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Today's Hobbies Inc. F-16A Fighting Falcon Kit #TOD-J-1
Wingspan: 15" 1/24 Scale
Building Skill / Flying Skill: Experienced / Experienced

General Dynamics F-16 Fighting Falcon

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TOD-J-1 F-16A Fighting Falcon 15"

TOD-J-2 F-18 Hornet 20"

TOD-J-3 F-5E Tiger II 13"

TOD-J-4 F-14A Tomcat 32"

TOD-J-5 F-4E Phantom II 19-3/8"

The General Dynamics (now Lockheed Martin) F-16 Fighting Falcon is a single-engine multirole fighter aircraft originally developed by General Dynamics for the United States Air Force (USAF). Designed as an air superiority day fighter, it evolved into a successful all-weather multirole aircraft. Over 4,500 aircraft have been built since production was approved in 1976. Although no longer being purchased by the U.S. Air Force, improved versions are still being built for export customers. In 1993, General Dynamics sold its aircraft manufacturing business to the Lockheed Corporation, which in turn became part of Lockheed Martin after a 1995 merger with Martin Marietta.

The Fighting Falcon is a fighter with numerous innovations including a frameless bubble canopy for better visibility, side-mounted control stick to ease control while maneuvering, a seat reclined 30 degrees to reduce the effect of g-forces on the pilot, and the first use of a relaxed static stability/fly-by-wire flight control system helps to make it a nimble aircraft. The F-16 has an internal M61 Vulcan cannon and 11 locations for mounting weapons and other mission equipment. The F-16's official name is "Fighting Falcon", but "Viper" is commonly used by its pilots, due to a perceived resemblance to a viper snake as well as the Battlestar Galactica Colonial Viper starfighter.

In addition to active duty U.S. Air Force, Air Force Reserve Command, and Air National Guard units, the aircraft is also used by the USAF aerial demonstration team, the U.S. Air Force Thunderbirds, and as an adversary/aggressor aircraft by the United States Navy. The F-16 has also been procured to serve in the air forces of 25 other nations.

Experience in the Vietnam War revealed the need for air superiority fighters and better air-to-air training for fighter pilots. Based on his experiences in the Korean War and as a fighter tactics instructor in the early 1960s Colonel John Boyd with mathematician Thomas Christie developed the Energy-Maneuverability theory to model a fighter aircraft's performance in combat. Boyd's work called for a small, lightweight aircraft that could maneuver with the minimum possible energy loss, and which also incorporated an increased thrust-to-weight ratio. In the late 1960s, Boyd gathered a group of like-minded innovators that became known as the Fighter Mafia and in 1969 they secured DoD funding for General Dynamics and Northrop to study design concepts based on the theory.

Air Force F-X proponents remained hostile to the concept because they perceived it as a threat to the F-15 program. However, the Advanced Day Fighter concept, renamed F-XX gained civilian political support under the reform-minded Deputy Secretary of Defense David Packard, who favored the idea of competitive prototyping. As a result in May 1971, the Air Force Prototype Study Group was established, with Boyd a key member, and two of its six proposals would be funded, one being the Lightweight Fighter (LWF). The Request for Proposals issued on 6 January 1972 called for a 20,000-pound (9,100 kg) class air-to-air day fighter with a good turn rate, acceleration and range, and optimized for combat at speeds of Mach 0.6--1.6 and altitudes of 30,000--40,000 feet (9,100--12,000 m). This was the region where USAF studies predicted most future air combat would occur. The anticipated average flyaway cost of a production version was $3 million. This production plan, though, was only notional as the USAF had no firm plans to procure the winner.

Five companies responded and in 1972, the Air Staff selected General Dynamics' Model 401 and Northrop's P-600 for the follow-on prototype development and testing phase. GD and Northrop were awarded contracts worth $37.9 million and $39.8 million to produce the YF-16 and YF-17, respectively, with first flights of both prototypes planned for early 1974. To overcome resistance in the Air Force hierarchy, the Fighter Mafia and other LWF proponents successfully advocated the idea of complementary fighters in a high-cost/low-cost force mix. The "high/low mix" would allow the USAF to be able to afford sufficient fighters for its overall fighter force structure requirements. The mix gained broad acceptance by the time of the prototypes' flyoff, defining the relationship of the LWF and the F-15.

The YF-16 was developed by a team of General Dynamics engineers led by Robert H. Widmer. The first YF-16 was rolled out on 13 December 1973, and its 90-minute maiden flight was made at the Air Force Flight Test Center (AFFTC) at Edwards AFB, California, on 2 February 1974. Its actual first flight occurred accidentally during a high-speed taxi test on 20 January 1974. While gathering speed, a roll-control oscillation caused a fin of the port-side wingtip-mounted missile and then the starboard stabilator to scrape the ground, and the aircraft then began to veer off the runway. The GD test pilot, Phil Oestricher, decided to lift off to avoid crashing the machine, and safely landed it six minutes later. The slight damage was quickly repaired and the official first flight occurred on time. The YF-16's first supersonic flight was accomplished on 5 February 1974, and the second YF-16 prototype first flew on 9 May 1974. This was followed by the first flights of the Northrop's YF-17 prototypes on 9 June and 21 August 1974, respectively. During the flyoff, the YF-16s completed 330 sorties for a total of 417 flight hours; the YF-17s flew 288 sorties, covering 345 hours.

Increased interest would turn the LWF into a serious acquisition program. North Atlantic Treaty Organization (NATO) allies Belgium, Denmark, the Netherlands, and Norway were seeking to replace their F-104G fighter-bombers. In early 1974, they reached an agreement with the U.S. that if the USAF ordered the LWF winner, they would consider ordering it as well. The USAF also needed to replace its F-105 and F-4 fighter-bombers. The U.S. Congress sought greater commonality in fighter procurements by the Air Force and Navy, and in August 1974 redirected Navy funds to a new Navy Air Combat Fighter (NACF) program that would be a navalized fighter-bomber variant of the LWF. The four NATO allies had formed the "Multinational Fighter Program Group" (MFPG) and pressed for a U.S. decision by December 1974; thus the USAF accelerated testing.

To reflect this more serious intent to procure a new fighter-bomber design, the LWF program was rolled into a new Air Combat Fighter (ACF) competition in an announcement by U.S. Secretary of Defense James R. Schlesinger in April 1974. Schlesinger also made it clear that any ACF order would be for aircraft in addition to the F-15, which extinguished opposition to the LWF. ACF also raised the stakes for GD and Northrop because it brought in competitors intent on securing what was touted at the time as "the arms deal of the century". These were Dassault-Breguet's proposed Mirage F1M-53, the SEPECAT Jaguar, and the proposed Saab 37E "Eurofighter". Northrop offered the P-530 Cobra, which was similar to the YF-17. The Jaguar and Cobra were dropped by the MFPG early on, leaving two European and the two U.S. candidates. On 11 September 1974, the U.S. Air Force confirmed plans to place an order for the winning ACF design to equip five tactical fighter wings. Though computer modeling predicted a close contest, the YF-16 proved significantly quicker going from one maneuver to the next, and was the unanimous choice of those pilots that flew both aircraft. On 13 January 1975, Secretary of the Air Force John L. McLucas announced the YF-16 as the winner of the ACF competition.

[IMAGE The chief reasons given by the Secretary were the YF-16's lower operating costs, greater range, and maneuver performance that was "significantly better" than that of the YF-17, especially at supersonic speeds. Another advantage of the YF-16 -- unlike the YF-17 -- was its use of the Pratt & Whitney F100 turbofan engine, the same powerplant used by the F-15; such commonality would lower the cost of engines for both programs. Secretary McLucas announced that the USAF planned to order at least 650, possibly up to 1,400 production F-16s. In the Navy Air Combat Fighter (NACF) competition, on 2 May 1975 the Navy selected the YF-17 as the basis for what would become the McDonnell Douglas F/A-18 Hornet.

The U.S. Air Force initially ordered 15 "Full-Scale Development" (FSD) aircraft (11 single-seat and four two-seat models) for its flight test program, but this was reduced to eight (six F-16A single-seaters and two F-16B two-seaters). The YF-16 design was altered for the production F-16. The fuselage was lengthened by 10.6 in (0.269 m), a larger nose radome was fitted for the AN/APG-66 radar, wing area was increased from 280 sq ft (26 m2) to 300 sq ft (28 m2), the tailfin height was decreased, the ventral fins were enlarged, two more stores stations were added, and a single door replaced the original nosewheel double doors. The F-16's weight was increased by 25% over the YF-16 by these modifications.

The FSD F-16s were manufactured at General Dynamics' Fort Worth, Texas plant in late 1975; the first F-16A rolled out on 20 October 1976 and first flew on 8 December. The initial two-seat model achieved its first flight on 8 August 1977. The initial production-standard F-16A flew for the first time on 7 August 1978 and its delivery was accepted by the USAF on 6 January 1979. The F-16 was given its formal nickname of "Fighting Falcon" on 21 July 1980, entering USAF operational service with the 34th Tactical Fighter Squadron, 388th Tactical Fighter Wing at Hill AFB on 1 October 1980.

On 7 June 1975, the four European partners, now known as the European Participation Group, signed up for 348 aircraft at the Paris Air Show. This was split among the European Participation Air Forces (EPAF) as 116 for Belgium, 58 for Denmark, 102 for the Netherlands, and 72 for Norway. There would be two European production lines, one in the Netherlands at Fokker's Schiphol-Oost facility and the other at SABCA's Gossellies plant in Belgium; production would be divided among them as 184 and 164 units, respectively. Norway's Kongsberg Vaapenfabrikk and Denmark's Terma A/S also manufactured parts and subassemblies for EPAF aircraft. European co-production was officially launched on 1 July 1977 at the Fokker factory. Beginning in November 1977, Fokker-produced components were sent to Fort Worth for fuselage assembly, which were in turn shipped back to Europe for final assembly of EPAF aircraft at the Belgian plant on 15 February 1978, with deliveries to the Belgian Air Force from January 1979. The Dutch line started up in April 1978 and delivered its first aircraft to the Royal Netherlands Air Force in June 1979. In 1980 the first aircraft were delivered to the Royal Norwegian Air Force by SABCA and to the Royal Danish Air Force by Fokker.

During the late 1980s and 1990s, Turkish Aerospace Industries (TAI) produced 232 Block 30/40/50 F-16s on a production line in Ankara under license for the Turkish Air Force. TAI also produced 30 Block 50 from 2010, and built 46 Block 40s for Egypt in the mid-1990s. Korean Aerospace Industries opened a domestic production line for the KF-16 program, producing 140 Block 52s from the mid-1990s to mid-2000s (decade). If India had selected the F-16IN for its Medium Multi-Role Combat Aircraft procurement, a sixth F-16 production line would be built in India.

One change made during production was augmented pitch control to avoid deep stall conditions at high angles of attack. The stall issue had been raised during development, but had originally been discounted in the early design stages. Model tests of the YF-16 conducted by the Langley Research Center revealed a potential problem, but no other laboratory was able to duplicate it. YF-16 flight tests were not sufficient to expose the issue; it required later flight testing on the FSD aircraft to demonstrate there was a real concern. In response, the areas of the horizontal stabilizer were increased 25% on the Block 15 aircraft in 1981 and retrofitted later on to earlier aircraft. In addition, a manual override switch to disable the horizontal stabilizer flight limiter was placed more prominently on the control console, allowing the pilot to regain control of the horizontal stabilizers (which the flight limiters otherwise lock in place) and recover. Besides a significant reduction in the risk of deep stalls, the larger horizontal tail also improved stability and permitted faster takeoff rotation.

[IMAGE In the 1980s, the Multinational Staged Improvement Program (MSIP) was conducted to evolve new capabilities for the F-16, mitigate risks during technology development, and ensure the aircraft's worth. The program upgraded the F-16 in three stages. The MSIP process permitted the introduction of new capabilities quicker, at lower costs and with reduced risks, compared to traditional independent programs to upgrade and modernize aircraft. Other upgrade programs, including service life extensions, have been conducted on the F-16.

Due to the slow pace of F-35 development, the USAF will spend $2.8 billion to upgrade and retain 350 F-16s. The more versatile multirole F-16s are being retained as the USAF reduces more focused platforms such as the A-10. One limitation on the upgrades has been the limited power and cooling capabilities of the aircraft, which have been stretched thinner in more advanced variants with more power hungry avionics.

While Lockheed has won many of the contracts to upgrade F-16s for different countries, BAE Systems gained the South Korean upgrade order in July 2012, and since then additional orders have been received from the Government of Oman, Turkey, and the US Air National Guard. In the fall of 2012, the USAF assigned the total upgrade contract to Lockheed, bundling in the radar selection in order to have a more cohesive package. This includes Raytheon’s Center Display Unit, which will replace several analog flight instruments in a single digital display. However budget sequestration in 2013 has cast doubt on the USAF's ability to complete the Combat Avionics Programmed Extension Suite (CAPES), which is required for secondary programs such as the Taiwan F-16 upgrade.

In order to save money on replacement aircraft due to controlled flight into terrain, the USAF will be installing auto-GCAS on all of their fighters, starting with the F-16.

In May 2013, Lockheed Martin stated it has enough orders to keep producing F-16s until 2017, with more orders possible.

The F-16 is a single-engine, very maneuverable, supersonic, multi-role tactical fighter aircraft. The F-16 was designed to be a cost-effective combat "workhorse" that can perform various kinds of missions and maintain around-the-clock readiness. It is much smaller and lighter than its predecessors, but uses advanced aerodynamics and avionics, including the first use of a relaxed static stability/fly-by-wire (RSS/FBW) flight control system, to achieve enhanced maneuver performance. Highly nimble, the F-16 can pull 9-g maneuvers and can reach a maximum speed of over Mach 2.

The Fighting Falcon includes innovations such as a frameless bubble canopy for better visibility, side-mounted control stick, and reclined seat to reduce g-force effects on the pilot. The F-16 has an internal M61 Vulcan cannon in the left wing root and has multiple locations for mounting various missiles, bombs and pods. It was also the first fighter aircraft purpose-built to sustain 9-g turns. It has a thrust-to-weight ratio greater than one, providing power to climb and accelerate vertically.

The F-16 was designed to be relatively inexpensive to build and simpler to maintain than earlier-generation fighters. The airframe is built with about 80% aviation-grade aluminum alloys, 8% steel, 3% composites, and 1.5% titanium. The leading-edge flaps, tailerons, and ventral fins make use of bonded aluminum honeycomb structures and graphite epoxy laminate coatings. The number of lubrication points, fuel line connections, and replaceable modules is significantly lower than predecessors; 80% of access panels can be accessed without stands. The air intake was designed: "far enough forward to allow a gradual bend in the air duct up to the engine face to minimize flow losses and far enough aft so it wouldn't weigh too much or be too draggy or destabilizing."

Although the LWF program called for an aircraft structural life of 4,000 flight hours, capable of achieving 7.33 g with 80% internal fuel; GD's engineers decided to design the F-16's airframe life for 8,000 hours and for 9-g maneuvers on full internal fuel. This proved advantageous when the aircraft's mission changed from solely air-to-air combat to multi-role operations. Since introduction, changes in operational usage and additional systems have increased aircraft weight, necessitating several programs to strengthen its structure.

The F-16 has a cropped-delta planform incorporating wing-fuselage blending and forebody vortex-control strakes; a fixed-geometry, underslung air intake to the single turbofan jet engine; a conventional tri-plane empennage arrangement with all-moving horizontal "stabilator" tailplanes; a pair of ventral fins beneath the fuselage aft of the wing's trailing edge; a single-piece, bird-proof "bubble" canopy; and a tricycle landing gear configuration with the aft-retracting, steerable nose gear deploying a short distance behind the inlet lip. There is a boom-style aerial refueling receptacle located a short distance behind the canopy. Split-flap speedbrakes are located at the aft end of the wing-body fairing, and an arrestor hook is mounted underneath the fuselage. Another fairing is situated beneath the bottom of the rudder, often used to house ECM equipment or a drag chute. Several later F-16 models, such as the F-16I, also have a long dorsal fairing "bulge" along the "spine" of the fuselage from the cockpit's rear to the tail fairing, it can be used for additional equipment or fuel.

[IMAGE Aerodynamic studies in the early 1960s demonstrated that the phenomenon known as "vortex lift" could be beneficially harnessed by the adoption of highly swept wing configurations to reach higher angles of attack through use of the strong leading edge vortex flow off a slender lifting surface. Since the F-16 was being optimized for high agility in air combat, GD's designers chose a slender cropped-delta wing with a leading edge sweep of 40 degrees and a straight trailing edge. To improve maneuverability, a variable-camber wing with a NACA 64A-204 airfoil was selected; the camber is adjusted by leading-edge and trailing edge flaperons linked to a digital flight control system (FCS) regulating the flight envelope. The F-16 has a moderate wing loading, which is lower when fuselage lift is considered.

The vortex lift effect is increased by extensions of the leading edge at the wing root (the juncture with the fuselage) known as a strake. Strakes act as an additional elongated, short-span, triangular wing running from the actual wing root to a point further forward on the fuselage. Blended into the fuselage and along the wing root, the strake generates a high-speed vortex that remains attached to the top of the wing as the angle of attack increases, thereby generating additional lift and thus allowing greater angles of attack without stalling. The use of strakes also allows a smaller, lower-aspect-ratio wing, which increases roll rates and directional stability while decreasing weight. Deeper wingroots also increase structural strength and increase internal fuel volume.

Early F-16s could be armed with up to six AIM-9 Sidewinder heat-seeking short-range air-to-air missiles (AAM), including rail launchers on each wingtip. Some F-16s can employ the AIM-7 Sparrow medium-range AAM; more recent versions can equip the AIM-120 AMRAAM. It can also carry other AAM; a wide variety of air-to-ground missiles, rockets or bombs; electronic countermeasures (ECM), navigation, targeting or weapons pods; and fuel tanks on 9 hardpoints -- six under the wings, two on wingtips, and one under the fuselage; two other locations under the fuselage are available for sensor or radar pods.

The F-16 was the first production fighter aircraft intentionally designed to be slightly aerodynamically unstable, also known as "relaxed static stability" (RSS), to improve maneuverability. Most aircraft are designed with positive static stability, which induces aircraft to return to straight and level flight attitude if the pilot releases the controls. This reduces maneuverability as the aircraft must overcome its inherent stability in order to maneuver. Aircraft with negative stability are designed to deviate from controlled flight and thus be more maneuverable. At supersonic speeds the F-16 gains stability (eventually positive) due to changes in aerodynamic forces.

To counter the tendency to depart from controlled flight—and avoid the need for constant trim inputs by the pilot, the F-16 has a quadruplex (four-channel) fly-by-wire (FBW) flight control system (FLCS). The flight control computer (FLCC) accepts pilot input from the stick and rudder controls, and manipulates the control surfaces in such a way as to produce the desired result without inducing control loss. The FLCC conducts thousands of measurements per second on the aircraft's flight attitude to automatically counter deviations from the pilot-set flight path; leading to a common aphorism among pilots: "You don't fly an F-16; it flies you."

The FLCC further incorporates limiters that govern movement in the three main axes based on current attitude, airspeed and angle of attack (AOA), and prevent control surfaces from inducing instability such as slips or skids, or a high AOA inducing a stall. The limiters also prevent maneuvers that would exert more than a 9 g load. Although each axis of movement is limited by the FLCC, flight testing revealed that "assaulting" multiple limiters at high AOA and low speed can result in an AOA far exceeding the 25 degrees limit; colloquially referred to as "departing". This causes a deep stall; a near-freefall at 50 degrees to 60 degrees AOA, either upright or inverted. While at a very high AOA, the aircraft's attitude is stable but control surfaces are ineffective and the aircraft's pitch limiter locks the stabilators at an extreme pitch-up or pitch-down attempting to recover; the pitch-limiting can be overridden so the pilot can "rock" the nose via pitch control to recover.

[IMAGE Unlike the YF-17, which had hydromechanical controls serving as a backup to the FBW, General Dynamics took the innovative step of eliminating mechanical linkages between the control stick and rudder pedals, and the aerodynamic control surfaces. The F-16 is entirely reliant on its electrical systems to relay flight commands, instead of traditional mechanically-linked controls, leading to the early moniker of "the electric jet". The quadruplex design permits "graceful degradation" in flight control response in that the loss of one channel renders the FLCS a "triplex" system. The FLCC began as an analog system on the A/B variants, but has been supplanted by a digital computer system beginning with the F-16C/D Block 40. The F-16's controls suffered from a sensitivity to static electricity or electrostatic discharge (ESD). Up to 70--80% of the C/D models' electronics were vulnerable to ESD.

One feature of the F-16 for air-to-air combat performance is the cockpit's exceptional field of view. The single-piece, bird-proof polycarbonate bubble canopy provides 360 degrees all-round visibility, with a 40 degrees look-down angle over the side of the aircraft, and 15 degrees down over the nose (compared to the more common 12--13 degrees of preceding aircraft); the pilot's seat is elevated for this purpose. Furthermore, the F-16's canopy lacks the forward bow frame found on many fighters, which is an obstruction to a pilot's forward vision.

The F-16's ACES II zero/zero ejection seat is reclined at an unusual tilt-back angle of 30 degrees; most fighters have a tilted seat at 13--15 degrees. The seat was tilted back in order to allow taller pilots to fly the aircraft. It had the added advantage of increased tolerance to G-force. The seat angle has been associated with reports of neck ache, possibly caused by incorrect use of the head-rest. Subsequent U.S. fighters have adopted more modest tilt-back angles of 20 degrees. Due to the seat angle and the canopy's thickness, the F-16's ejection seat lacks steel canopy breakers for emergency egress; instead the entire canopy is jettisoned prior to the seat's rocket firing.

The pilot flies primarily by means of an armrest-mounted side-stick controller (instead of a traditional center-mounted stick) and an engine throttle; conventional rudder pedals are also employed. To enhance the pilot's degree of control of the aircraft during high-g combat maneuvers, various switches and function controls were moved to centralised "hands on throttle-and-stick (HOTAS)" controls upon both the controllers and the throttle. Hand pressure on the side-stick controller is transmitted by electrical signals via the FBW system to adjust various flight control surfaces to maneuver the F-16. Originally the side-stick controller was non-moving, but this proved uncomfortable and difficult for pilots to adjust to, sometimes resulting in a tendency to "over-rotate" during takeoffs, so the control stick was given a small amount of "play". Since introduction on the F-16, HOTAS controls have become a standard feature on modern fighters.

The F-16 has a head-up display (HUD), which projects visual flight and combat information in front of the pilot without obstructing the view; being able to keep his head "out of the cockpit" improves a pilot's situational awareness. Further flight and systems information are displayed on multi-function displays (MFD). The left-hand MFD is the primary flight display (PFD), typically showing radar and moving-maps; the right-hand MFD is the system display (SD), presenting information about the engine, landing gear, slat and flap settings, and fuel and weapons status. Initially, the F-16A/B had monochrome cathode ray tube (CRT) displays; replaced by color liquid crystal displays on the Block 50/52. The MLU introduced compatibility with night-vision goggles (NVG). The Boeing Joint Helmet Mounted Cueing System (JHMCS) is available from Block 40 onwards, for targeting based on where the pilot's head faces, unrestricted by the HUD, using high-off-boresight missiles like the AIM-9X.

The F-16A/B was originally equipped with the Westinghouse AN/APG-66 fire-control radar. Its slotted planar-array antenna was designed to be compact to fit into the F-16's relatively small nose. In uplook mode, the APG-66 uses a low pulse-repetition frequency (PRF) for medium- and high-altitude target detection in a low-clutter environment, and in downlook employs a medium PRF for heavy clutter environments. It has four operating frequencies within the X band, and provides four air-to-air and seven air-to-ground operating modes for combat, even at night or in bad weather. The Block 15's APG-66(V)2 model added a more powerful signal processor, higher output power, improved reliability and increased range in cluttered or jamming environments. The Mid-Life Update (MLU) program introduced a new model, APG-66(V)2A, which features higher speed and more memory.

[IMAGE The AN/APG-68, an evolution of the APG-66, was introduced with the F-16C/D Block 25. The APG-68 has greater range and resolution, as well as 25 operating modes, including ground-mapping, Doppler beam-sharpening, ground moving target, sea target, and track-while-scan (TWS) for up to 10 targets. The Block 40/42's APG-68(V)1 model added full compatibility with Lockheed Martin Low-Altitude Navigation and Targeting Infra-Red for Night (LANTIRN) pods, and a high-PRF pulse-Doppler track mode to provide continuous-wave (CW) target illumination for semi-active radar-homing (SARH) missiles like the AIM-7 Sparrow. Block 50/52 F-16s initially used the more reliable APG-68(V)5 which has a programmable signal processor employing Very-High-Speed Integrated Circuit (VHSIC) technology. The Advanced Block 50/52 (or 50+/52+) are equipped with the APG-68(V)9 radar, with a 30% greater air-to-air detection range and a synthetic aperture radar (SAR) mode for high-resolution mapping and target detection-recognition. In August 2004, Northrop Grumman were contracted to upgrade the APG-68 radars of the Block 40/42/50/52 aircraft to the (V)10 standard, providing the F-16 with all-weather autonomous detection and targeting for Global Positioning System (GPS)-aided precision weapons. It also adds SAR mapping and terrain-following (TF) modes, as well as interleaving of all modes.

The F-16E/F is outfitted with Northrop Grumman's AN/APG-80 Active Electronically Scanned Array (AESA) radar, making it only the third fighter to be so equipped. Northrop Grumman is continuing development upon this latest radar, to form the Scalable Agile Beam Radar (SABR). In July 2007, Raytheon announced that it was developing a Next Generation Radar (RANGR) based on its earlier AN/APG-79 AESA radar as a competitor to Northrop Grumman's AN/APG-68 and AN/APG-80 for the F-16.

The powerplant first selected for the single-engined F-16 was the Pratt & Whitney F100-PW-200 afterburning turbofan, a slightly modified version of the F100-PW-100 used by the F-15. Rated at 23,830 lbf (106.0 kN) thrust, it was the standard F-16 engine through the Block 25, except for new-build Block 15s with the Operational Capability Upgrade (OCU). The OCU introduced the 23,770 lbf (105.7 kN) F100-PW-220, which was also installed on Block 32 and 42 aircraft: the main advance being a Digital Electronic Engine Control (DEEC) unit, which improved engine reliability and reduced stall occurrence. Added to the production line in 1988 the "-220" also supplanted the F-15's "-100", for commonality. Many of the "-220" engines on Block 25 and later aircraft were upgraded from mid-1997 to the "-220E" standard, which enhanced reliability and engine maintainability, unscheduled engine removals were reduced by 35%.

The F100-PW-220/220E was the result of the USAF's Alternate Fighter Engine (AFE) program (colloquially known as "the Great Engine War"), which also saw the entry of General Electric as an F-16 engine provider. Its F110-GE-100 turbofan was limited by the original inlet to thrust of 25,735 lbf (114.5 kN), the Modular Common Inlet Duct allowed the F110 to achieve its maximum thrust of 28,984 lbf (128.9 kN). (To distinguish between aircraft equipped with these two engines and inlets, from the Block 30 series on, blocks ending in "0" (e.g., Block 30) are powered by GE, and blocks ending in "2" (e.g., Block 32) are fitted with Pratt & Whitney engines.)

The Increased Performance Engine (IPE) program led to the 29,588 lbf (131.6 kN) F110-GE-129 on the Block 50 and 29,160 lbf (129.4 kN) F100-PW-229 on the Block 52. F-16s began flying with these IPE engines in the early 1990s. Altogether, of the 1,446 F-16C/Ds ordered by the USAF, 556 were fitted with F100-series engines and 890 with F110s. The United Arab Emirates’ Block 60 is powered by the General Electric F110-GE-132 turbofan, which is rated at a maximum thrust of 32,500 lbf (144.6 kN), the highest developed for the F-16.

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