On 24 July 1965, a Phantom from the 47th Tactical Fighter Squadron on temporary assignment in Vietnam became the first American aircraft to be downed by an enemy SAM, and on 5 October 1966 an 8th Tactical Fighter Wing F-4C became the first U.S. jet lost to an air-to-air missile, fired by a MiG-21 "Fishbed".

McDonnell Douglas F-4 Phantom-II: An air-to-air overhead view of an F-4 Phantom II aircraft of the 191st Fighter Interceptor Group being refueled during Exercise AMALGAM BRAVE '87, an air defense training exercise.

Early aircraft suffered from leaks in wing fuel tanks that required re-sealing after each flight and 85 aircraft were found to have cracks in outer wing ribs and stringers. There were also problems with aileron control cylinders, electrical connectors, and engine compartment fires. Reconnaissance RF-4Cs made their debut in Vietnam on 30 October 1965, flying the hazardous post-strike reconnaissance missions.

Although the F-4C was essentially identical to the Navy F-4B in flight performance and carried the Navy-designed Sidewinder missiles, USAF-tailored F-4Ds initially arrived in June 1967 equipped with AIM-4 Falcons. However, the Falcon, like its predecessors, was designed to shoot down bombers flying straight and level. Its reliability proved no better than others, and its complex firing sequence and limited seeker-head cooling time made it virtually useless in combat against agile fighters. The F-4Ds reverted to using Sidewinders under the "Rivet Haste" program in early 1968, and by 1972, the AIM-7E-2 "Dogfight Sparrow" had become the preferred missile for USAF pilots. Like other Vietnam War Phantoms, the F-4Ds were urgently fitted with radar homing and warning (RHAW) antennae to detect the Soviet-built SA-2 Guideline SAMs.

From the initial deployment of the F-4C to Southeast Asia, USAF Phantoms performed both air superiority and ground attack roles, supporting not only ground troops in South Vietnam but also conducting bombing sorties in Laos and North Vietnam. As the F-105 force underwent severe attrition between 1965 and 1968, the bombing role of the F-4 proportionately increased until after November 1970 (when the last F-105D was withdrawn from combat) it became the primary USAF ordnance delivery system. In October 1972 the first squadron of EF-4C Wild Weasel aircraft deployed to Thailand on temporary duty. The "E" prefix was later dropped and the aircraft were simply known as F-4C Wild Weasels.

Sixteen squadrons of Phantoms were permanently deployed between 1965 and 1973, and 17 others deployed on temporary combat assignments. Peak numbers of combat F-4s occurred in 1972, when 353 were based in Thailand. A total of 445 Air Force Phantom fighter-bombers were lost, 370 in combat and 193 of those over North Vietnam (33 to MiGs, 30 to SAMs, and 307 to AAA).

The RF-4C was operated by four squadrons, and of the 83 losses, 72 were in combat including 38 over North Vietnam (seven to SAMs and 65 to AAA). By war's end the U.S. Air Force had lost a total of 528 F-4 and RF-4C Phantoms. When combined with US Naval/Marine losses of 233 Phantoms; 761 F-4/RF-4 Phantoms were lost in the Vietnam War.

On 28 August 1972, Capt Steve Ritchie became the first USAF ace of the war. On 9 September 1972, WSO Capt Charles B. DeBellevue became the highest-scoring American ace of the war with six victories.

And WSO Capt Jeffrey Feinstein became the last USAF ace of the war on 13 October 1972. Upon return to the United States, DeBellevue and Feinstein were given vision waivers, assigned to pilot training and requalified as USAF pilots in the F-4. According to the USAF, its F-4s scored 107½ MiG kills in Southeast Asia (50 by Sparrow, 31 by Sidewinder, five by Falcon, 15.5 by gun, and six by other means).

On 31 January 1972, the 170th Tactical Fighter Squadron/183d Tactical Fighter Group of the Illinois Air National Guard became the first Air National Guard unit to transition to Phantoms. The Phantom's ANG service lasted until 31 March 1990, when it was replaced by the F-16 Fighting Falcon.

On 15 August 1990, 24 F-4G Wild Weasel Vs and six RF-4Cs were mobilized to the Middle East for Operation Desert Storm. The reason for this was that the F-4G was the only aircraft in the USAF inventory equipped for the suppression of enemy air defenses (SEAD) role since the EF-111 Raven lacked the offensive capability of the AGM-88 HARM missile, while the RF-4C was the only aircraft equipped with the ultra-long-range KS-127 LOROP (long-range oblique photography) camera. In spite of flying almost daily missions, only one RF-4C was lost in a fatal accident before the start of hostilities. One F-4G was lost when enemy fire damaged the fuel tanks and the aircraft ran out of fuel near a friendly airbase. The last USAF Phantoms, F-4G Wild Weasel Vs from 561st Fighter Squadron, were retired on 26 March 1996. The last operational flight of the F-4G Wild Weasel was from the 190th Fighter Squadron, Idaho Air National Guard, in April 1996. The last operational USAF/ANG F-4 to land was flown by Maj Mike Webb and Maj Gary Leeder, Idaho ANG. Like the Navy, the Air Force continues to operate QF-4 target drones, serving with the 82d Aerial Targets Squadron, it being expected that the F-4 will remain in the target role with the 82d ATRS until 2013/14.

Non-U.S. air forces

The Phantom served with the air forces of many countries, including Australia, Egypt, Germany, United Kingdom, Greece, Iran, Israel, Japan, Spain, South Korea and Turkey.

Australia

The Royal Australian Air Force (RAAF) leased 24 USAF F-4Es from 1970 to 1973 while waiting for their order for the General Dynamics F-111C to be delivered. They were so well-liked that the RAAF considered adopting the F-4E instead. They were operated from RAAF Amberley by No.1 Squadron and No.6 Squadron.

Egypt

In 1979, the Egyptian Air Force purchased 35 former USAF F-4Es along with a number of Sparrow, Sidewinder, and Maverick missiles from the US for $594 million as part of the "Peace Pharaoh" program. An additional seven surplus USAF aircraft were purchased in 1988. Three attrition replacements had been received by the end of the 1990s.

Germany

The German Luftwaffe initially ordered the reconnaissance RF-4E in 1969, receiving a total of 88 aircraft which were delivered from January 1971. In 1982, the initially unarmed RF-4Es were given a secondary ground attack capability, and were retired in 1994.

In 1973, under the "Peace Rhine" program the Luftwaffe purchased the lightened and simplified F-4F which was upgraded in the mid-1980s. Twenty-four German-owned F-4Fs were operated by the 49th Tactical Fighter Wing of the USAF at Holloman AFB to train Luftwaffe crews until 2002. In 1975, Germany also received 10 F-4Es for training in the U.S. In the late 1990s, these were withdrawn from service, being replaced by F-4Fs. Germany also initiated the "ICE" (Improved Combat Efficiency) program in 1983. The 110 ICE-upgraded F-4Fs entered service in 1992, and are expected to remain in service until 2012.

Greece

In 1971 the Hellenic Air Force ordered brand new F-4E Phantoms, with deliveries starting in 1974. Later (early 1990s) the Hellenic AF acquired surplus RF-4Es and F-4Es from the Luftwaffe and U.S. ANG.
Following the success of the German ICE program, on 11 August 1997, DASA of Germany received a contract to upgrade 39 aircraft to the very similar "Peace Icarus 2000" standard. As of May 2008 the Hellenic AF operates 35 upgraded F-4E-PI2000 (338 and 339 Squadrons) and 22 RF-4E aircraft (348 Squadron).

Iran

In the 1960s and 1970s, then U.S.-friendly Iran purchased 225 F-4D, F-4E and RF-4E Phantoms. The Islamic Republic of Iran Air Force Phantoms saw action in the Iran-Iraq war in the 1980s and are kept operational by overhaul and servicing from Iran’s aerospace industry.

Israel

The Israeli Air Force has been the largest foreign user of the Phantom, flying both newly built and ex-USAF aircraft, as well as several one-off special reconnaissance variants. The first F-4Es, nicknamed "Kurnass" (Heavy hammer), and RF-4Es, nicknamed "Orev" (Raven), were delivered in 1969 under the "Peace Echo I" program. Additional Phantoms arrived during the 1970s under "Peace Echo II" through "Peace Echo V" and "Nickel Grass" programs. Israeli Phantoms saw extensive combat during Arab–Israeli conflicts, first seeing action during the War of Attrition. In the 1980s, Israel began the "Kurnass 2000" modernization program which significantly updated avionics. The last Israeli F-4s were retired in 2004.

Japan

From 1968, the Japan Air Self-Defense Force purchased a total of 140 F-4EJ Phantoms without aerial refueling and ground attack capabilities. Mitsubishi built 138 under license in Japan and 14 unarmed reconnaissance RF-4Es were imported. Of these, 96 F-4EJs have since been modified to the F-4EJ Kai ("modified") standard. Fifteen F-4EJs have been converted to reconnaissance aircraft designated RF-4EJ, with similar upgrades as the F-4EJ Kai. As of 2007, Japan has a fleet of 90 F-4s in service and studies are underway to replace them with either the Eurofighter Typhoon, Dassault Rafale, or one of several others.

South Korea

The Republic of Korea Air Force purchased its first batch of ex-USAF F-4D Phantoms in 1968 under the "Peace Spectator" program. The ex-USAF F-4Ds continued to be delivered until 1988. The "Peace Pheasant II" program also provided newly-built and ex-USAF F-4Es. Currently F-4Ds are being retired from service by new F-15K Slam Eagles.

Spain

The Spanish Air Force acquired its first batch of ex-USAF F-4C Phantoms in 1971 under the "Peace Alfa" program. Designated C.12, the aircraft were retired in 1989. At the same time, the SAF received a number of ex-USAF RF-4Cs, designated CR.12. In 1995–1996, these aircraft received extensive avionics upgrades. Spain retired its RF-4s in 2002.

Turkey

The Turkish Air Force received 40 F-4Es in 1974, with a further 32 F-4Es and 8 RF-4Es in 1977-78 under the "Peace Diamond III" program, followed by 40 ex-USAF aircraft in "Peace Diamond IV" in 1987, and a further 40 ex-U.S. Air National Guard Aircraft in 1991. A further 32 RF-4Es were transferred to Turkey after being retired by the Luftwaffe between 1992 and 1994. In 1995, IAI of Israel implemented an upgrade similar to Kurnass 2000 on 54 Turkish F-4Es which were dubbed the F-4E 2020 Terminator.

United Kingdom

The United Kingdom bought versions based on the USN F-4J for use with the Royal Air Force and the Royal Navy's Fleet Air Arm. The main differences were the use of the British Rolls-Royce Spey engines and of British-made avionics. The RN and RAF versions were given the designation F-4K and F-4M respectively, and entered service as the Phantom FG.1 (fighter/ground attack) and Phantom FGR.2 (fighter/ground attack/reconnaissance).

After the Falklands War, 15 upgraded ex-USN F-4Js, known as the F-4J(UK) entered RAF service to compensate for one interceptor squadron redeployed to the Falklands.

Around 15 RAF squadrons received various marks of Phantom, many of them based in Germany. The first to be equipped was 6 Squadron at RAF Leuchars in July 1969. One noteworthy deployment was to 43 Squadron where Phantom FG1s remained the squadron equipment for a remarkable twenty years, arriving in September 1969 and departing in July 1989. During this period the squadron was based throughout at Leuchars.

The interceptor Phantoms were replaced by the Panavia Tornado F3 from the late 1980s onwards, and the last British Phantoms were retired in October 1992 when 74 Squadron disbanded.

Civilian use

Sandia National Laboratories used an F-4 mounted on a "rocket sled" in a crash test to see the results of an aircraft hitting a reinforced concrete structure, such as a nuclear power plant.
One aircraft, an F-4D (civilian registration NX749CF), is operated by the Massachusetts-based non-profit organization Collings Foundation as a "living history" exhibit. Funds to maintain and operate the aircraft, which is based in Houston, Texas, are raised through donations/sponsorships from public and commercial parties.

McDonnell Douglas F-4 Phantom-II: An air to air overhead view of three US Air Force F-4s from the 561st Fighter Wing, Nellis AFB, NV, in formation over the Mediterranean Sea and Saudi Arabia during the operation.

NASA's Dryden Flight Research Center acquired an F-4A Phantom II on 3 December 1965. It made fifty-five flights in support of short programs, chase on X-15 missions and lifting body flights. The F-4A also supported a biomedical monitoring program involving 1,000 flights by NASA Flight Research Center aerospace research pilots and students of the USAF Aerospace Research Pilot School flying high-performance aircraft. The pilots were instrumented to record accurate and reliable data of electrocardiogram, respiration rate and normal acceleration. In 1967, the F-4A supported a brief military-inspired program to determine whether an airplane's sonic boom could be directed and whether it could possibly be used as a weapon of sorts, or at least an annoyance. NASA also flew an F-4C in a spanwise blowing study from 1983 to 1985, after which it was returned to the Air Force.

McDonnell Douglas F-4 Phantom-II: Two Technicians from the 3rd Aircraft Maintenance Unit check the cockpit systems in a 3rd Tactical Fighter Wing F-4 Phantom II aircraft.

Variants

F-4A, B, J, N and S
Variants for the US Navy and the US Marines. F-4B was upgraded to F-4N, and F-4J was upgraded to F-4S.
F-110 Spectre, F-4C, D and E
Variants for the U.S. Air Force. F-4E introduced an internal M61 Vulcan cannon. F-4D and E were widely exported.
F-4G Wild Weasel V
A dedicated SEAD variant with updated radar and avionics, converted from F-4E. The designation F-4G was applied earlier to an entirely different Navy Phantom.
F-4K and M
Variants for British military re-engined with Rolls-Royce Spey turbofans.
F-4EJ
Simplified F-4E exported to and license-built in Japan.
F-4F
Simplified F-4E exported to Germany.
QF-4E AF Serial No. 74-0626 at McGuire AFB, 12 May 2007 with an A-10 in the background
F-4X
Proposed reconnaissance variant with water injection capable of exceeding Mach 3.
QF-4B, E, G, N and S
Retired aircraft converted into remote-controlled target drones used for weapons and defensive systems research.
RF-4B, C, and E
Tactical reconnaissance variants.

Specifications (F-4E)

Data from The Great Book of Fighters Quest for Performance, and Encyclopedia of USAF Aircraft.

General characteristics

* Crew: 2
* Length: 63 ft 0 in (19.2 m)
* Wingspan: 38 ft 4.5 in (11.7 m)
* Height: 16 ft 6 in (5.0 m)
* Wing area: 530.0 ft² (49.2 m²)
* Airfoil: NACA 0006.4-64 root, NACA 0003-64 tip
* Empty weight: 30,328 lb (13,757 kg)
* Loaded weight: 41,500 lb (18,825 kg)
* Max takeoff weight: 61,795 lb (28,030 kg)
* Powerplant: 2× General Electric J79-GE-17A axial compressor turbojets, 17,845 lbf (79.4 kN) each
* Zero-lift drag coefficient: 0.0224
* Drag area: 11.87 ft² (1.10 m²)
* Aspect ratio: 2.77
* Fuel capacity: 1,994 US gal (7,549 L) internal, 3,335 US gal (12,627 L) with three external tanks
* Maximum landing weight: 36,831 lb (16,706 kg)

Performance

* Maximum speed: Mach 2.23 (1,472 mph, 2,370 km/h) at 40,000 ft (12,190 m)
* Cruise speed: 506 kn (585 mph, 940 km/h)
* Combat radius: 367 nmi (422 mi, 680 km)
* Ferry range: 1,403 nmi (1,615 mi, 2,600 km) with 3 external fuel tanks
* Service ceiling 60,000 ft (18,300 m)
* Rate of climb: 41,300 ft/min (210 m/s)
* Wing loading: 78 lb/ft² (383 kg/m²)
* lift-to-drag: 8.58
* Takeoff roll: 4,490 ft (1,370 m) at 53,814 lb (24,410 kg)
* Landing roll: 3,680 ft (1,120 m) at 36,831 lb (16,706 kg)
* Thrust/weight: 0.86 at loaded weight, 0.58 at MTOW

Armament

* Up to 18,650 lb (8,480 kg) of weapons on nine external hardpoints, including general purpose bombs, cluster bombs, TV- and laser-guided bombs, rocket pods (UK Phantoms 4× Matra rocket pods with 18× SNEB 68 mm rockets each), air-to-ground missiles, anti-runway weapons, anti-ship missiles, targeting pods, reconnaissance pods, and nuclear weapons. Baggage pods may also be carried. External fuel tanks of 370 US gal (1,420 L) capacity for the outer wing hardpoints and either a 600 or 610 US gal (2,310 or 2,345 L) fuel tank for the centerline station can be fitted to extend the range.
* 4x AIM-7 Sparrow in fuselage recesses plus 4x AIM-9 Sidewinders on wing pylons; upgraded Hellenic F-4E and German F-4F ICE carry AIM-120 AMRAAM, Japanese F-4EJ Kai carry AAM-3, Hellenic F-4E will carry IRIS-T in future. Iranian F-4s could potentially carry Russian and Chinese missiles. UK Phantoms Skyflash missiles
* 1x M61 Vulcan 20 mm gatling cannon, 640 rounds
* 4x AIM-9 Sidewinder, Python-3 (F-4 Kurnass 2000), IRIS-T (F-4E Hellenic Air Force)
* 4x AIM-7 Sparrow, AAM-3(F-4EJ Kai)
* 8x AIM-120 AMRAAM for F-4F ICE, Turkish F-4 2020 Terminator, F-4E ICE Hellenic Air Force, F-4 Kurnass 2000
* 8x AGM-65 Maverick
* 4x AGM-62 Walleye
* 4x AGM-45 Shrike, AGM-88 HARM, AGM-78 Standard ARM
* 4x GBU-15
* 18x Mk.82, GBU-12
* 5x Mk.84, GBU-10, GBU-14
* 18x CBU-87, CBU-89, CBU-58
* SUU-23/A 23 mm Gunpod
* AGM-142 (Popeye 1) for Turkish Air Force F-4 2020 Terminator

More photos:

McDonnell Douglas F-4 Phantom-II: Two F-4 Phantom II aircraft in flight just after taking off during Exercise Quick Thrust '83-1.

McDonnell Douglas F-4 Phantom-II: An air-to-air right front view of an F-4 Phantom II aircraft, with an AQM-37C air-launched missile target attached to its undercarriage, flying over the Pacific Missile Test Center Range.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of an F-4 Phantom II (background) and an F-16 fighter aircraft (foreground), over Tampa Bay.

McDonnell Douglas F-4 Phantom II side: An air-to-air right side view of an F-4 Phantom II aircraft from Pacific Missile Test Center.

McDonnell Douglas F-4 Phantom-II: A ground-to-air view of an F-4 Phantom II aircraft as it makes a low-level pass over several discarded Army trucks that are used for target practice at the North Fort Hood bombing target.

McDonnell Douglas F-4 Phantom-II: Two F-4 Phantom II aircraft take off simultaneously during exercise TEAM SPIRIT '82. Members of the 3380th Security Police Squadron (foreground) defend the air field from the aggressor force.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of four F-4 Phantom II fighter aircraft from the 457th Tactical Fighter Squadron (Air Force Reserve) in flight.

McDonnell Douglas F-4 Phantom-II: An air-to-air view of a joint formation of aircraft participating in the multi-national exercise Bright Star '83. The aircraft are, clockwise from the top: Egyptian air force MiG-19 Farmer, U.S. Navy A-6 Intruder, Egyptian air force MiG-17 Fresco, U.S. Navy A-7 Corsair II, Egyptian air force MiG-21 Fishbed, Egyptian air force F-16 Fighting Falcon, Egyptian air force F-4 Phantom II, Egyptian air force Mirage 2000, and a U.S. Navy F-14 Tomcat in the center.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of an F-4 Phantom II aircraft releasing a B-83 bomb during the last flight of the B-83 project.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of an F-4S Phantom II aircraft from Fighter Squadron 301 (VF-301), foreground, and an F-4S Phantom II aircraft from Fighter Squadron 302 (VF-302), background.

McDonnell Douglas F-4 Phantom-II: An F-4 Phantom II aircraft is launched from the aircraft carrier USS KITTY HAWK (CV 63). An F/A-18 Hornet aircraft is visible to the right.

McDonnell Douglas F-4 Phantom-II: An Egyptian F-4 Phantom II aircraft is positioned for in-flight refueling from a KC-10 Extender aircraft during the joint exercise Bright Star '83.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of an F-4 Phantom II aircraft from the 457th Tactical Fighter Squadron (Air Force Reserve) being refueled by a KC-10 Extender aircraft (right).

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of three F-4 Phantom II aircraft from the 457th Tactical Fighter Squadron, 301st Tactical Fighter Wing (AFRES) in echelon formation. The lead aircraft is banking to the left.

McDonnell Douglas F-4 Phantom-II: Aerial side view of an F-4 Phantom II fighter aircraft armed with an AGM-88A high-speed anti-radiation missile (HARM).

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of two F-4 Phantom II aircraft in flight behind a Norwegian F-5 Tiger II aircraft during Reforger (Cornet Rawhide).

McDonnell Douglas F-4 Phantom-II: An air-to-air left side view of an F-4 Phantom II, foreground, and a Norwegian F-5 Tiger II aircraft in flight during Reforger (Cornet Rawhide).

McDonnell Douglas F-4 Phantom-II: A left side view of a KC-10 Extender aircraft refueling an F-4 Phantom II aircraft with three other Phantoms flying above.

McDonnell Douglas F-4 Phantom-II: A view of an F-4 Phantom II aircraft from the refueling station of a KC-10 Extender aircraft refueling during a tactical large force employment exercise. The F-4 is from the 36th Tactical Fighter Squadron, Osan Air Base, Korea and the KC-10 is from the 9th Air Refueling Squadron, Beale Air Force Base, California.

McDonnell Douglas F-4 Phantom-II: Technical Sergeant David N. Craft, a US Air Force photographer, in the cockpit of an aircraft during the dissimilar aircraft flying Exercise COMMANDO WEST 6. Personnel and aircraft of the 3rd Tactical Fighter Squadron are participating in the exercise with members of the Royal Thai Air Force. A 3rd TFS F-4 Phantom II aircraft is visible through the canopy.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of a 3rd Tactical Fighter Wing F-4 Phantom II aircraft during Exercise COPE THUNDER '84.

McDonnell Douglas F-4 Phantom-II: A composite photo showing an F-4S Phantom II aircraft and plane captain silhouetted against the setting sun aboard the aircraft carrier USS MIDWAY (CV-41) combined with a view of the full moon.

McDonnell Douglas F-4 Phantom-II: F-4 Phantom II aircraft are prepared for takeoff during a tactical large force employment exercise. They are assigned to the 3rd Tactical Fighter Wing.

McDonnell Douglas F-4 Phantom-II: A view of an F-4 Phantom II aircraft from the refueling station of a KC-10 Extender aircraft during a tactical large force employment exercise. The F-4 is from the 36th Tactical Fighter Squadron, Osan Air Base, Korea, and the KC-10 is from the 9th Air Refueling Squadron, Beale Air Force Base, California.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of a Korean Air Force F-5 Tiger II aircraft and F-4 Phantom II aircraft in formation with a US Air Force F-16 Fighting Falcon, F-4 Phantom II aircraft, and F-15 Eagle aircraft during the joint US/South Korean exercise TEAM SPIRIT '84.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of a Korean Air Force F-5 Tiger II aircraft and F-4 Phantom II aircraft in formation with a US Air Force F-16 Fighting Falcon, F-4 Phanton II aircraft, and F-15 Eagle aircraft during the joint US/South Korean Exercise TEAM SPIRIT '84.

McDonnell Douglas F-4 Phantom-II: An air-to-air left side view of four F-4 Phantom II aircraft from the 51st Tactical Fighter Wing. The aircraft are being used during PITCH BLACK 84, a joint US, Australian and New Zealand exercise.

McDonnell Douglas F-4 Phantom-II: An air-to-air left side view of five F-4 Phantom II aircraft from the 51st Tactical Fighter Wing. The aircraft are being used during PITCH BLACK 84, a joint US, Australian and New Zealand exercise.

McDonnell Douglas F-4 Phantom-II: An air-to-air view of an F-4 Phantom II aircraft as it is positioned under the boom of a KC-10A Extender aircraft for refueling during the joint Australia/New Zealand/US Exercise PITCH BLACK '84.

McDonnell Douglas F-4 Phantom II side: An air-to-air right side view of an F-4 Phantom II aircraft from Pacific Missile Test Center.

McDonnell Douglas F-4 Phantom-II: An air-to-air view of the cockpit of an F-4 Phantom II aircraft as it undergoes refueling from a KC-10A Extender aircraft during the joint Australia/New Zealand/US Exercise PITCH BLACK '84. The F-4 is assigned to the 51st Tactical Fighter Wing.

McDonnell Douglas F-4 Phantom-II: An air-to-air left side view of four F-4 Phantom II aircraft from the 51st Tactical Fighter Wing. The top two aircraft are armed with AIM-9 Sidewinder air-to-air missiles. The aircraft are being used during PITCH BLACK 84, a joint US, Australian and New Zealand exercise.

McDonnell Douglas F-4 Phantom-II: An air-to-air left side view OF AN F-4S Phantom II aircraft from Reserve Fighter Squadron 301 (VF-301) ascending while in flight off the coast of Southern California.

McDonnell Douglas F-4 Phantom-II: An air-to-air right side view of two F-4S Phantom II aircraft. They are assigned to Fighter Squadrons 301 and 302 (VF-301, 302).

McDonnell Douglas F-4 Phantom-II: An F-4S Phantom II aircraft, with tail-hook down, prepares to land on the flight deck of the aircraft carrier USS MIDWAY (CV 41).

McDonnell Douglas F-4 Phantom-II: An air to air left underside view of an F-4 Phantom II aircraft from the 3rd Tactical Fighter Wing, Clark Air Base, Philippines, and a Thai air force F-5E Tiger II aircraft in formation during the joint Thai/US Air Force Exercise COMMANDO WEST VIII. Both aircraft are armed with AIM-9 Sidewinder missiles.

Do-228 MPA

2010-04-21T05:39:00.000+08:00

Bids were received from various candidates in April 2006. A July 2007 Defense News report says that a procurement team will be sending preliminary evaluations to the Defence Ministry by September 2007, which will lead to a short list. This has happened, but the military’s wishes and development timelines for their target platforms may force a split into short-term and long-term buys. A preliminary decision and price negotiations are scheduled to begin “within two years,” i.e. by mid-2009.
Past experience has demonstrated that price negotiations with India’s MoD can take years themselves – or even sink deals entirely, vid. the various collapsed deals for second-hand Mirage 2000 fighter jets.

Heron UAV

2010-04-11T05:37:00.000+08:00

The Indian Navy currently relies on its fleet of around 15 Dornier 228-101 aircraft and 12 Israeli Searcher Mark II and Heron unmanned aerial vehicles to monitor India’s 7,516 km long coastline, 1,197 islands and a 2.01 square km exclusive economic zone.

Additional patrols and interdiction within and beyond that area are undertaken by its 8 ultra-long-range TU-142 Bear aircraft and its 2 remaining IL-38 May Maritime Surveillance Aircraft upgrades to IL-38SD status. Another 3 upgraded IL-38SDs were expected to enter service by end-2008, but the upgrades have been a flashpoint for controversy due to a May 14/07 report from India’s Comptroller and Auditor General (CAG) which said that the first 2 upgraded IL-38SDs are missing essential avionics and weapon systems that are “seriously limiting their operational capabilities.”

In February 2006, Flight International reported that India’s navy had also set a March 2007 deadline to receive bids for 16-24 more anti-submarine warfare helicopters; but the manufacturers that were handed the tender (AgustaWestland, Eurocopter, Kamov and Sikorsky) asked for an extension. That request has factored into at least one bid proposal for India’s next generation long-range maritime patrol aircraft.

F-5 Tiger II

2010-03-24T00:36:00.000+08:00

The F-5 is a supersonic fighter combining low cost, ease of maintenance and great versatility. More than 2,000 F-5 aircraft have been procured by the USAF for use by allied nations

The F-5, which resembles the USAF Northrop T-38 trainer, is suitable for various types of ground-support and aerial intercept missions, including those which would have to be conducted from sod fields in combat areas.

The F-5 first flew on July 30, 1959, and deliveries to the Tactical Air Command for instructing foreign pilots began in April 1964. Pilots from Iran and South Korea were the first to be trained in the F-5, followed by pilots from Norway, Greece, Taiwan, Spain and other Free World nations that have adopted the F-5. A two-place combat trainer version, the F-5B, first flew in February 1964. In 1966-1967, a USAF squadron of F-5s flew combat missions in Southeast Asia for operational evaluation purposes.

Specifications (F-5A):

Span: 25 ft. 10 in.
Length: 47 ft. 2 in.
Height: 13 ft. 6 in.
Weight: 20,576 lbs. loaded
Armament: Two 20mm cannons, rockets, missiles and 5,500 lbs. of bombs externally
Engines: Two General Electric J85s of 4,080 lbs. thrust each with afterburner
Cost: $756,000

Performance:

Maximum speed: 925 mph
Cruising speed: 575 mph
Range: 1,100 miles
Service ceiling: 50,700 ft.

Source: US Air Force

Detailed background:

Source: wikipedia.org

The F-5A and F-5B Freedom Fighter and F-5E and F-5F Tiger II are part of a family of widely used light supersonic fighter aircraft, designed and built by Northrop in the United States, beginning in 1960s. Hundreds remain in service in air forces around the world in the early 21st Century, and the type has also been the basis for a number of other aircraft.

The F-5 started life as a privately-funded light fighter program by Northrop in the 1950s. The first generation F-5A Freedom Fighter entered service in the 1960s. Over 800 were produced through 1972 for U.S. allies during the Cold War. The USAF had no want for a light fighter, but it did specify a requirement for a supersonic trainer and procured about 1,200 of a derivative airframe for this purpose, the T-38 Talon.

The improved second-generation F-5E Tiger II was also primarily used by American Cold War allies and, in limited quantities, served in US military aviation as a training and aggressor aircraft; Tiger II production amounted to 1,400 of all versions, with production ending in 1987. Many F-5s continuing in service into the 1990s and 2000s have undergone a wide variety of upgrade programs to keep pace with the changing combat environment. The F-5 was also developed into a dedicated reconnaissance version, the RF-5 Tigereye.

The F-5N/F variants remain in service with the United States Navy as an adversary trainer.

Design and development

Northrop designed the F-5 (company designation N-156) to be a low-cost, low-maintenance fighter, but found there was little market for such a craft. It was designed around a pair of an afterburning version of the General Electric J85 engine which was originally designed to power the tiny McDonnell ADM-20 Quail decoy, then carried by the B-52 bomber. This requirement created a very small engine with a very high thrust to weight ratio. The U.S. Army expressed interest in it for ground support, but operating fixed-wing aircraft was a task largely taken over by the U.S. Air Force. The Air Force would neither agree to operate the N-156 nor to allow the Army to operate fixed-wing combat aircraft (a situation repeated with the C-7 Caribou).

When the Military Assistance Program under the Kennedy Administration needed a low-cost fighter for distribution to less-developed nations, the N-156F was at the top of the pile, and subsequently became the F-5A. It was named under the 1962 United States Tri-Service aircraft designation system which included a re-set of the fighter number series (the General Dynamics F-111 was the highest sequentially numbered P/F- aircraft to enter service under the old number sequence).

F-5E and F-5F Tiger II

In 1970 Northrop won a competition for an improved International Fighter Aircraft (IFA) to replace the F-5A. The resultant aircraft, initially known as F-5A-21, subsequently became the F-5E. It was lengthened and enlarged, with increased wing area and more sophisticated avionics, initially with an Emerson Electric AN/APQ-153 radar (the F-5A and B had no radar). Various specific avionics fits could be accommodated at customer request. A two-seat combat-capable trainer, the F-5F, was offered. Unlike the gunless F-5B, it retained a single M39 cannon in the nose, albeit with a reduced ammunition capacity (the F-5E was equipped with two M39 cannon, one on either side of the nose). The F-5F was armed with Emerson AN/APQ-157 radar, which is a derivative of the AN/APQ-153 radar, with dual control and display systems to accommodate the two-men crew, and the radar has the same range of AN/APQ-153, around 10 nm. A reconnaissance version, the RF-5E Tigereye, with a sensor package in the nose displacing the radar and one cannon, was also offered. The latest radar upgrade included the Emerson AN/APG-69, which was the successor of AN/APQ-159, incorporating mapping capability, however, most nations chose not to upgrade due to financial reasons, and the radar only saw very limited service in USAF aggressor squadrons and Swiss air force.

The F-5E eventually received the official name Tiger II. The F-5E experienced numerous upgrades in its service life, with the most significant one being adopting a new planar array radar, Emerson AN/APQ-159 with a range of 20 nm to replace the original AN/APQ-153. Similar radar upgrades were also proposed for F-5F, with the derivative of AN/APQ-159, the AN/APQ-167, to replace the AN/APQ-157, but was never carried out.

Northrop built 792 F-5Es, 140 F-5Fs and 12 RF-5Es. More were built under license overseas: 56 F-5Es and -Fs plus 5 RF-5Es were manufactured in Malaysia, which plans to sell the aircraft after upgrading them; 90 F-5Es and -Fs in Switzerland, which currently leases some to Autria to bridge the gap between the retirement of the Saab Draken fleet and the delivery of new Eurofighter jets; 68 in South Korea, and 308 in Taiwan.

The F-5 proved to be a successful combat aircraft for US allies, but had only limited combat service with the US Air Force in Vietnam. The two-seat F-5B actually preceded the F-5A and was actually a fighter development of the T-38 Talon supersonic trainer. The design would evolve into the Northrop YF-17, which lost out to the YF-16 in US air Force competition for a lightweight fighter but was eventually developed into the McDonnell Douglas (now Boeing) F/A-18 Hornet.

Upgrades

Various F-5 versions remain in service with many nations. Singapore has approximately 49 modernized and re-designated F-5S (single-seat) and F-5T (two-seat) aircraft. Upgrades include new FIAR Grifo-F X-band radar from Galileo Avionica (similar in performance to the AN/APG-69), updated cockpits with multi-function displays, and compatibility with the AIM-120 AMRAAM and RAFAEL Python air-to-air missiles.

Similar programs have been carried out in Chile and Brazil with the help of Elbit. The Chilean upgrade, called the F-5 Plus, incorporated a new Elta 2032 radar and other improvements. The Brazilian program, whose product is called the F-5M (Modernized), is armed with Python V coupled to the DASH helmet-mounted cue system, and new GRIFO radar, cockpit displays and navigation electronics. The Brazilian F-5M is also equipped with the Israeli Derby missile and can operate in a BVR environment. In the Cruzex 2006 multinational war games, a Brazilian F-5 made simulated kills on two French Air Force Dassault Mirage 2000N aircraft, which were supported by an E-3 Sentry and escorted by other two Mirage 2000C. This result was achieved by using the Derby and the information relayed by datalink from an AEW&C plane, the Embraer R-99, fitted with the Erieye AESA radar.

Another upgrade programs have been carried out in Royal Thai Air Force by Israel being called the F-5T Tigris, armed with Python III and 4 (with the Dash helmet-mounted cueing system). Unlike other F-5s which have undergone updates, the RTAF aircraft cannot use BVR missiles.
One NASA F-5E was given a modified fuselage shape for its employment in the Shaped Sonic Boom Demonstration program.

Operational history

United States

The first contract for the production F-5A was issued in 1962, the first overseas order coming from the Royal Norwegian Air Force in February 1964. 636 F-5As were built before production ended in 1972. These were accompanied by 200 two-seat F-5B aircraft. These were operational trainers, lacking the nose-mounted cannon but otherwise combat-capable.

In October 1965 the USAF began a five-month combat evaluation of the F-5A titled Skoshi Tiger. Twelve aircraft were delivered for trials to the 4503rd Tactical Fighter Wing and redesignated as the F-5C. They performed combat duty in Vietnam, flying more than 3,500 sorties from the 3rd Tactical Fighter Wing at Bien Hoa in South Vietnam. Two aircraft were lost in combat. Though declared a success, the program was more a political gesture than a serious consideration of the type for U.S. service. From April 1966 the aircraft continued operations as 10th Fighter Commando Squadron with their number boosted to seventeen aircraft. (Following Skoshi Tiger the Philippine Air Force acquired F-5A and B models in 1965, putting twenty-three into service. These aircraft, along with remanufactured F-8 Crusaders, eventually replaced the F-86 Sabre in the air defense and ground attack roles.)

In June 1967 the 10th FCS's surviving aircraft were turned over to the air force of South Vietnam, which previously had only A-37 Dragonfly and A-1 Skyraider attack aircraft. This new VNAF squadron was titled the 522nd. The president of Vietnam had originally asked for F-4 Phantoms used by the Americans, but the VNAF flew primarily ground support as the communist forces employed no opposing aircraft over South Vietnam, MiG or otherwise. Ironically, when Bien Hoa was later overrun by Communist forces, several of the aircraft were captured and used operationally by the NVAF, in particular against Khmer Rouge. In view of the performance, agility and size of the F-5, it might have appeared to be a good match against the similar MiG-21 in air combat; however, US doctrine was to use heavy, faster, and longer-range aircraft like the F-105 Thunderchief and F-4 Phantom II over North Vietnam. Several of the F-5s left over from the Vietnam war were sent to Poland and Russia, for advanced study of US aviation technology, while others were decommissioned and put on display at museums in Vietnam.

Although the United States does not use the F-5 in a front line role, it was adopted for an opposing forces (OPFOR) "aggressor" for dissimilar training role because of its small size and performance similarities to the Soviet MiG-21.

The F-5E saw service with the US Air Force from 1975 until 1990, serving in the 64th Aggressor Squadron and 65th Aggressor Squadron at Nellis Air Force Base in Nevada, and with the 527th Aggressor Squadron at Alconbury RAF Base in the UK and the 26th Aggressor Squadron at Clark Air Force Base in the Philippines. The Marines purchased ex-USAF models in 1989 to replace their F-21s, which served with VMFT-401 at Marine Corps Air Station Yuma. The U.S. Navy used the F-5E extensively at the Naval Fighter Weapons School (TOPGUN) when it was located at NAS Miramar, California. When TOPGUN relocated to become part of the Naval Strike and Air Warfare Center at NAS Fallon, Nevada, the command divested itself of the F-5. Relying on VC-13, redesignated VFC-13, to employ the F-5 as an adversary aircraft. Former adversary squadrons such as VF-43 at NAS Oceana, VF-45 at NAS Key West, VF-126 at NAS Miramar, and VFA-127 at NAS Lemoore have also operated the F-5 along with other aircraft types in support of Dissimilar Air Combat Training (DACT).

The U.S. Navy F-5 fleet continues to be modernized with 36 low-hour F-5E/Fs purchased from Switzerland in 2006. These were updated as F-5N/Fs with modernized avionics and other improved systems. Currently, the only U.S. Navy units flying the F-5 are VFC-13 at NAS Fallon, Nevada and VFC-111 at NAS Key West, Florida. Iran

The Imperial Iranian Air Force received extensive US equipment in the 1960s and 1970s. Iran received its first 11 F-5A and two F-5Bs on February 1965 which were declared operational on June 1965. Ultimately, Iran received 104 F-5A and 23 F-5Bs by 1972. From January 1974 with the first squadron of 28 F-5Fs, Iran received a total of 166 F-5E/F and 15 additional RF-5Es with deliveries ending in 1976. While receiving the F-5E and F, Iran started selling its F-5A and Bs to other countries including Ethiopia, Turkey, Greece and South Vietnam; by 1976, they were all sold apart from some F-5Bs retained for training.

After the revolution, the new Islamic Republic of Iran Air Force was partially successful keeping Western fighters in service during the war with Iraq in the 1980s and the simple F-5 had a good service readiness until late in the war. Initially Iran took spare parts from foreign sources, later it was able to have its new aircraft industry keep the aircraft flying.

During the war with Iraq, IRIAF F-5s were heavily involved, flying air-to-air and air-to-ground sorties. Iranian F-5s took part in many air combats with Iraqi MiG-21, MiG-23, MiG-25, Su-20/22, Mirage F-1 and Super Etendards scoring many victories but alternately suffering many losses. However the exact combat record is not known with many different claims from Iraqi, Iranian and even Western and Russian sources.

Also, it appears that many IRIAF pilots were victims of their own unstable regime - in many cases, they were imprisoned and executed by the Iranian government itself, often on vague charges. Adding to the haze surrounding the F-5's combat record is that many of the IRIAF's confirmed air-to-air kills were, for political reasons, attributed to the Revolutionary Guards. Nonetheless there are reports that an F-5E, piloted by Major Yadollah Javadpour, managed to shoot down a MiG-25.

From a general standpoint, during the first years of service, Iranian F-5 fighter aircraft had the advantage in missile technology, using advanced versions of the IR seeking Sidewinder, later lost with deliveries of new missiles and fighters to Iraq.
Today, Iran produces an indigenous aircraft titled the "Saegeh" which is built on the same platform as the F5.

Ethiopia

Ethiopia received 10 F-5A, 2 F-5B, from USA starting in 1966. In addition to these Ethiopia had a training squadron equipped with at least 8 T33A. Later in 1970, Iran transferred at least other 3 F-5A and Bs to Ethiopia. In 1975, another agreement was reached with USA to deliver a number of military aircrafts including 14 F-5E and 3 F-5F and so later in the same year 8 F-5E were transferred while the other were embargoed and delivered to a USAF aggressor Squadron due to changed political situation. The USA withdrew its personnel and cut diplomatic relations too. Ethipioan officers contracted a number of Israelis to maintain American equipment.

The Ethiopian F-5 fighters saw combat action against Somali forces and air force during the Ogaden War (1977-1978). The main Somali fighter aircraft was the MiG-21MF delivered in the 1970s supported by MiG-17 delivered in the 1960s by the Soviet Union.
Ethiopian F-5E were used to gain air superiority because they could use the AIM-9B air to air missile, while the F-5A were kept for air interdiction and air strike and F-86 for close air support. During this period Ethiopian F-5E were on training against Ethiopian F-5A and F-86 (simulating Somali MiG-21 and MiG-17).

On 17 July 1977, 2 Ethiopian F-5 were on combat air patrol near Harer, when 4 Somali MiG-21MF were detected nearby. In the engagement 2 MiG-21 were shot down while the other two had a mid-air collision while avoiding a AIM-9B missile. The nationality of the F-5 pilots (Israeli or Ethiopian) is disputed. The better trained Ethiopian Air Force F-5 pilots swiftly gained air superiority over the Somali Air Force, shooting down a number of aircraft, while other Somali aircraft were lost to air defense and to incidents. However at least three F-5 were shot down by air defense during attacks against supply bases in western Somalia. Saudi Arabia

During the Gulf War, Saudi F-5s flew close air support and aerial interdiction missions against Iraqi units in Kuwait. One RSAF F-5 was lost to ground fire on February 13, 1991. In Saudi Arabian service, approximately 20 Tigers have been lost to various causes over the years.

Variants

Single-seat versions

N-156F
Single-seat fighter prototype. Only three aircraft were built.

YF-5A
The three prototypes were given the US Air Force designation YF-5A.

F-5A
Single-seat fighter version of the F-5A for the Republic of Korea Air Force.

F-5A (G)
Single-seat fighter version of the F-5A for the Royal Norwegian Air Force.

XF-5A
This designation was given to one aircraft used for static tests.

A-9
Designation of Spanish built F-5A which served in the Ejército del Aire

F-5C Skoshi Tiger
12 F-5A Freedom Fighters, were tested by the US Air Force for four and a half months in Vietnam.

F-5E Tiger II
Single-seat fighter version.

F-5E Tiger III
Upgraded version of the F-5E in use by the Chilean Air Force.

F-5G
The temporary designation given to the F-20A Tigershark.

F-5N
Ex-Swiss Air Force F-5Es used by the US Navy as "aggressor" aircraft, intended to replace high-time
USN/USMC F-5Es in the adversary role, and see service through to 2015.

F-5S
Upgraded version of the F-5E in use by the Republic of Singapore Air Force, equipped with the Galileo Avionica's FIAR Grifo-F X-band radar and are capable of firing the AIM-120 AMRAAM.

F-5T Tigris
Upgraded version of the F-5E of Royal Thai Air Force by Israel.

F-5EM
Upgraded version of the F-5E of Brazilian Air Force.

Reconnaissance versions

RF-5A
Single-seat reconnaissance version of the F-5A fighter.

RF-5A (G)
Single-seat reconnaissance version of the F-5A fighter for the Royal Norwegian Air Force.

RF-5E Tigereye
Single-seat reconnaissance version of the F-5E fighter. The RF-5E Tigereye was exported to Saudi Arabia, Iran and Malaysia.

RF-5E Tigergazer
Upgraded single-seat reconnaissance version of the F-5E. The Tigergazer is now in service with Taiwan.

RF-5S Tigereye
Single-seat reconnaissance version of the F-5S for the Republic of Singapore Air Force.

AR-9
Spanish recon aircraft.

Two-seat versions

F-5-21
Temporarily designation given to the YF-5B.

YF-5B
One F-5B was fitted with a 5,000 lb s.t (2,268 kg) General Electric J85-GE-21 engine, and used as a prototype for the F-5E Tiger II.

F-5B
Two-seat fighter version for the Republic of Korea Air Force.

F-5B(G)
Two-seat trainer version of the F-5B for the Royal Norwegian Air Force.

F-5D
Unbuilt trainer version.

F-5F Tiger II
Two-seat trainer version of F-5E Tiger II.

F-5F Tiger III
Upgraded trainer version of the F-5F in use by the Chilean Air Force.

F-5T
Upgraded F-5F in use by the Republic of Singapore Air Force.

F-5FM
Upgraded trainer version of the F-5F for the Brazilian Air Force.

Foreign variants

Licensed versions

CF-5
Fighter versions for the Canadian Forces Air Command built under license by Canadair. Its Canadian designation is CF-116.

NF-5A
Single-seat fighter version of the CF-5A for the Royal Netherlands Air Force. 75 built.

NF-5B
Two-seat training version of the CF-5D for the Royal Netherlands Air force. 30 built.

SF-5A
Single-seat fighter version of the F-5A for the Spanish Air Force. Built under licence in Spain by CASA.

SRF-5A
Single-seat reconnaissance version of the RF-5A for the Spanish Air force. Built under license in Spain By
CASA.

SF-5B
Two-seat training version of the F-5B for the Spanish Air Force. Built under license in Spain by CASA.

VF-5A
Single-seat version of the CF-5A for the Venezuelan Air Force. This designation was given to some Canadair CF-116s which were sold to the Venezuelan Air Force.

VF-5D
Two-seat training version of the CF-5D for the Venezuelan Air Force.

KF-5E
F-5E built in South Korea for Republic of Korea Air Force. First introduction Time : September, 1982.

KF-5F
F-5F built in South Korea for Republic of Korea Air Force. First introduction Time : September, 1982.

Unlicensed versions

Azarakhsh
F-5E built in Iran with unknown modifications and a mid wing.

Sa'eqeh
F-5E modified in Iran with canted, twin vertical stabilizers.

Derivatives

F-20 Tigershark
Northrop attempted to develop an advanced version of the F-5E, originally designated F-5G, as an export competitor for the F-16 Fighting Falcon. The F-5G was later redesignated the F-20 Tigershark. It received favorable reviews as a less expensive but capable alternative to early-block variants of the F-16 (and superior to the similarly never-purchased export variant F-16/79), but it never had the appeal of the much newer fighter design even at a lower cost.

Specifications (F-5E Tiger II)

Data from Quest for Performance

General characteristics

* Crew: 1
* Length: 47 ft 4¾ in (14.45 m)
* Wingspan: 26 ft 8 in (8.13 m)
* Height: 13 ft 4½ in (4.08 m)
* Wing area: 186 ft² (17.28 m²)
* Airfoil: NACA 65A004.8 root, NACA 64A004.8 tip
* Empty weight: 9,558 lb (4,349 kg)
* Max takeoff weight: 24,664 lb (11,187 kg)
* Powerplant: 2× General Electric J85-GE-21B turbojet
* Dry thrust: 3,500 lbf (15.5 kN) each
* Thrust with afterburner: 5,000 lbf (22.2 kN) each
* Zero-lift drag coefficient: 0.0200
* Drag area: 3.4 ft² (0.32 m²)
* Aspect ratio: 3.86
* Internal fuel: 677 US gal (2,563 L)
* External fuel: 275 US gal (1,040 L) per tank in up to 3 tanks

Performance

* Maximum speed: 917 kn (1,060 mph, 1,700 km/h, mach 1.6)
* Range: 760 nmi (870 mi, 1,405 km)
* Ferry range: 2,010 nmi (2,310 mi, 3,720 km)
* Service ceiling 51,800 ft (15,800 m)
* Rate of climb: 34,400 ft/min (175 m/s)
* Lift-to-drag ratio: 10.0

Armament

* Guns: 2× 20 mm (0.787 in) Pontiac M39A2 cannons in the nose, 280 rounds/gun
* Hardpoints: 7 total: 2× wing-tip AAM launch rails, 4× under-wing & 1× under-fuselage pylon stations holding up to 7,000 lb (3,200 kg) of payload
* Rockets:
o 2× LAU-61/LAU-68 rocket pods (each with 19× /7× Hydra 70 mm rockets, respectively); or
o 2× LAU-5003 rocket pods (each with 19× CRV7 70 mm rockets); or
o 2× LAU-10 rocket pods (each with 4× Zuni 127 mm rockets); or
o 2× Matra rocket pods (each with 18× SNEB 68 mm rockets)
* Missiles:
o Air-to-air missile:
+ 4× AIM-9 Sidewinders or
+ 4× AIM-120 AMRAAMs
o Air-to-surface missile:
+ 2× AGM-65 Mavericks
* Bombs: A variety of air-to-ground ordnance such as the Mark 80 series of unguided iron bombs (including 3 kg and 14 kg practice bombs), CBU-24/49/52/58 cluster bomb munitions, napalm bomb canisters and M129 Leaflet bomb
* Others: up to 3× 150/275 US gallon Sargent Fletcher drop tanks for ferry flight or extended range/loitering time.

Avionics

* AN/APQ-153 radar on early batch of F-5E
* AN/APQ-159 radar on later production F-5E

F/A-18d Hornet

2010-03-21T05:09:00.002+08:00

No.18 Squadron, Royal Malaysian Air Force Base Butterworth was also involved in displaying great LIMA2007 Boeing-made aircraft, the United States, F/A-18d Hornet.

Hornet is a supersonic aircraft F/A-18d night attack version of the maritime attack could do the absolute best in its class for the RMAF. Acquisition of 8 units F/A-18d Hornet aircraft occurred in 1993 and the supply is gradually handed over to the RMAF in 1997 which followed the purchase of four units of the four units are delivered to the RMAF Hornet F/A-18d in August 1997 limiting the eight-aircraft unit Hornet RMAF all the strategic assets of the most prestigious at the time. RMAF Hornet aircraft have the best features of maritime attack missions more so it is supported by the basic equipment of high technology to increase the Hornet's ability to operate day and night in all weather conditions, especially the night attack exercise program. F/A-18d Hornet was built specifically for the absolute role of the night attack and maritime engines equipped F404-GE-402 as well as radar systems and weapons specific to the version of the Night Attack;

* Radar AN/APG-73.* Pod AN/AAR-50NavFLIR radar.* Pod AN/AAS-38 Nite Hawk radar.* AIM-9 Sidewinder (version S)* AIM-7 Sparrow (version M)* AGM-84 Harpoon (version A)* Paveway II (bombs user)* Laser or LGB (500 lb Mk82 bombs)* CBU cluster bomb or Rockeye.* Rocket-rockets without guidance.* M61A1 Vulcan cannon in.

F/A-18d Hornet aircraft have been serving for 10 years and over a century served with No.18 Squadron, Royal Malaysian Air Force, the aircraft has demonstrated the advantages of excellent service record. In LIMA2007 ago, four units exhibit great F/A-18d Hornet RMAF manuver to the public, driven by professional RMAF pilots of Royal Malaysian Air Force Lt Col Arshad II, Major Radin Radin Tahir Saiful Affendi RMAF, Royal Malaysian Air Force Maj. Abdul Rahim Jusoh, Lt Col Zainal Abidin Zahani RMAF. This has enhanced the ability of aircraft to perform more complex roles. Upgrades made to the aircraft include modifications to improve hardware or software that can launch weapons Hornet RMAF AAMRAM (vesi C 5) and using the Joint Direct Attack Muitions / JDAM.

AV-8B Harrier

2010-03-02T01:39:00.000+08:00

The Harrier today is one of the truly unique and most widely known of military aircraft. It is unique as the only fixed wing V/STOL aircraft in the free world.

AV-8B Harrier jet: An air-to-air view of a U.S. Marine Corps AV-8B Harrier II attack aircraft from Marine Attack Squadron 513 (VMA-513), Yuma Marine Corps Air Base, Ariz., during Operation Desert Shield.

It also is unusual in the international nature of its development, which brought the design from the first British P.1127 prototype to the AV-8B Harrier II of today.