THE
MODERN THE
VIPER
F-l 6C/D
GUIDE
EXPOSED
REID AIR PUBLICATIONS ..JAKE MELAMPY
THE MODERN VIPER GU"IDE THE &JAKE MELAMPY
F-l 6C/D
EXPOSED REID AIR PUBLICATIONS
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dAr Publications, LLC l' t II w rth Court t hio 45036 ir
Introduction
ition 2007
J k Melampy 2007 All rights reserved. No p rl f lhi book may be reproduced or transmitted in any form or by any m n I ctronic or mechanical, including, but not limited to, photocopying, r cording, or any information storage and retrieval system without writt n permission from the publisher. (
ISBN 978-0-9795064-1-3 Book layout and design by Jake Melampy All photographs by author unless otherwise stated. Acknowledgements The 181st Fighter Wing, Indiana Air National Guard, gave up time and manpower to help out with this book. Col. Chris "Bert" Colbert, TSgt Dave "Cookie" Cook (retired), SMSgt. JD Brown, and TSgt. Pat Green are to thank for the ability to get most of the photos that appear in this book. Pete "Pig" Fleischmann, former ACC and ANG Viper driver, proved to be an invaluable help with this project, providing first-hand accounts and technical expertise. Likewise, SSgt. Sean Hampton of the 150th Fighter Wing, New Mexico ANG, provided technical help, photos, and an escort on the Kirtland AFB ramp. Other people that contributed time and/or photos include SSgt. Dan Wells (20FW), TSgt. Joe Moore (20FW), Scott Brown, Steve Chapis (113Wg), Mark Gallimore, TSgt. Beth Holliker (180FW), Duane Kaiser, Mark Nankivil, Tom Silkowsi (103FW), and Wally Van Winkle (USAF, retired).
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There are countless books on the F-16 flooding the military aviation book market. Many deal with the research and development of the jet, others cover the operational life of the jet, while still others give the model builders invaluable reference material for building that perfect scale replica. 'T~uality of these books, including the detail books aimed at model builders, ranges from very, very good, to very, very bad. There are already a few that have come and gone over the years, and a couple that are still readily available through various book stores and hobby shops. However, the quality of these books sometimes leaves a lot to be desired. Covering the F-16, a jet that has been on the front-line of Air Forces worldwide, and served in countless conflicts across the globe since 1979, thoroughly, is impossible to do in one book. The jet has undergone a myriad of update and service life extension programs over the years, making any single book outdated and obsolete within a few years. Complicating the effort is the fact that F-16 production was broken up into production "Blocks", along with the more familiar and standard way of differentiating different versions of the same jet by a new suffix (F-16A vs F-16C, for example). These Blocks have plagued the model builders for years, as each introduced subtle differences to the previous Block. The visual differences among the Blocks has, to this day, never been explained in book form. Until now. In the pages that follow, you will find intensive, clear, descriptive photos that clearly show the differences from one Block to the next, with informative captions to describe exactly what the photo is showing, where necessary. Special emphasis is given to modern upgrades (CCIP and CUPID), along with modern weapons (Sniper and L1TENING II pods, AIM-9X, WCMD, JDAM, etc), resulting in the most complete, thorough, modern F-16 detail book on the market.
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Because this book has the advantage of arriving into the book market so late after the F-16's debut, it will focus purely on USAF F-16C/D aircraft. The F-16NB models have been removed from the USAF inventory as of June 2007, and have largely been covered (and quite well) in other, previous books by various authors/publishers. This book will also not cover foreign users of the jet, simply because there are too many differences from one country's jets to the next. Including every country's aircraft into one book, while at the same time giving them full coverage, is simply not possible. This book, too, will become obsolete in the very near future, as the F-16 will continue to be upgraded and modernized to keep up with technology and the needs of the USAF. Until that time, I hope it serves the aircraft enthusiast, model builder, and Viper Nut well, and helps to unveil some of the questions and confusion related to the F-16 and its production Blocks.
On the cover: A 4-ship of thirsty Vipers lines up off the wing of a KC-135.
Title page: A Block 50 Viper in flight during a training mission.
The Modern Viper Guide
Jake Melampy
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The pitot tube, above, is heated during flight to prevent ice build-up. The heat discolors the metal for some interesting effects. Like all pitots on any aircraft, it provides airspeed information for the flight instruments.
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Prominent on the Viper's radome are v n tati I '0 Iri -it th'll tricity "zippers", below, to di per C slati could damage the radar an I til r, nsit i a i( ni .~,
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The F-16's radome has one job: to provide an aerodynamic covering of the radar assembly, and to allow the radar to "see" through it at the same time. The radome is not painted, but its neoprene coating is initially about the same color as the forward fuselage section (FS 36270). However, the coating is very sensitive to dirt and grime, and quickly darkens as a result of contaminants in the air. A radome is seldom replaced, so the color will continue to darken as it ages.U1Ifii1'g the jet's routine repaint, the radome will remain unpainted. For this reason, there is no "correct" color to paint a model's radome. It can be any color between FS 36270 and dark grey, depending on the radome's age.
Notice there are no panel lines surrounding the AOA vanes. The discoloration is due to the protection to that area from the AOA covers.
At the rear of the radome, at the jet's 3 and 9 o'clock positions, are the electrically heated Angle of Attack (AOA) vanes. The pitot tube and AOA vanes are normally covered whenever the jet is parked and secured.
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All models of the F-16CID use the Northrop Grumman (formerly Westinghouse) AN/APG-68 radar assembly, which replaced the AN/APG-66 found in the F-16A/B. It is very compact in c nstruction in order to fit behind the Viper's radome. The P 66 was designed exclusively for the F-16. The APG-6 i. an improved version that offers increased range (up to 184 mi Is), and more capable, modernized, software. The radar a mbly consists of the radar antenna, transmitter, and programmabl si l_ nal processor. All of these items can be replaced on th ni 'ht line, reducing maintenance hours. There are slight variali( ns to the radar, with no visible external differences, in tall'd n each of the subsequent production Blocks. It is shown fr( m all angles in these photos. Also note the detail inside th ra I 111'.
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Immediately behind the radome are doors that allow access to the internal avionics of the radar. The "blisters" on the forward doors were originally part of the Radar Homing And Warning (RHAW) system. Beginning with Block 30B/32 jets, the RHAW gear was moved to the "beer cans" on the wings, and these blisters were disconnected, and subsequent Blocks had the wiring left out of the jet. However, beginning in 2003, the blisters were re-added to the RHAW suite. They were re-connected on the Block 25 and 30A jets, and wiring harnesses were installed on subsequent Blocks to make the blisters functional. Also on the doors of most Block 25/30/32/40/42 models are Radar Absorbent Material (RAM) panels. This is a very recent addition to the F-16 fleet, with installations beginning in 2003, and continuing through today. Although the majority of the fleet now has the panels installed, many jets have yet to receive them. Before the addition of these panels, the front doors were a popular place to find nose art. The RAM panels will eventually be fitted on Block 50/52 jets.
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The avionics doors are hinged at the top, revealing the avionics and radar. These boxes can be swapped out in very little time, thus decreasing the time to repair a jet with avionics faults. Notice how the aft panels incorporate the wing strakes into the shape of the door. On the right hand side, on the most forward door, is an Air Data probe, left, that sends information to the jet's Air Data Computers for air tempurate, pressure, etc. It is electrically heated during flight to prevent ice accumulation. Like the pitot tube, it is subject to some very interesting heat discoloration patterns.
Above is a close look at the avionics units behind the doors. The forward bay is at left, while the rear bay is at right. The forward bay is detailed even more closely below. The next page details the avionics bays on the right side of the nose. The forward bay is at top; the rear at bottom. ... - f;
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The Modern Viper Guide
The interior of the bay doors has some detail that shouldn't be ignored. The photos above are the left side of the jet, with the front at left. The hose attached to the front door leads to the RHAW blister, while the hose on the rear door is connected to the static port. Below are the right side doors, with the front at right. Again, the hoses attached to the doors lead to the RHAW blister and static port. The front door has an additional six lines that attach to the Air Data probe found on the outside of that door. The doors remain quite clean.
Left is an overall look at the forward section of the left side of the fuselage. Visible towards the front are the two access doors to the avionics that are shown above, two static ports, an emergency canopy jettison door, and the external canopy control. The two tick marks below the canopy and above the wing strake is to assist ground crew with the positioning of the crew boarding ladder. Towards the rear of the photo, another avionics access door is visible. This photo also shows the angle that the ejection seat is reclined.
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Jake Melampy
(above, far right) There are five static ports--two on the left and three on the righton the forward fuselage that provide information to the Air Data Computers and flight instruments.
Top left is a closer look at the canopy emergency jettison door and canopy lock access, while a closeup of the manual canopy open/close control is above middle. Both are located on the forward fuselage area beneath the cockpit.
(right) The access door is hinged at the top. When opened, it reveals shelves for avionics boxes, wiring harnesses, and plumbing.
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The Modern Viper Guide
Jake Melampy c
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The F-16C canopy offers spectacular visibility from the two-piece "bubble" arrangement. The glass itself is extremely durable, able to withstand bird strikes at high speed. Over the years, many levels of tint have been applied to the canopy, ranging from a distinct gold appearance to a more subtle, smoked color. Recently, a clear canopy has been re-installed on the jets to be more compatible with NVG equipment. Due to the nature of the tinting, and that no two canopies have the same optical quality, a placard is placed on the inside lower corner of the canopy that includes data to be fed into the bombing computer. The bombing computer then uses this data to make accurate calculations based on the particular canopy installed.
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The photo below left is the attachment point on the fuselage for the canopy frame, while the remaining photos nicely illustrate the canopy's bubble shape. The yellow/black striped part is temporarily attached to the canopy during removal. The crane attaches to these parts.
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The canopy for the F-16D is a single piece that hinges at the rear, much like that found on the F-15D/E. A large electrically-powered strut raises and lowers the canopy. Similar to the F-16C canopy, the two individual pieces of the F-16D canopy have had a large variation of tint applied over the years, again ranging from a dark gold appearance to a smoked color. The two individual pieces of glass can be replaced separately, and it is not uncommon to find one canopy with two different styles of tint applied, as in the photo at bottom.
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All F-16s use the General Electric M61-AI 20mm cannon capable of firing 6000 rounds per minute. The ammo drum is located just aft of the cockpit, with the ammo loading access door in the bottom half of the starboard wing, next to the intake. The gun barrels are located in the upper left side of the fuselage.
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On the F-16C, the panel covering the gun's ammo drum is dominated by, front to rear, a low-intensity formation light (that also doubles as a bright aerial refuel light when the air refueling slipway door is positioned to open), GPS antenna dome, and a TACAN (TACtical Aircraft Navigation) antenna. The panel is shown above right removed from the jet. The panel remains in place on the F-16D, too, but modified to accept the fairing aft of the two-seater's longer canopy. The location of the GPS antenna and the formation light have also been reversed to make room for the open canopy. The white streaks on the fairing, below, are left over from a bird. Note the vents at the rear of the F-16D's fairing. These are not included on model kits. The gun's ammunition drum is shown at bottom.
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The Modern Viper Guide
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The panel outboard of the ammo drum access door hides the gun's breech assembly. It is shown above left, and removed, above right. The gun has been removed in the two photos below. Below right, blue-tipped inert target practice rounds are visible as are empty cannon shells.
Finishing the gun assembly, the two photos above and the two at the bottom of the previous page show more of the gun assembly on a maintenance stand. The ammo drum holds 511 rounds.
Right, the area surrounding the gun's breech assembly is examined. Wire harnesses, pumps, relays, and reservoirs dominate this area. The largest reservoir towards the rear of the bay is the jet's hydraulic "B" reservoir. The hydraulic system is divided into two parts. The "A" system is the primary system. It powers the primary flight controls (rudder, horizontal stabilizers, f1aperons, and Leading Edge Flaps), speedbrakes, and other "flight necessary" systems. Its reservoir is on the jet's starboard side. The "B" system powers the primary flight controls with the "A" system, and also exclusively powers the gun, nose wheel steering, landing gear system, in-flight refueling door, and the JFS start system and accumulators. If loss of both systems occurs, the EPU, page 20, will fire and provide hydraulic power to the "A" system only. The landing gear has a pnuematic blowdown bottle which also powers the arresting gear. Emergency brakes are provided by pressurized JFS accumulator bottles.
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The right side of the jet behind the cockpit (above) features panels with cooling vents for the internal avionics. Many Block 2Ss have a reinforcement plate near the canopy hinge (above left). The doors are opened in the photo below, revealing the avionics shelves. It is interesting to notice that the area behind the cockpit is nothing more than an area of shelving and storage for the various avionics "black boxes". The jet is essentially hollow in this area, and one can look through one side of the jet and see out the other side.
The top of the fuselage is characterized by the oval access panels to the fuel cells. Above is a close-up of the Negative Pressure Relief Valve (the small circle inside the oval shaped panel). It acts as a pressure equal izer between the atmosphere and inside the tanks. It is spring-loaded outboard. When the atmospheric pressure is more than the pressure in the tanks, it is pushed open (inboard) to equalize the pressure. Many an unsuspecting crewchief has been sprayed with fuel thanks to this valve.
Also behind the panels at the top of this page, towards the rear of the jet, are bays that contain the hydrazine tank (below left). Hydrazine is the highly-toxic fuel used for the Emergency Power Unit (EPU). Below right shows the ammo chute that feeds into the gun's ammo drum.
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Towards the rear of the jet, notice the difference between the panel lines on the right side of the fuselage (right) vs. the left side (below left). The panels are not symmetrical from one side to the other. At the end of the fuselage is a pair of position lights. They have recently been modified to be compatible with NVGs. The light contains a small InfraRed emitter, used in place of the navigation lightsduringnightoperations when ordinary lighting is not practical, such as combat operations. The light emitted can only be seen with Night Vision Goggles. The left side light is below right. The right side is identical.
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All F-16s, except for Block 50/52 models, have been filled with e ternal reinforcement plates as part of a service life extension plan. The two plates above and to the left are commonly known as "1,,\\ n mower blades". They have been fitted to the vast majority of 1111' Block 25/30/32/40/42 Vipers (as well as many F-161\/13 modcl~ h~' fore they were retired). The Block 40142 jets have an addillollill eight plates, details of which can be found in the photos at left lilld below. It is important to note that these platcs were not instulled lit the factory. In the case of the Block 40/42 plates, they wcrc il1',wllcd beginning in 1993, while the earlier Blocks began receiving the "Iawnmower blades" in 1998. Additional plates have been installed on Block 25/30/32 aircraft on top of the wings where they begin to blend into the fuselage. These are to reinforce the fuel tanks. Photos of these can be found on page 25. There are also various plates that are appearing on Block 30/32s. Many, but not all Block 30/32s are receiving plates beneath the "lawn mower blades", which can be seen in the top photo on page 21. Plates are also beginning to appear near the speedbrakes and the bottom of the wings. Block 50/52s do not have any external plates, as all reinfocements were done internally. ~
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This page details the aerial refueling slipway door that is 10:atcd on the top of the fuselage spine. The unpainted metal 1001' sl ides down, revealing the receptacle beneath. The door w"c,~ tI beating from the tanker's boom, and is often scratched, h.:ntcd. and scraped from repeated contact during refuelings.
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Beth Hollikcr
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Jake Melampy
The leading edge flaps are slightly different between the ~arlier jets and later jets. At the most inboard position, Block 25/30/32 machines (above) have only two "fingers" that connect the flaps to the wing. Meanwhile, on Block O/42/50/52s (below) there are three "fingers" present.
The wings are the same for all Blocks, as well as interchangeable from F-16A to F-16C. The jet lacks conventional ailerons and flaps, using f1aperons instead. The f1aperons are normally down on a jet at rest. Leading Edge flaps are used for increased lift in some conditions. On the ground, they are positioned at 2 degrees up, unless the jet is in maintenance. The wing blends smoothly into the fuselage to reduce drag. On Block 25/30/32 (and many F-16A/Bs before they were retired) aircraft, each wing has a reinforcement plate near the fuselage at the wing joint to reinforce the fuel cell in that area. These plates are not being installed on Block 40/42/50/52 aircraft. The vast majority of jets have already had them added, while the rest will receive theirs in the very near future. The plates are modular in nature, consisting of 5 separate panels secured to the wing. In a few instances, only a few of these panels will be in place. This configuration is rare, however.
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The Modern Viper Guide
Jake Melampy To continue with the bottom of the wings, the three photos below examine the weapons hardpoints. These photos represent a Block 40 machine. Earlier blocks arc identical, with the exception of the LEF fingers and the bulges at the wingroot.
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A Radar Homing and Warning (RHAW) antenna is on the outboard section of each wing. Known as "Beer Cans" due to their shape, they first were introduced on Block 30B/32 jets, but were later retrofitted to Block . .. , 25 and 30As, as well.
Two strobe lights are on each wingtip. Note how the light on top of the wing is set further back than the bottom light (right). The photo at left shows the wingtip-mounted missile rail removed.
Left, the bottom of the wings are largely similar to the top. Visible are mounting points for the station 4 pylon, closest to the fuselage. This station is wired and plumbed for an external fuel tank. The access doors, shown in detail above, cover the connections to the pylon. The photo at left represents the wing of a Block 40/42/50/52. The bulges at the wingroot are not present on earlier models. The flaperon is visible in the bottom right corner.
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It is sometimes surprising to realize how little hardware is responsible for attach-
ing the wings to an aircraft. In the case of the F-16, just 16 bolts do the job. There are 8 bolts on top and 8 on bottom. They can be seen in the two photos below.
In the photo above, the leading edge flap drive mechanism and actuator can be seen with the pan~Is removed for maintenance. Also visible in this photo are the attachment points forthe wing pylons.
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I'here isn't a lot of detail inside the vertical stabilizer, but what present is shown in the photos on this page. The white ISA (I ntegrated Servo Actuator) for the rudder is visible at the extreme Icar of the tail. Ahead of that, the two large silver canisters are the flight control accumulators. Their job is do dampen hydrauliC surges before they reach the flight control system. The area toward the front of the tail was originally reserved for the ASPJ (Airborne Self-Protection Jammer). The scoop at the leading edge or the tail, along with the two vents on either side of the tail (see plige 28), are for this system. However, this system was never Installed, and the scoop and vents now serve no purpose. Again, these are not found on any F-16Ds or Block 25/30A models. 1\
An anti-collision strobe light rests atop the vertical stabilizer, as does a single static wick. Three additional static wicks line the trailing edge of the rudder. The probe at the leading edge is a light used to illuminate the air refueling slipway during night operations.
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Atthe rear of the stabil izer is a navigm ion Iighl. Immediately above that is asmall InfraRed emitter, similar to the system found on thl: po\ition lights on top ofthe fuselage. All lighting on the F-16, except for the landing/taxi lights, havc thc\c \1111111 LEDs present for NVG compatibility. The upper UHF antenna and a small scoop are on thc IClldlll~1 cdge. The scoop (above right), as well as two small vents (above left) on each side or the ba\c 01 IhI.' \!Ubi Iiler, are not present on Block 25/30A models nor any F-16Ds.
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The Modern Viper Guide
Jake Melampy
The F-16's horizontal stabilizers are interchangeable from left side to right. The large stabilizers were first introduced on Block 15 F-16A/Bs. Typical of most modern fighters, the stabilizers tend to droop down due to loss of hydraulic pressure and gravity. Each side can move independantly from the other, and it is not uncommon for each side to show different levels of droop.
In the photo at left and below, notice the difference in panel lines between the real jet and those offered in some of the model kits. On the actual jet, the panel lines are hardly noticeable.
The speedbrakes are located adjacent to the engine exhaust, just inboard of the horizontal stabilizers. They can open up to 60 de~rees in flight, but once the right main landing gear is down and locked, the bottom speedbrake is limited to 43 degrees of trav:1 due to its close proximity to the ground during the landing flare. Once the nose gear strut is compressed after touchdown, the speedbrakes can once again be opened to their full 60 degress. They are operated by the "A" hydraulic system.
The rear stabilizers are attached to the jet at one point adjacent to the speedbrakes, below. The connection is strong enough to withstand 9G turns.
Above and right-Three static wicks line the trailing edge of each rear stabilizer. There are many variations to the types of static wicks used. There can also be a mix of types used on the same aircraft.
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The Modern Viper Guide
Jake Melampy
The Pratt & Whitney FlOO-PW-200 is the original engine installed on all F-16A/B models. The Block 25/32/42 F-16C/D is equipped with the slightly more powerful FlOO-PW-220 engine, at 23,770 Ibs thrust. The -220 engine was notoriously underpowered and unreliable, and in recent years, these engines have been replaced by the FlOO-PW-220E, which is a newer design that offers increased safety, performance, reliability and maintainability. The FlOO-PW-229 is the latest engine to be installed on the F-16. It is factory installed on all Block 52 jets, and is being retrofitted into the Block 42 combat squadrons (as opposed to training squadrons). It can be identified from the outside by satin black carbon fiber turkey feathers. It is rated at 29,160 lbs thrust.
The -229 engine, above right, can be distinguished by its satin black turkey feathers. Also notiee the different turkey feather attachment points when compared to the -220E engine, right. The -229 engine offers increased thrust, longer life, and reduced maintenance than the -220E engines.
Below--The afterburner detail present inside the -229 engine. This differs from the -220E engine.
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Below--The turkey feathers have been removed, revealing thedetail beneath. UnliketheP&W engines installed in the F15, the F-16's turkey feathers normally remain on the engine.
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The exhaust is shown at idle power, left. As the power is increased, the exhaust nozzle closes to increase thrust. This is represented above. The P&W jets have a distinctive "zipping" sound when the nozzle is in transit. It is extremely rare to see ajet parked with its exhaust nozzle in the closed position.
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I he GE-lOO is rated at 28,000 lbs. thrust, while the GE-129 model is rated at 29,000 lbs. thrust. This page details the exhaust section, 'ginning with the turbine section at top left. At top right, artwork can often be found inside the exhaust. While at rest and idle, the huust nozzle is wide open. As power is applied to the engine, however, the exhaust nozzle closes, increasing thrust, below right.
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The F-16 was built with a common engine bay with the ability to accept either the GE or P&W engine with little modification. In reality, however, engines are never interchanged from GE to P&W, or vice versa. It is possible, though, for earlier Blocks to be equipped with the latest version of the engine brand with which it was originally equipped. For example, many F-16A/B models were later fitted with the FlOO-PW-220E engine before their retirement. c
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I\vo photos to really ,how the intracacies of lhe engine bay. Above is lhe right half of the bay. isible in this photo is lhe "B" system hydrauIic pump, generator, and .. A" system hydraulic pump. At right is the Id'l side of the engine hay. The largest item visIhle is the JFS. It is the large device coated with ,ilver heat-protective ·mHing. The white rag " Sluffed into the piping In keep debris from enlcring the system. Along lhe sides of the bay are miles of wire harnesses, and hydraulic and fuel piping. Also visible in hOlh photos is a rubber ,cal at the rear of the inlUke to seal the joint belween it and the engine.
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The Modern Viper Guide
Jake Melampy
RAM plating, above and left, is applied to the sides of the fuselage, immediately adjacent to the f1aperons and the horizontal stabilizers. The plating serves to reduce the radar signature of the f1aperon and stabilizer actuators. Below are two overall views of the lower fuselage at the rear of the jet. Two ventral fi n. are on the bottom, interchangeable from left to right. These are frequent locations for artwork or stylized serial number presentations, as shown towards the bottom of this pa Two inspection doors, bottom right, are on the left side of the jet, ab the ventral fin. These offer quick access to engine inspection poinls.
Moving to the bottom of the jet, the area at the bottom of the engine is explored in the photo at left. An arrestor hook is installed on all F-16s for emergency use. All USAF bases have arresting gear on the runways. Next to the hook is the lower UHF antenna, bottom right. This area of the fuselage is full of inspection doors with quick access to vital engine components. The "donut panel", top, sUlTounds the engine. Although a P&W-equipped jet is shown, the panel is identical for both engines.
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The Modern Viper Guide All F-16s have two chafflflare housings on the bottom of the jet, just forward of the horizontal stabilizers, and adjacent to the area depicted on the previous pages. Either side can carry a chaff dispenser or flares. At left is an empty dispenser, while below depicts loaded chaff (white covers) and flare (orange covers) dispensers. Beginning with fy87 Block 30/32 models, two additional chaff/flare dispensers were added in front of the existing dispenser on the jet's left side (below left). When not in use, the empty bays are covered with a fairing, as shown.
The bottom two photos show an empty flare container once removed from the jet.
Jake Melampy Continuing along the bottom of the fuselage, the Jet Fuel Starter (JFS) is located behind the landing gear on the jet's left side. Its sole purpose is to supply power to the jet for engine start. It is always started before the engine. A scoop, bottom left, is mounted above and behind the landing gear that delivers air to the JFS. An identical scoop is located on the right side of the jet. The two doors, below left, are for the JFS exhaust. They open automatically as soon as thc JFS is started prior to engine start, remain on through 54% RPM, then close after a short cool-down pI: riod. Notice the reinforcement platc alluchl:d III the fuselage surrounding the mctal-colorl:d dllW
Bottom left- The fuel system is scrviCl:d tlllll\lfh il single-point refuel ing/de-fucl ing port Im:all:d Il~' \ I to the f1aperon. All fuel tanks, including thl: l:\tl:l nal wing tanks, can be fi lied through this single POlt.
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Jake Melampy
The area behind the landing gear on the right side of the jet is similar to the left. The air scoop for the JFS is present here, too. Access doors are prominent on this panel, again granting access to engine and/or accessory drive components. Notice how this door, along with that found on the jet's left side, swings down, and remains on the aircraft during maintenance and engine removal.
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I h~' rear of the lightweight gear is shown above. HydrauIl lines for the brakes and electrical lines for the anti-skid ,,(Cm are routed along the gear legs. Few modern jets h.l\c as many moving parts in the landing gear as the F-16.
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A taxi light is mounted to the right main gear strut. Above and right show the liehl and lens up close.
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There is very little difference in the wheel \Veils aIlHlI'~' Ilw various F-16 Blocks, but there are a few. The mall1 phllill ;11 the top of this page is of the lightweight gear foulld III pi Block 40/42. The two boxes towards the front of (hl' wllI ~11 for stowage of the landing gear safety pins. Only a "'1I'fll~ I is visible on Block 40/42/50/52 wells (above right). I hl ond pin box was re-located to make room for the lar~'l'l "h tire assembly. The entire wheel well is littered \\ Ilh h)tllIIu lic lines, pumps, filters, accumulators, and wirilll.!. hall'
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I he spring-loaded hook visible in the center of the well .... Ihe gear uplock. It engages a roller on the landing gear ,hock strut to keep the gear firmly up while in flight. It is lI~chanically actuated by the gear door, which is linked to II The gear down locks are located on the gear drag brac. The silver bottle (above right) contains Halon to inII the fumes in the fuel tanks to prevent explosions. It is lilly used in combat due to it's adverse environmental efIn:IS. In peacetime, the bottle is serviced with nitrogen and Ih~ system's circuit breaker is pulled and collared. Next to Ihl' halon bottle is the hand crank to replinish the hydraulic harge in the JFS bottles should the automatic process fail.
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Jake Melampy
Above and left--Visible in these photos is the hydraulic oil filler~. The large natural metal colored piping leads to the hydraulic "8" sy~tem pump. From the filters, hydraulic fluid is pumped downSlream to lhe individual systems. Also visible in the photo directly above is the landing gear retract strut, which pulls the gear up into place during retraction.
These two pages examine the right side wheel well. Again, the well is very similar from one F-16 Block to the next. There are a few structural differences in the rear bulkhead, but the area is so hidden by hydraulic accumulators, filters, plumbing, and wiring harnesses that it is difficult to notice. The photo above represents a Block 40/42/50/52, while at left is an earlier jet.
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(left and right) The jet's battery is in the right wheel well. The original blue battery installed at the factory has given way to a maintenance-free design, which was first introduced in Block 40/42 models. These jets, however, retained the original battery frame (top right photo this page, and top photo previous page). The lower-maintenance battery was laler retrofitted into all F-16s, along wilh a new integral battery frame on Block 25/30/32 jets. The new battery can be distinguished by its red color.
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The Modern Viper Guide
Jake Melampy
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The landing gear doors common to the lightweight gear on Blocks 25/30/32 are documented on this page. They lack the bulge common to the later jets. The gear door retraction struts are also different.
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The heavyweight gear doors of the Block 40/42/50/52 are cha.racterized by the large bulge 011 top of the door. These mc' a direct result of the larger wheel/tire assembly found on these models. In addition to the different gear door, lhc doOl (1(: tuator was redesigned to add additional strength to the assembly. The internal structure of the door is differcnt, as well.
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Jake Melampy The drag brace attaches to the rear of the nose gear and the left side of the gear well. It is a two-part assembly. There is a hydraulic actuator attached to the top of the brace. This is the Downlock Actuator. The coil spring on the front of the actuator forces the two peices to the locked position. The hydraulic part of the actuator is only used on retraction, where it compresses the spring, allowing the drag brace to break and fold up during the retraction sequence. In the background or th photo at left is the nose gear retraction Slrul.
This page details the nose landing gear. The two photos at right are of the nose gear while the jet is on jacks for maintenance. With the weight of the jet removed from the gear, the oleo strut is able to extend an additional several inches. During taxi operations, the nose gear is steerable via a steering actuator, above left, mount:d to the nose gear leg. It is hydraulically-actuated and controlled by rudder pedal input.
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Moving in a bit closer in the photos below, the rear of the nose gear strut is examined.
I'he nose gear assembly on the F-16 is fairly similar for all Blocks, but there are a few differences. Block 40/42 introduced a heavier, beefier hlnding gear, which includes the nose gear. The nose gear fork on the earlier blocks is rounded, while the Block 40/42 and later fork is much Illore squared. Another difference is the scissor assembly behind the oleo strut. The photos below illustrate and compare the differences. Left two photos are .\',; the scissor links. Far left represents Block 25/30/32, while near left is Block 40 and up. Right two photos are of the gear fork. At far right, the fork found on Block 25/30/32, while near right is the Block 40 and later.
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Jake Melampy
A single door, controlled by a single actuator strut, covers the nose gear. It is identical on all F-16 Blocks with the exception of the addition of the landing/taxi lights that were moved from the main gear struts to the nose gear door on Block 40 and later machines (bottom of page). Future plans call for all remaining Block 25/30/32 F-16s to have the lights installed on the nose gear door. ..!! -'"
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Above--A general view of the area beneath the right wing. The door towards the front with the scoop is the access door to the gun's loading mechanism. The hole behind this door is the EPU exhaust, while behind it is a panel to detect the leakage of hydrazine, the fuel that powers the EPU. The two doors towards the rear are for access to the jet's hydraulic system filler valve and servicing controls. Below--A closer look at the door Bottom--Further ahead on the wing strake's bottom are large that covers the gun's loading mechaccess doors for avionics and circuit breker panels. The inanism and the mechanism itself. side of these panels are detailed on the following page.
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nother air data probe (above ilnd right) is present on the right side of the fuselage, under lhe wing strake.
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The Modern Viper Guide
Jake Melampy The duct pictured at left and below left was first installed on Block 30B/32 models in preparation to receive the ASPJ system. However, the rest of the equipment was never installed, and it served no purpose. Commonly referred to as the "Nowhere Duct", it has recently been ordered removed from the jet, and a flat plate, below, installed in its position. The majority of jets have already undergone this modification, but there are still many jets with the duct in place. Bottom-- There is an access door for the avionics on the left side as well. It contains shelves for avionics and the AVTR and IFF. Notice how the doors on the underside of the wing strake are not allowed to hang free. but are tethered to the jet by a small length of cable.
The area beneath the left wing strake is shown in the photo above. The open door, also shown below, purges the gasses from the gun compartment as the gun is fired. It is hydraulically powered, and normally is open whenever the jet is parked due to the loss of hydraulic pressure. Behind the gun gas purge door are two hydraulic system "B" filling and servicing doors, shown at left. The system "A" doors are in the same location under right wing strake.
Forward of the area shown above, also under the left wing stake, from front to back, is the Audio Visual Tape Recorder (AVTR), the Mode IV IFF access door, and a ground cooling plug, below, to allow ground equipment to connect to the jet to cool the avionics during maintenance. The AVTR, below left, holds a tape that can record the HUD camera footage for later debrief and evaluation. It is shown removed in the bottom photo on the next page.
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Present on thc sidcs of the intake are the navigation lights, mounting lugs for targeting pods, and panels on each side allowing hookup of cxternal power, communications, etc. Immediately in front of the main gear (bottom right of the photo at left) is the Environmental Control System (ECS) exhaust.
Below left-- The opening at the intake is covered with a radar absorbent coating, similar to that found on the radome. This coating darkens with age, resulting in some aircraft having a distinctive "ring" around the intake. Inside the intake, a heated strut is present to provide structural integrity. It is heated to prevent icing, which could enter the engine, damaging the fan blades
On each side of the intake is a bay used for various purposcs. TI left side of the jet (above left) houses the EMS (Engine Managcmcnt Systcm), its associated BIT (Built-In Test) balls, and data download porL. Thc black ho is the Standby Generator Control Unit. On the right sidc (abovc ccntcr) is a connection to allow the hook-up for communications between pi lot and crcwchief during engine start and a port for an external power cart's connection. The bay's panel door is a popular place for artwork (left). The two small, ovalshaped doors (above right) above and behind each of these communication/engine test doors act as inlet scoops for the ECS. These doors flip in to suck in outside air while the engine is running but when the jet is not moving forward. Without the engine runnjng, there is no suction for the ECS system and cooling air must be applied through equipment via the door shown on page 62.
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Along the left side of the intake, immediately in front of the main gear well, is a small vent, left. This is the ECS Water Separator Exhaust. There is a moisture trap for the ECS which collects water in the atmosphere, then ejects it out of the ECS system through this vent. Whenever the engine is running, air can be felt blowing out of this vent, and many times a puddle of water will be beneath it. Further aft of this vent is the ECS exhaust, shown below and below left.
Visible on the rear of each navigation light housing are more NVG-friendly Infra-red emitters. Similar to all other aircraft and ships, the light on the left is red. The right side's light is green, although the lens takes on a decidedly blueish tint.
Above, the engine is visible towards the The EPU indicatlll \\ milo\\' ,\ found on the right side of the intake. It will detect when the rear of the intake. In this instance, it is a EPU has fircd. Ih~ \\ 111I111\\ .\.1 bil different between jets with the MCID intake, above right, GE FllO-GE-IOO engine in a Block 30. and NSI inlakl', ahll\IJ h'.f1. I hc ~a(jng pin is always in place whenever the jet is parked.
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bove left-- Below the ECS, a panel can be The ECS (Environmental Control System) is shown in detail at top. It is located in the bottom of the in- rcmoved gaining access to the blowdown take, behind the nose landing gear. It's job is to bottle for the landing gear. This bottle holds provide cockpit pressurization and heating/cool- a charge of nitrogcn that can force the landing, cooling for avionics and radar, and pressure ing gear 10 extend should the gear fail to exfor the pilot's G-suit. The large white container is tend nOllllally. Thc space in front of the botthe moisture collector. To the left of it is the heat tic prO\ Ilk'" "t()lauc for the FLCS batteries. exchanger. The exhaust is visible at the bottom.
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Inside the intake on the right side is another large equipment bay full of hydraulic and fuel piping, wiring harnesses, avionics, and circuit breakers. In the lower left corner is the green Liquid Oxygen (LOX) tank that contains breathing oxygen for the pilot.
Above-- A white position light is on the bottom of the intake behind the nose gear well.
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The Modern Viper Guide
Finishing up the bottom of the fuselage, the area in front of the intake is covered on this page. In front of the intake, under the pilot's reet, is a large access door that opens to reveal an avionics circuit breaker panel. This door is currently being modified to include it Threat Warning Antenna, right and above right. This is being added along with the AIFF modification on jets that have been through lhe CCIP and CUPID upgrade programs.
When the General Electric engine was first fitted on Block 30 models, it was soon realized that this engine required more air than docs lh Pratt & Whitney engine. To increase the airflow, the intake was widened at the opening, resulting in the MCID (Modular Common Inlet Duct), or "Bigmouth" intake. This intake first appeared on BlOt;" I() F-16D 86-0044 and F-16C 86-0262. All previous Block 30s hev, the NSI intake, while all subsequent Block 30, 40, and 50 a;rcroft have the MelD intake. The MCID intake can be distingui~hcd I a much larger opening than the NSI. Unlike the vertical ECS ~l'OOP' on the NSI intake, those on the MCID are angled (right two pholm
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The area behind the radome is lined with antennas. From front to rear, one can see a two-bladed C/D band antenna (also in detail in the photo below left), radar alti meter, round ILS antenna, rectangular marker beacon antenna, and another radar altimeter (in the photo at top lert).
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The Modern Viper Guide The ACES II cjcction seat is the seat of choice for modern fighters in the USAF. Besides the F-J6, it is uscd in the F-15, F-15E, F-1l7, F-22, A- 10, B-1 B, and B-2. The seat as installed in the F-16 is a bit different than the ACES seat in other types. The F- J6 seat uses a center pull ejection handle, while other ACES seats have the handles on the sides of the seat, adjacent to the pi lot's knees. The F-16 seat also lacks the canopy breakers common to other ACES seats. The seat is installed at a 30 degree angle. The widely common myth is that this was done to increase the pilot's G tolerance. However, in truth, it was installed at an angle to fit the available space in the F-16's small forward fuselage. An added benefit is the additional G tolerance, which is about 1 extra G. The reclined seat is also more comfortable. At left, egress technicians are re-assembling the seat after inspection prior to replacing the seat into the jet. The seat cushion hinges at the front, allowing the storage of the life support pack beneath. The yellow handle on the right side of the seat deploys the chute manually, should the automatic system fail to function as advertised.
Lert-- On the front of the cat can be found the ejection handlc, radio beacon, and thc manual survival kit release handle. The two silver slruts at the bottom are not part or the ejection scat, but used to secure thc \cm 10 il\ maintenance stand. Noticc thc black ShCCP\""1 \Cut cushion. Fc\\ ICh \1111 rctain the Oril.!IIHllnll\C tlmb cushion.
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More ejection seat details can be found on this page. The FLCS (FLight ontral System) recorder is mounted to the seat's left side (except for Ihe rear seat of the F-16D), unlike the ACES seat found in other types. Below it is a green emergency oxygen bottle. It is used to supply the pilot with oxygen during ejection. Some seats have been modified with "pop-up" air sensor pitots, right. These are mainly on Block 50 models.
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A large coaming covers the front instrument panel. It is removed 10 access the back of the instrument panel and the associated wiring. Il tll~ serves as a glareshield against bright light. The vents along the ~ide' ar, for the canopy defogger. The HUD sits squarely on top of the inqlllillent panel. On either side of the HUD is the AOA (Angle of Allad.) Illde\CI on the left, and the air refuel door status and nose wheel stCC11I11' 1I1dl cation on the right. Note the overspray along the edge of the tllwl,,~d cockpit join and the canopy seal that runs the perimeter of the ~·lldo.pll
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II modern fighters have a HUD (Heads Up Display) to project vital Information onto a screen directly in front of the pilot. This, of course, prevents the pilot from looking down at the flight instruments during a fight. Two types of HUDs are in use on the Viper, and both are illustrated on this page. Block 25/30/32 have the original WAC (Wide ngle Conventional) HUD, shown above. The yellow cast on the HUD ;Iass in the top left photo is a reflection from the projector lens. Block 40/42s (right side of this page) were originally marketed as the "Night Falcon", and utilized the WAR (Wide Angle Raster) HUD, capable of
displaying imagery taken from their new LANTIRN pods. The WAR HUD is much larger and has a very different frame than the WAC HUD. Its raster ability allows it to display imagery from the LANTIRN navigation pod's FUR, which can be slewed around in the HUD by the pilot. Block 50/52 jets went back to the WAC HUD found on the earlier models, and lack this ability. Notice how the WAR HUD sits closer to the pilot than does the WAC HUD. The panel below the HUD is the Up Front Controller (UFC). The four thumbwheels along the edges of it are for controlling HUD brightness, symbology, intensity, etc. In front of the HUD, visible on the previous page, is the HUD camera, which records footage displayed on the HUD during the flight.
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The Modern Viper Guide
When compared to other fighters, the F-16 has a very small front instrument panel. It is dominated by two 4-inch MFD (Multi-Function Display) screens and the Up Front Controller. The MFDs can be arranged to show the pilot various information, ranging from targeting pod imagery, weapons status, navigation information, etc. Although nearly identical externally, virtually all jets now have full-color MFDs. These were added late in production on Block 50/52 models. Earlier Block 50/52s received the new MFDs during CCIP, as did Block 40/42. Earlier jets have received them during the CUPID upgrades. There are many, many, different cockpit layouts and arrangements in use on the F-16, depending on Block, engine type, recent upgrades, etc. Thankfully for the modeler, these changes are mostly simple, and are not visible on scale models. In many cases, the knobs/switches are labeled differently from one jet to the next. In other cases, hardware is different. The following photos showing the cockpit represent a Block 30. Text will highlight the differences from this cockpit to other versions of the jet.
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Jake Melampy
The left half of the instrument panel is shown above, while the right half is shown below. One MFD is visible on each side. When power is turned off at the screen, they appear similar to a television screen. Above the left MFD is the threat warning display, or RHAW scope. A clear green cover was installed onto the scope during the NVIS night vision goggle cockpit reconfiguration because the RHAW scope was too bright when viewed ~ through the goggles. The green cover makes it less bright. Above ..~,,,,&',' the right MFD is the standby ADI ...:.. (Attitude Display Indicator) and fuel flow indicator. The primary engine y~::" ' .... _~ - 0... · instruments are along the right side .._ toof the panel, to the right of the MFD. .., ,!,'t :From top to bottom is the oil pressure gauge, engine exhaust nozzle \ ·~ 9 position gauge, engine percent RPM ~'/',,·\ I~ ~IO~~··" gauge, and flIT (Fan Turbine Inlet !-IDO ,40~ _ eo.; . Temperature) gauge.. Again, these o' \~ E ~ pictures represent aGE-equipped __ 10 --~,~,,\~\~/ Block 30. P&W-equipped jets I • ~ have slightly different gauges with I [ \\-,~~"il;'~1 .slightly different nomenclature, but ,~~. 10," ~~ ~~~ nIT ,(, \ the basic layout is representative ~~. ~100 ir"'\ . ,: of all jets. The standby magnetic compass can be seen in the far left t A photo in the bottom right corner, as !¥ well as the right rudder pedal as. . ~sembly. The floor in front of the pedal is worn from years of use.
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The center panel is dominated by the UFC at top. It is used to access frequently-used weapons delivery and CNI (Com/Nav/IFF) data. Data accessed through the ICP (Integrated Control Panel) is presented for display on the DED (Data Entry Display-the small screen to the right of the UFC beneath the glareshield and above the standby ADI, shown on page 75.). The UFC is grouped into four major functions: master mode buttons, override buttons, priority buttons, and other related switches. The symbology and labeling on this panel changes from one Block to the next, but the layout remains the same on all models. Below the UFC are the primary flight instruments. At top left is the airspeed indicator, while the altimer sits next to it. Below these two instruments is the Attitude Director Indicator (ADI). It is straddled by the AOA (Angle of Attack) indicator and Vertical Velocity Indicator. At the bottom is the Horizontal Situation Indicator (HSI). CCIP has introduced an EHSI to the Block 40/42/50/52 jets that makes th HSI a true "modern" glass instrument. It displays the same informa tion as the I-lSI, bUI does so digitally. It resembles the MFDs when the power is turned ofT,
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The fit of the ejection seat is quite snug, with precious little room on either side or in front of the seat. This particular aircraft has the back seat cushion removed from the seat. It velcros into place, and is normally removed when the pilot has a tree lowering device installed in his harness. The red streamer on the seat pins the ejection Safe/Arm lever, on the left side ofthe seat and top ofthe photo, and the manual chute release lever, on the seat's right side and bottom of the photo. The Safe/Arm lever is rotated down to arm the ejection seat just prior to takeoff and back up to safe the seat after clearing the runway upon landing. The yellow device at top of the photo above locks the canopy and activates the canopy seal. Below shows the same area with the ejection seat removed. The seat slides up the rails during ejection. The bronze-colored rocket blast tube is ejected from the jet along with the seat. Visible again is the worn area in front of the seat where the pilots' feet rest during flight.
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The Modern Viper Guide
Jake Melampy
The left instrument panel and side wall are shown at left and below. The panel is home to the controls for the FLCS (Flight Control System), JFS, fuel control, air refuel door, comm/ nav radio controls, exterior lighting, manual trims, and G-suit connection. The yellow T-handle is the emergency canopy jettison. Also on the this side of the cockpit is the throttle. As part of the HOTAS (Hands On Throttle And Stick) concept, many aircraft functions can be controlled from the throttle, such as speedbrakes, radar mode, and antenna elevation. The crew boarding ladder is in place in these photos.
Opposite page top-- The left subpanel includes the landing gear retraction/extension lever. It has a light on the end of it that warns of an unsafe gear condition. Next to it is the manual downlock release, should the gear fail to retract normally. In reality, this is seldom used. If the gear does not retract, most pilots would choose to leave the gear down and return to base. The panel also contains the landing/taxi light switch and gear warning silence button. Above that is the Anti-Skid Braking switches. At the top of the panel is the yellow/black striped emergency stores jettison button, laneling gear indication lights, and emergency tailhook lever. At the bottom is the Electronic Warfare control panel.
Opposite page bottom--More views of the left side instrument panel broken up into sections. The front is on left, center in middle, and rear on the right.
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Jake Melampy The right subpanel, at left, has a large caution/warning panel. This panel has lights that will illuminate to alert the pilot of a potential problem with the jet. The lights are not normally on during flight, and the panel is almost black with no lights illuminated. Above this panel is the standby magnetic compass. Next to it is the fuel level and hydraulic pressure gauges. Along the ride side of the subpanel, from top to bottom, are oxygen flow indicator, liquid oxygen level, EPU fuel (hydrazine) level, cabin pressure, and an 8-day clock. The black item in the top right corner of the photo at left is a light. The right panel is reserved for systems that require little attention from the pilot during flight, such as controls for instrumentation lighting, HUD display, heating/air conditioning, and oxygen flow/pressure.
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The right side instrument panel and sidewall is shown on this page and the next. Unlike other fighters, the F-16 has its control stick mounted on the right panel, instead of the usual floor mount between the pilot's knees. The stick itself, left, has very little movement to it, again unlike other aircraft. Pilot input is sensed, then relayed to the flight controls via electrical signals. On the side wall is a pair of armrests, in detail in the photos below. The green ribbed tubing is the oxygen hose that supplies breathing oxygen to the pilot. It snaps onto a fitting on the pilot's harness, then plugs into the oxygen hose on the pilot's mask. Also attached to the oxygen hose is the black comm cord for communication and the emergency oxygen hose.
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The rear wall on the F-16 is vertical, and does not follow the angle of the reclined seat. An air conditioning/heating vent is on either side of the seat. The left photo above depicts an F-16C, while at right is the same area on an F-16D. Notice the different vent styles and the map light. On the edge of the instrument panel is a map stowage area. Below is a series of photos that detail the area behind the seat. Below, again notice the different heating vents on the F-16D, pictured below and above right, and the F-16C, above left. This photo also shows the FLCS recorder mounted on the F-16C seat and front seat of the F-16D. It is not on the rear seat in the F-16D. Also visible on the seat is the bright green emergency oxygen bottle.
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The F-16C canopy is raised/lowered by an electric motor that sits forward of the decking beneath the rear canopy transparency. The motor connects to the canopy frame, as shown in the photo below. Above and below right, the canopy is removed from the jet, giving a better look at the motor. Also notice the air conditioning vent on top of the decking behind the canopy motor. Mountd to the rear of the seat is the chaff/ftare programmer. The canopy seal is visible in the photo above. It provides a positive seal between the cockpit and environment to provide for cabin pressurization. The large duct with the orange tubing is an air conditioning vent.
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The Modern Viper Guide
Jake Melampy On Block 40/42 models, a large HUD repeater is l11()lInl~d to the top of the rear cockpit's glareshield. The AOA indcxcr and nosewheel steering and air refuel status indicalors wcr, relocated to make room, and the handhold was mounted to th, left side of the repeater. This device is able to display information present on the front HUD, and display it for the benefit of the rear seater. A rubberized shield is mounted at the front of the HUD to help cut down glare and extraneous lighting.
The two-seat F-16D is fully combat-capable, and retains every capability as the single-seat F-16C. Its only disadvantage is a slightly less fuel capacity. Many F-16Ds have flown combat missions, including F-16D Block 42 90-0778, which shot down an Iraqi Air Force MiG-25 during an Operation Southern Watch sortie over Iraq on December 27, 1992. Similar to the F-16C, the F-16D's instrument panel is covered and protected by a multi-piece glareshield. It retains the AOA indexer and nosewheel steering/air-refueling status indicators on top of the glareshield found on the F-16C, but lacks the HUD. Note the handhold on top and the defog vents along the sides.
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In addition to retaining full combat capabilities, the Dmodel Viper also has full flight controls and instrumentation in the rear cockpit. Similar to the front cockpit, the F-16D has the same armrests mounted on the right rear cockpit sidewall. The photo at right again shows the oxygen hose that the pilot (or Instructor Pilot, VIP, photographer, etc.) will connect to prior to flight. The microphone cord and emergency oxygen line is also visible. The rear cockpit has a 3-position ejection mode selector on the right sub-panel, below. This allows
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the f1ightcrew to tailer the ejection sequence to fit the needs of each specific mission, and dictates which ejection seat is ejected from the aircraft in which sequence. Each seat is able to eject the other seat or be commanded to eject only itself, depending on how the lever is set. At left, notice the map storage bin on the sidewall. This is a convenient location to stash instrument approach plates, charts, or other reading material. A map light is below it.
The rear wall of the F-16D's aft cockpit is very different than the wall found on the front cockpit. The heating/air-conditioning vents are integral to the wall, rather than the external grilles found on the front. The photo at left and above shows the rear seat as installed. Notice the absence of the FLCS recorder. It is not found on the rear seat of the F-16D. Below, every F-16 built has a data plate mounted somewhere in the cockpit. In the case of the F-16D, it is mounted to the rear wall on the left side, while on the F- I6C, it is GENERAL. DYNAMICS Fort Worth Division mounted to the aft decking behind the cockpit. This jet was obviously built before Lockheed Martin took over F-16 production. Later jets have the modified plate.
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Three fuel tanks can be carried externally at any given time. Each wing can carry a single 370 gallon tank on stations 4/6, while the centerline station 5 can carry one 300 gallon tank. These tanks combine with the internal fuel tanks to give a total capacity of 2,100 gallons or 14,070 Ibs. However, even on ferry flights across the ocean, all three external tanks are seldom carried at the same time.
Left--The center tank has a distinctive elliptical shape to it when viewed from the front, due to limited ground clearance. Looking at the photo above, it's easy to see the reason why. The remaining photos on this page complete the look at the centerline tank, while the next page details the wing tanks. USAF Vipers do not use the 600 gallon wing tanks.
Although there are three fuel filler openings, above, in each wing tank, and one in the center tank, all fueling/de-fueling is done through the single-point access door under the right wing root.
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Stations 4/6 are the only wing stations that are wired to carry extcrnal fucl tanks. On extremely rare occasions, and only during peacetime training missions, weapons can be carried on this station; howcvcr, whcn this occurs, the station 3/7 pylon is used. During combat missions, this station carries external fuel tanks. The pylon and tanks arc idcntical for all F-16C/D variants in service with the USAF.
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Two missile launch rails are in use on the F-16. The original rail, the] 6S21O, is only compatible with theAIM-9M Sidewinder. It can be carried on stations 2/8 and 3/7 with its adaptor fitting, or mounted directly to the wingtip stations (1/9). It has largely been replaced by the newer LAU- ]29 rail, above, which is compatible with theAIM-9M, as well as theAIM-9X and AIM-]20. It, too, can be carried on stations 2/8 and 3/7 with its adaptor, and mounted directly to the wingtip stations. Both rails can accept miscellaneous pods, namely AMA and AlS.
The AN/ALE-50 is towed behind the jet and acts as a preferential target that lures enemy missiles away by providing a much larger radar cross section than the aircraft. It was used extensively in Operation Allied Force in ]999 in the skies over Kosovo, as well as in the later stages of Operations Northern/Southern Watch over Iraq, and the early stages of Operation Iraqi Freedom in 2003. It is not frequently carried anymore, due to the lack of current ground-air threats. It is canied on stations 2/8, and can be used with either the LAU-129 or the ]6S21O, as shown here.
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The AIM-9M Sidewinder can be carried on stations 1/9, 2/8, or 3/7. However, it is most often carried on stations 2/8, especially in combat operations. It is mounted either by the LAU-129 or 16S21O rail. Live missiles (top two photos) will be painted FS 36375, and can be identified by the yellow and brown bands. Inert training missiles can be painted FS 36375, white, various shades of blue, or any combination of all three. They have blue bands. The missile is armed by a small T-shaped handle (left) midway along the missile's body. The Captive Air Training Missile (CATM, next page) does not have the steering rollerons on the rear fins or the fuse section behind the front fins as the live missile does.
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The AIM-120 AMRAAM (Advanced Medium Range Air-Air Missile) is the USAF's missile of choice for BVR (Beyond Visual Range) engagements. It can be carried on stations 119 or 2/8, mounted only on the LAU-129 launch rail. The AIM-9X is the latest version of the venerable short range Sidewinder air-air missile. It features high off-boresight capability, enhanced acquisition range, and IR countermeasures. The AIM9X has an extremely agile body with thrust vectoring control that results in a very maneuverable and deadly missile. It is cleared for use on stations 2/8, and only on the LAU-129 missile rail.
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Below are details of the missile that modelers will love. At right, notice the difference between the nose of a captive training AIM-120 (right), and that of a live AIM-120 (far right) .
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F-16s use a more aerodynamic version of the venerable TER (Triple Ejector Rack). It is carried on stations 317. The rear of the TER is not void of detail as the photo at bottom left clearly shows. ~-_.
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Although the use of LDGP (Low Drag General Purpose) bombs in combat i fairly rare, it does still occur. However, more common is the bomb's use during peacetime training missions, either inert training rounds (with blue stripes or entire blue bodies) or live bombs (with yellow stripes around the fuse) that can be dropped over the bombing ranges to give the crews experience with live weapons. This page details the 500lb Mk. 82 AIR, which has a parachute pack in the rear of the tail kit that deploys to slow the bomb's descent after drop. This allows the F-16 to escape the impact area, thus decreasing the chances of the jet being damaged by its own bomb's explosion at low altitude. The photo at bottom right shows the tailkit assembly on a standard Mk. 82.
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The AGM-88 HARM (High-speed Anti-Radiation Missile) is an air-to-surface missile designed to seek, track, and destroy enemy radar-equipped air defense stations. The F-16 is the only USAF aircraft able to employ the HARM. All Block 30 and later F-16C/D models have the ability to carry and fire the HARM, but it is normally associated with the Block 50/52 aircraft due to that type's ability to carry the HTS (Harm Targeting System) pod, pictured on page 115. The HARM is carried on stations 3/7 using a special LAU-ll8 launcher. It is a very light shade of grey--and not white--despite what the instructions in model kits say.
The AGM-65 Maverick was introduced to the F-16 very early in the production of the Viper. The missile is normally associated with anti-tank missions, but does equally well in the SEAD and Close Air Support roles. It is also used by the A-lO, AV-8, and F-18. Originally canied in sets of three on the LAU-88/A triple launchers, they are now carried individually on LAU-1l7/ A, as in the photo above, due to the extensive drag created by the triple launcher. They are carried on stations 3/7.
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Rocket pods have long been used to mark targets for other strike aircraft, dating back to Vietnam. The F-16, too, carries these pods in the Close Air Support role. The rockets aren't designed to destroy the target. Rather, they emit a puff of smoke that can be used to visually identify the target for other aircraft in the strike package. They were first used on the F-16 in combat over Kosovo during Operation Allied Force in 1999. They are occasionally used over Iraq, as well.
Above is a look at the rocket out of the pod. As usual, blue denotes an inert training round. Live rockets, top left, are white with metal tips. Below is a closer look at both ends of the pods. The rear is at left, while the front is at right.
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The LITENING pod improves on the capabilities nity. It can be carried by all Blocks of the F-16, nally, the LITENING is shorter and wider than the side, along with the vertical intake towards the rear
of the LANTIRN pod, and is in widespread use in the Viper commuand is also carried by the A-lO, F-15E, B-52, AV-8B, and F-18. ExterLANTIRN. It can also be distinguished by the eight latches on the pod's of the pod. Like the Sniper and LANTIRN, it is carried on station 5 right.
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LANTIRN (Low Altitude Navigation and Targeting Infra Red for Night) is a two-pod system originally conceived in 1987 for use on the Block 40/42. The AN/AAQ-14 targeting pod, shown here, is carried on the right side pylon, while the AN/AAQ-13 navigation pod was carried on the left side. The navigation pod has been replaced by modern navigation systems (GPS) and is no longer in common use. The targeting pod has also largely been replaced in combat units by the LITENING and Sniper pods, although it is still occasionally used by units at their home station for recurrent targeting pod training. It was last used in combat during the early phases of OIF in March 2003 by the Block 50 units that had completed the CCIP program. It is still in widespread use, however, with training units to teach the basics of targeting pod use. It is no longer strictly found on the Block 40/42, but carried by Block 30, 40/42, and 50/52 on station 5 right.
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The Sniper pod is the latest targeting pod to be introduced to the F-16 fleet. It offers improved target detection/identification and continuous stabilized surveillance in support of ground forces, and is fully compatible with existing weapons platforms. The first pod was delivered to the USAF in 2002, and has been fully integrated into the F-16 fleet. Initially, the pod was carried by Block 50/52 jets, but can now be canied on all USAF Vipers. It is carried on the standard targeting pod pylon on station 5 right.
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The AN/ASQ-213 Harm Targeting System (HTS) pod is the heart of the F-16's SEAD mission. As stated on the AGM-88 page, Block 30 and later model jets can carry and fire the HARM, but only the Block 50/52 jets employ the HTS pod. The pod is able to detect, locate, and identify ground-based radar emitters. With this information, the pilot is able to decide to avoid the area or engage the emitter by attacking and destroying the site. Note the difference between the original HTS pod, left, with the black nose cover, and the latest pod equipped with the R7 upgrade, above, and below. In most cases, the pod has a protective cover over the nose when the jet is parked. CCIP has introduced the ability to carry the HTS pod on station 5L (the left side of the intake station, shown at right) to allow simultaneous carriage of a targeting pod and an HTS pod. As this book goes to print, the dual pod system is. just going operational with the 52FW at Spangdahlem AB, Germany, after several years of testing at Nellis and Eglin AFBs.
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Jake Melampy The ALQ-184 2-band ECM pod is much shorter than the 3-band pod. Both pods are equally common on the F-16, depending on the requirements of the mission being flown. For obvious reasons, the 3-band pod is also sometimes known as the ALQ-184 long pod, while the 2-band pod is known as the ALQ-184 short pod.
There are several types of ECM (Electronic Counter Measures) pods in use on the F-16. All pods do essentially the same job: jam enemy radar emitters. The Raytheon ANI ALQ-184 is the most common pod in use. To date, more than 950 pods have been delivered since 1989 for use on the FA, F-16, F-Ill, A-7, and A-I0 aircraft. It is used on the F-16 in the 3-band (long) or 2-band (shOIt) configuration.
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The ANI ALQ-188 Electronic Attack Training Pod, left and below, is used to simulate enemy threat electronic countermeasures for aircrew training and weapons evaluation. Although frequently associated with the 64th Aggressors Squadron's F16s at Nellis AFB, these pods are carried by other units during training operations whenever it is beneficial to simulate the enemy's ECM. These pods are not "owned" by any single squadron, but passed around from one squadron to the next as training requirements dictate. It is normally carried on the standard pylon on station 5, but can also be used on stations 3/7.
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The ANI ASQ- 11 Theatre Airborne Reconaissance System (TARS) is a podded reconnaissance system designed for use in low altitude, high-threat, daylight conditions. It contains two cameras. The forward camera is fixed, while the mid-bay camera is movable. The pod is only carried on the centerline, enabling a full load of other weapons, thus allowing the jet to support airair and air-ground missions while gathering photographic intelligence. The pod requires no modifications to the jet.
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The AIS (Airborne Instrumentation Sub-system) pod is used to relay information to ground controllers and commanders during exercises such as Red Flag. Also commonly known as ACMI (Air Combat Manuevering Instrumentation) pods due to the name of the system in which AIS pods are employed, each pod is the link between the controllers on the ground and the individual aircraft carrying the pod. Each pod is extremely advanced and carries a number of sensors. Each sensor provides data for the controller and debrief system on the ground. The pod is able to g~nerate an extremely accurate picture of the aircraft over the range down to within 15 feet due to modern GPS technology in real time. Information transmitted is also recorded for later play-back during the mass de-briefing after the flight. On the F-16, the pod is carried on stations 1/9 or 2/8 on the LAU-129 or 16S21O rails.
While certainly not a "stealthy" aircraft, the Viper has a smaller radar signature than most would guess. To help ATC (Air Traffic Control) track the aircraft, radar reflecting AMA (Acceleration Monitoring Assembly) pods are carried. Modified from a CATM-9 Sidewinder body, they are can·ied on stations 1/9 or 2/8. They are usually painted FS 36375, but on occasion can be found in dayglo orange, yellow, red, etc, to help differentiate "teams" during ACM. It is not uncommon for one jet to carry two pods, but normally only a single pod is carried. They are not carried in combat operations, for obvious reasons.
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The MXU-648 baggage pod is used whenever the jet is away from its home base to carry such things as pilot's luggage, aircraft covers, extra forms, or even golf clubs. Modified from surplus napalm tanks during the 1980's, many pods show extreme signs of wear and tear. However, at least one pod per squadron is kept for use at airshows or the personal use of the Wing and/or Squadron Commanders, and is painted and decorated accordingly. These pods can be carried on stations 3/7 or 5.
An exterior boarding ladder is necessary to gain cess to the cockpit. It was designed exclusively for the F-16. The ladder is adaptable to either the F-16C or the rear seat of the F-16D by a p·ositionable support arm. The arm is pinned in place and can be moved in seconds. The arm also serves to protect the wing strakes. i
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The first F-16C, 83-1118, made its maiden flight on June 19, 1984. Less than a month later, it was delivered to the 58th Tactical Fighter Training Wing at Luke AFB, Arizona. The Block 25 is the first F-16C, and incorporated many improvements over the F-16A/B Block 15 that it replaced. A new radar was installed in the way of the ANI APG-68(V). It offers better range, more operating modes, sharper resolution, and improved ECM capability. Further improvements took place in the re-designed cockpit. Most prominent are two 4" x 4" MFDs and a new wide-angle HUD. Other improvements include: • Carriage of the AGM-65D Maverick and AIM-120 AMRAAM. • Improved stores management and fire control computers.
External identification of a Block 25 is somewhat difficult. The most visible change is the vertical stabilizer. It has a much larger, wider base than does the F-16A/B, due to the extra space built in as preparation for the new Westinghouse AN/ALQ-165 ASPJ (Airborne SelfProtection Jammer). The ASPJ program, however, became stuck in controversy and was never fitted. Other key features of the Block 25 include: • Pratt &Whitney FI00-PW-220 (replaced by -220E engines in later years) engine and original small mouth intake. • Lack of scoop on leading edge of vertical stabilizer's base, and lack of vents on side of vertical stabilizer's base and on the right side of the fuselage behind the cockpit.
Above--85-1452 was the last Block 25 F-16 built. It is assigned to the 61 st Fighter Squadron, 56th Fighter Wing, at Luke AFB, Arizona.
Below--84-1384 can be identified as a Block 25 by the smallmouth intake, Pratt & Whitney engine, lightweight landing gear, lack of a scoop on the leading edge of the vertical stabilizer, and lack of a vent at the base of the vertical stabilizer.
209 Block 25 F-16Cs were built, along with 35 F-16D two-seaters. The last Block 25 F-16C is 85-1452, while the last F-16D is 851516. All airframes were delivered to the USAF, as no export customers use the Block 25. By the early 1990's all of the Block 25 fleet had been delivered to either the 56th Fighter Wing or dispersed throughout the ANG, with the exception of those few airframes in use at Edwards AFB as testing airframes.
Top--Nearly all of the Block 25 F-16Ds built remain in service with the training squadrons in the USAF. Pictured is 84-1326, in use with the 162nd Fighter Wing, Arizona ANG. The 162FW is responsible for training F-16 pilots of foreign nations.
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Above--83-1174 is also in use with the 56th Fighter Wing, but assigned to the 62nd Fighter Squadron. Luke AFB is the primary training base for F-16 pilots and maintainers.
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Production of Block 30/32 machines was begun in January 1986, with the first of733 deliveries taking place in July of 1987. Production for the USAF continued until 1989, when F-16C Block 30 88-0411 and F-16D Block 30 88-0152 were delivered. Block 32 production ended with F-16C 87-0333 and F-16D 87-0381. The Block 30/32 aircraft were the first F-16s to appear with the common engine bay, with the ability to be fitted with either the Pratt & Whitney engine used on previous models, or the higher thrust General Electric FllO-GE-lOO. GE-equipped jets are known as Block 30s, while P&W-equipped jets are Block 32s. The GE-equipped Block 30s require more air than the Block 32s, so a larger intake, known as the MCID, or simply "bigmouth", was fitted on F-16D 86-0044 and F-16C 86-0262. Any jet prior to these serials is equipped with the smallmouth intake, while all later Block 30s have the MCID intake. All Block 32s remain equipped with the original, "small mouth" intake. Other key features of the Block 30/32 include: • capability to carry and fire AGM-88 HARM and AGM-45 Shrike anti-radiation missiles • Forward RHAW antenna ("beer cans") mounted on the wing leading edge, beginning with Block 30B jets. They've since been retrofi tted to all earlier F-16ClDs. • Two additional chaff/flare dispensers mounted forward of the two existing dispensers on fiscal year 1987 and later jets. • Beginning with Block 30B, addition of scoop and vents on forward right fuselage and base of vertical stabilizer for ASPJ. F-16Ds do not have these. Block 25/30/32 machines are currently undergoing several upgrade and service life extension programs. Among them, CUPID (Combat Upgrade Plan Integration Details) is bringing increased capability to the ANG/AFRC fleet. Improvements include Night Vision capability, GPS, enhanced software to carry JDAM weapons, SADL (Situational Awareness Data-Link), and AIFF (Advanced Identification Friend or Foe) antenna in front of the cockpit. CUPID has been implemented in several stages going back to October 1998.
Above--The GE engine exhaust and lightweight gear give this jet away as a Block 30. However, the serial number (85-1436) is the only way to tell from this view if this jet has the small mouth or largemouth intake. Any F-16C prior to 86-0262 has the smallmouth, so this jet must be so equipped.
Below--87-0275 displays its bigmouth intake to good effect. The "lawn mower" blades are also visible in this photo. It belongs to the 183rd Fighter Wing, Illinois ANG.
Above--85-1504 is assigned to the 127th Wing, Michigan ANG at Selfridge ANGB, just north of Detroit. It is a rather early Block 30 and is equipped with the smallmouth intake. Note the GE engine exhaust nozzle. Left--The small mouth intake of the early Block 30 is more visible in this photo of F-16D 85-1509, assigned to the 113th Wing, Washington, D.C. ANG. Notice the lack of vents and scoop on the vertical stabilizer. These are not found on any F-16D, regardless of Block.
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Above--The 523rd Fighter Squadron at Cannon AFB, New Mexico, was the last unit in the active-duty USAF to use the Block 30. However, they were inactivated on May 23, 2007, making the ANG the sole user of this Block. Again, notice the lack of a scoop or vents on the vertical stabilizer of the F-16D.
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Below--Although designed and intended for use with the Block 40/42, the LANTIRN pod has founds its way onto other Blocks, as well, including the Block 30. It is primarily used during training operations, freeing the newer pods for use during combat. Both jets on this page are toting a LANTIRN targeting pod.
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Block 32 Vipers were produced in the least numbers of any variant, and today only equip three squadrons in the entire USAF. Ironically, the USAF's two most famous F-16 squadrons, the 64th Aggressors Squadron and the Thunderbirds Demonstration Team, both based at Nellis, are both flying Block 32s. The other Block 32 unit is the 144th Fighter Wing in Fresno, California.
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The Modern Viper Guide Block 40/42 production began in December 1988 with the delivery of Block 40 F-16C 87-0350 and F-16D 87-0391. The first Block 42s were F-16C 87-0356 and F-16D 87-0394. Sometimes referred to the "Night Falcon", the Block 40/42 was also unofficially designated the F-16CG/DG. It offers increased capability vs. earlier models in several key areas. Among them: • GPS navigation • Improved AN/APG-68(V5) radar • Digital flight controls • Introduction of Martin/Marietta LANTIRN (Low Altitude Navigation and Targeting Infra-Red for Night) system, carried on the intake "cheek" stations (5L and 5R). The two pod system was comprised of the AAQ-13 navigation pod, carried on station 5L, and AAQ-14 targeting pod on 5R. The navigation pod offers terrain-following radar and FUR, while the targeting pod has FUR and a laser designator for laser-guided bombs. The new large HUD found on the Block 40/42 has the ability to display navigation pod imagery. The navigation pod was mostly phased out of use in the early 21st century, while the targeting pod remains in limited use, mostly carried during training missions and with training squadrons. • Larger WAR (Wide Angle Raster) HUD and large HUD repeater in the rear cockpit of F-16Ds. • Longer undercarriage legs to provide increased ground clearance for the LANTIRN pod system. The gear was also strengthened to accomodate the jet's increased weight. The landing lights were relocated to the nose gear door. • Installation of ten reinforcement plates on top of fuselage.
87-0391 is a Block 40 F-16D assigned to the 34th Fighter Squadron, 388th Fighter Wing, at Hill AFB, Utah.
88-0500 is marked as the 388th Fighter Wing's flagship. It is loaded with an AN/ALQ-188 ECM pod on the centerline. Although this pod is normally used by the Aggressors, it is carried by any jet wishing to simulate enemy ECM signatures during ACM.
The Block 42s in use with the ANG's two combat fighter wings (138FW, Oklahoma ANG, and 180FW, Ohio ANG) have undergone conversion to the higher-thrust Pratt & Whitney FI1O-PW-229 engine. This engine offers vastly improved performance and decreased maintenance. It can be identified by its satin black turkey feathers. All remaining Block 42s in training squadrons retain their original FI1O-PW-220E powerplant with no plans to upgrade to the -229. Production of Block 40/42 totals 615 airframes. The last Block 40s are F-16C 90-0776 and F-16D 90-0800. The last Block 42s are F-16C 90-0770 and F-16D 90-0793.
Block 4290-0778 is responsible for downing a MiG-25 in 1992. It is still in use today at Luke AFB. The large HUD repeater in the rear cockpit is plainly visible, as is the Pratt & Whitney engine exhaust, and reinforcement plates along the top of the fuselage.
Above--A heavily-loaded Block 40 heads out for a training mission. The loadout consists of AIM-120s, CATM-9s, AGM65 Maverick, external fuel tanks, an ALQ131 ECM pod, and a LANTIRN targeting pod. Notice the large WAR HUD and reinforcement plates on the fuselage top. Right--F-16s assigned to test units offer unique exceptions to the "standard" F-16. In this case, 88-0441 from the 46th Test Wing has fairings over the gun muzzle. It is also equipped with the original, Sidewinder-only wingtip missile rails, something of an oddity in the F-16 fleet.
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Block 42s assigned to the 138th and 180th Fighter Wings are receiving the upgraded FlOO-PW-229 engine, identified externally by the the satin black turkey feathers. This jet, 89-2098, has received the upgraded engine.
The heavyweight landing gear, bulged gear doors, relocated taxi/landing lights, WAR HUD, and HUD repeater are visible in this photo of F-16D Block 42 89-2155.
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The first Block 50 F-16C (90-0801) was delivered to the USAF on October 13, 1991. Production of the Block 50 and Block 52 continued until March 25, 2005, when the last Block 50 F-16C, 01-7053, was delivered to the USAF. These machines were unofficially designated F-16CJ/DJ. All improvements on the earlier models remain on the Block 50/52. In addition, these jets offer: • Improved PeIformance Engines (IPE). Block 50 is equipped with General Electric FI1O-GE-129, while Block 52 has Pratt & Whitney FlOO-PW-229. • Integration with Raytheon AN/ASQ-213 Harm Targeting System • AN/ALR-56M RWR suite The heart of the Block 50/52 lies in the HTS system. This pod is carried on the right intake station (station 5R), and allows full integration of the AGM-88 HARM missile. This gives the F-16 a viable SEAD (Suppression of Enemy Air Defenses) capability, which was sorely missed after the retirement of the F-4G Phantom in 1996. Very early Block 50s (up to Block SOD) lacked this ability, but it was later retrofitted to all earlier jets. As mentioned earlier on the HTS pod page, a modification is cunently underway to allow carriage of the HTS pod on the left intake station (station 5L). This permits dual carriage of the HTS pod along with a Sniper or LITENING on the right intake station. As this book goes to print, the 52FW became the first unit to adopt the use of the dual pod system in June 2007. It is also worth noting that the Block 50/52 jets are equipped with the same WAC HUD as the Block 30/32.
These jets do not carry the LANTIRN navigation pod, so there was no need to have the WAR HUD capable of displaying navigation pod imagery. In addition, the Block 50/52 fleet lacks the ten reinforcement plates that are found on the Block 40/42. In fact, there are no reinforcement plates at all on the Block 50/52, as all strengthening measures were done internally.
CCIP (Common Configuration Implementation Program) was planned to enhance the cockpit and avionics of Block 40/42/50/52 F16s in the USAF inventory. Besides standardizing and bringing all jets up to a common level of capability, CCIP provides several improvements, including new computers, full-color MFD displays, data link systems, and Joint Helmet-Mounted Cueing System (JHMCS). However, the most obvious modification externally is the addition of the four "bird-slicer" AIFF antennas mounted directly in front of the cockpit. The AIFF is identical to the antenna found on the Block 25/30/32 jets that have completed CUPID, and are not found on Block 40/42s. The first jet to be modified under the CCIP program was delivered to the 20th Fighter Wing at Shaw AFB.on January 11,2002. Block 50/52s have completed CCIP, and the Block 40/42 aircraft have recently begun the upgrade.
Above--F-16D Block 52 92-3926 is assigned to the 422nd Test & Evaluation Squadron at Nellis AFB, Nevada. It is seen testing the dual pod concept on the intake stations. On the left station is an HTS Pod, while a Sniper pod is on the right. The AIFF antenna in front of the windscreen indicates that this jet has completed the CCIP modification, as have all Block 50 and 52 F-16s.
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Below-- 93-0553 shows off the Block 52's small mouth intake, -229 P&W engine, and heavyweight gear. Notice that the Block 50/52 jets did not retain the large WAR HUD found on Block 40/42s. A LANTIRN targeting pod is on the right intake station. The jet is assigned to the 16th Weapons Squadron at Nellis AFB, Nevada.
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Block 52 91-0386 was assigned to the 389th Fighter Squadron, 366th Fighter Wing, before the squadron's conversion to the F-15E in 2007. The Block 52s can be identified by the smallmouth intake and FI00-PW-229 engines. The turkey feathers on the -229 engine have a distinctive satin black finish.
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Above--The weapons load on Block 50 92-3895 was a typical pre-CCIP Block 50/52 combat loadout, utilizing the full SEAD suite of the HTS pod and AGM-88 HARM. However, in recent years, Block 50s have taken on traditional strike sorties with LITENING targeting pods and GBU-12s.
Below--F-16D Block 50 9l-0462gets airborne for a Red Flag mission from Nellis AFB, Nevada. All jets using the Red Flag ranges will be carrying an AIS pod, visible on station 8.
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F-16C Block 50 01-7052 is the next-to-Iast F-16 bought by the USAF. The paintjob on this Viper is interesting in two ways. First, it still carries the original 3-tone camouflage scheme. All F-16s, no matter when they were delivered, were first painted in the 3-tone scheme. However, beginning in the mid-1990's, as jets were repainted during depot and/or routine paint, they were painted in the 2-tone camouflage scheme that dropped the lightest shade of grey (FS 36375) from the underside of the jet. Very few jets have their original paint, so most of the entire fleet is sporting the 2-tone camouflage scheme. Secondly, this jet has received the HAVE GLASS paint finish. HAVE GLASS is still very classified, but, in a nutshell, it is designed to reduce the jet's radar signature. The paint is very coarse in texture and very hard to keep clean. The unappealing result is as appears above.
Block 50 91-0338 prepares for departure from Wright-Patterson 93-0548 blasts off from the runway at Cannon AFB, New Mexico, durAFB, Ohio, during a fuel stop on its way to Eielson AFB, Alaska. ing a training mission. It was assigned to the 522nd Fighter Squadron. It is loaded with a typical ferry configuration. Although not vis- Notable is the ALQ-13l ECM pod on the centerline and the LANible in this photo, a single MXU-648 baggage pod is on station TIRN targeting pod on the intake. The LANTIRN pod is frequently 7. An HTS pod is visible mounted to the right side of the intake. carried by units stateside for training purposes. It is no longer used in combat by any USAF F-16s. An AIS pod is mounted on station 8.
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Also from the author:
The Viper Story, Part I: F-16s of the Air National Guard ISBN # 978-0-9795064-0-6 The first of a 4-part series covering the F-16 in service with the USAF, this book features 247 pages of full-color, high-quality images. The images are paired with text to tell the complete story of the Viper as flown by the ANG. Each unit to have ever flown the type since the first jet arrived in Guard service in 1983 is covered, along with photos taken during wartime, mission markings, special/anniversary paintschemes, nose art, and more. Contact the publisher for details, pricing, and ordering information. www.reidairpublishing.com "Jake Me/ampy's book on the F-16 in the Air National Guard (ANG) has to be, in my opinion, the most comprehensive book on the subject to date, even more so than any magazine or journal that I have seen. This book will have appeal for any enthusiast, military historian, or to anyone who is around the F-16." --Jon Somerville, www.f-16.net editor
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In The Modern Viper Guide, the author dismantles the F-16 like never seen before. It is the first--and only--book that explains the differences and similarities between the various production Blocks. With input from F-16 pilots and crewchiefs, this book examines and explains the F-16 like no other.
ISBN: 978-0-9795064-1-3 53995
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