Pakistan F-16 Discussions 2

[Arsalan]

yes, infact at that time i was very disappointed at cancelation of many planes but now the way things have turned i guess it was all for good,,

regards!

 

[DANGER-ZONE]

so what to do with the PAF money to eartquack?
Havent Pakistan got enough aid from out side for the relife of victums?
why they decrease the number of f16,wat we will do with 18 blk52,just 18?
where did all that money go? even the victums r not in good condition today?

these Qs are bugging me since i heard the news of decreasing f16s number.

 

[Arsalan]

well it was nutually agreed by PAF and GoUS to shift those funds to earthquake regibilitation programes. as per the conditions of people victimized by the destruction are concerned, it is just a propagande. i know the situation for myself being a regular visitor and all these claims that earthquake effecties have not been comforted are baseless. they are living in much better conditions and have much better faciliites then they used to fancy upon before the earthquake!!

regards!

 

[DANGER-ZONE]

well it was nutually agreed by PAF and GoUS to shift those funds to earthquake regibilitation programes. as per the conditions of people victimized by the destruction are concerned, it is just a propagande. i know the situation for myself being a regular visitor and all these claims that earthquake effecties have not been comforted are baseless. they are living in much better conditions and have much better faciliites then they used to fancy upon before the earthquake!!

regards!

okzzzzzz
but is that seems funny to a big country,just 18 birds?
although we r geting MLU too but its somthing old and near to be grounded in USA.am i rite..?
it should be 36,18 is so small quantity for big country like PAK

 

[wild peace]

okzzzzzz
but is that seems funny to a big country,just 18 birds?
although we r geting MLU too but its somthing old and near to be grounded in USA.am i rite..?
it should be 36,18 is so small quantity for big country like PAK

History / The beginning
Reason for the Mid Life Update(MLU)


The first RDAF F-16B MLU, wearing the Check Six markings on its tail, on touchdown. (LMTAS photo)
http://www.f-16.net/modules/Gallery...ownloadItem&g2_itemId=16875&g2_serialNumber=2

When the F-16 entered service in 1979, it was expected that the aircraft would be replaced by a successor in 1999. Due to several reasons, both economical and political, the F-16 will not be replaced by a successor (which is not yet available right now) and will not be phased-out until 2010. In order to maintain the same level of operational capabilities and operational effectiveness of existing aircraft over the next ten to twenty years in this world of ever increasing technology, an extensive modernization program was developed, that later became known as the Mid-Life Update or MLU.

The project started in 1989 with a two year study of the possibilities to upgrade the F-16. In May 1991, the development phase started, which continued until 1997.
Aircraft structural integrity program

The F-16s airframe has been subject to more heavy loads than was predicted in 1979. This resulted in several unpredicted hair cracks in some of the airframe's bulkheads. Before an aircraft can be offered for MLU modification, the current state of the airframe is examined in the extensive Aircraft Structural Integrity Program (PACER SLIP). In this modification program, all bulkheads of the aircraft will be examined and repaired (using the so called Cold Working method) if necessary. After PACER SLIP, the aircraft will be able to last at least another 5,000 flying hours and can complete its life expectancy of 30 years.

Note that hair cracks are not uncommon in aircraft design. To predict the acceptable number and type of cracks, the aircraft manufacturer used information that reflected the exact capabilities of the aircraft. The F-16 was designed as a light and highly maneuverable aircraft that could withstand 9G and last for a minimum of 8,000 flight hours. All data is recorded in a load spectrum that specifies the use of the aircraft (i.e. type of missions), aircraft load and predicted number of landings.
Participating countries

At first five countries participated in the Mid Life Update; the four EPAF (European Participating Forces) countries: Belgium, Denmark, the Netherlands and Norway, as well as the United States. Each of the countries has one Lead The Fleet (LTF) F-16 at the Lockheed-Martin plant in Fort Worth, Texas, as a trial aircraft for the modification. At the start of the program, it was projected that the USAF would also convert about 223 A/B-models under the MLU program. With the ending of the Cold War however, this part of the program was finished and the US backed-out after the development program.

In 2001, Portugal announced that it too was considering upgrading its acquired with MLU. The Portuguese program started at the end of 2002, with the first aircraft (LTF) being delivered in early 2003. First 16 A-models and 4 B-models of the Peace Atlantis II program will be upgraded. Followed later on by the other 20 F-16s.

TVI aircraft for the MLU program
BAF F-16A Block 15R 80-3584 FA-93
RDAF F-16B Block 1 78-0204 ET-204
RNLAF F-16B Block 15B 80-3650 J-650
RNoAF F-16A Block 10B 78-0299 299
USAF F-16A Block 15A 80-0584 80584

LTF aircraft for the MLU program
BAF F-16B Block 15AA 87-0001 FB-21
RDAF F-16A Block 5 78-0177 E-177
RNLAF F-16A Block 10B 78-0251 J-251
RNoAF F-16B Block 10B 78-0306 306
PoAF F-16A Block 15P 82-1017 15133

In total, 344 aircraft will be submitted to MLU (Portugal and possible future customers excluded):

Number of aircraft modified in the MLU program
BAF F-16A Block 10 - RNLAF F-16A Block 10 6
F-16B Block 10 - F-16B Block 10 4
F-16A Block 15 72 F-16A Block 15 107
F-16B Block 15 18 F-16B Block 15 20
RDAF F-16A Block 10 24 RNoAF F-16A Block 10 20
F-16B Block 10 5 F-16B Block 10 4
F-16A Block 15 24 F-16A Block 15 25
F-16B Block 15 8 F-16B Block 15 7

Each of the EPAF countries contribute to the MLU program :

* Belgium: SABCA Gosselies;
* Denmark: Depot at Aalborg;
* The Netherlands: Fokker Aircraft Services and the air force's DMVS depot at Woensdrecht;
* Norway: Depot at Kjeller.

Each aircraft will take up to 2,500 man hours, which is roughly equal to 5 months.
Initial work

All five Test, Verification and Installation (TVI) aircraft are stripped to the airframe and re-assembled in a later stadium in order to perform all kinds of work, including the replacement of hundreds of wiring harnesses (the cockpit alone incorporates one hundred new wiring harnesses).

When the aircraft will be completely re-assembled, they will be transported to Edwards Air Force Base in order to perform flight tests. After these flights, the Dutch and Norwegian aircraft will moved to Leeuwarden Air Base for further flight tests. One of the tests include testing of the new fire control radar system under European weather conditions. In a later stadium, the Belgian TVI aircraft follows. At that time, the software tests will commence.
Is it worth all the effort and the money?

Because of the F-16s unpredicted heavier airframe load in the Royal Netherlands Air Force, the aircraft's airframe needs to be overhauled apart from the Mid Life Update to allow the airframe to complete 3,500 flight hours. Keeping the aircraft operational until its 5,000th flight hour make the costs involved in the airframe repair / overhaul affordable and acceptable, making expensive airframe "re-inspections" unnecessary. The costs of the airframe repair / overhaul only form a quarter of the costs involved in the Mid Life Update.

The costs involved in the ASIP maintenance program result in increased operational capabilities as well as an increased life expectancy for the F-16 aircraft. These costs are lower than the price of a new aircraft. After the F-16s Mid Life Update modernization program, the F-16 can compete again with the most advanced fighters of today's world. An increase of both technical and economical life expectancy justify the cost for the Mid Life Update program.

The air inlet structure of the Block 10 aircraft will be modified, due to the fact that the current inlet of Block 10 aircraft does not allow for the implementation of hard points to carry equipment such as the Forward Looking Infrared (FLIR) pod.
Structure & Avionics / Avionics upgrade

Most of the avionics that will be installed during MLU is existing hardware that is modified for use in the F-16. The Modular Mission Computer however is designed especially for the F-16. This will undoubtedly be one of the most important computers of the F-16 once MLU is completed.
Modular Mission Computer

The most important item of the Mid Life Update package is the Texas Instruments Modular Mission Computer (MMC) which is the key to providing new capabilities such as sensors and weapons, improved pilot-vehicle interface and pilot aiding. Subcontractors are Terma, Nea Lindberg and Signaal. This computer consists of line-replaceable modules (LRMs) based upon several MIPSCO R3000 32-bit RISC microprocessors which will run the ADA high-order language. An object-oriented design will reduce the lead times for new software and will improve the software maintenance. Other features include multiplex bus modules, avionics display processor, display driver and power supplies. The MMC will be the key to driving towards fleetwide commonality of system modes and software.

It will replace three components, namely the computers currently in use for the Expanded Fire Control Computer (XFCC), the Head Up Display Electronics Unit (HUD EU or HUD symbol generator), and the Stores Management System's Expanded Central Interface Unit (XCIU). The MMC will take up 42% less volume in the aircraft, weights 55% less and consumes 37% less electrical power. Of the 24 slots available in the computer, ten will be used for future growth.
Fire Control Radar

The Westinghouse AN/APX-66(V2) Fire Control Radar (FCR) will be equipped with an completely new signal data processor. It allows a track-while-scan mode for up to ten targets as well as a six-on-six AIM-120 AMRAAM capability. Other features include a 25% improvement in detection and tracking range, an enhanced Doppler Beam Sharpening mode (DBS), enhanced air-ground and ground mapping modes, a medium resolutions DNS, an enhanced ECCM, and a color display compatibility. The MLU kit and the receiver will also have an 40% improved reliability over previous versions.

Physical parameters :

* Volume : 3.43 cu. ft.
* Weight : 261.5 lb
* Power : 3285 V/A AC (Max), 155 Watts DC (Nominal)
* Cooling : 11.3 lb/min a 27degr. C

Advanced IFF

The Hazeltine APX-111(V1) Advanced Identification Friend-or-Foe system (AIFF) with increased range performance (100 Nm) will operate via four (rather striking) antennas mounted on the upper forward fuselage in front of the canopy. These "bird slicers", more formally known as Upper Interogator Fuselage Mounted Antenna (FMA) Array, will be the most noticeable exterior change of the Mid Life Update.

The benefits of this AIFF system will be the support for BVR weapons delivery in excess of Radar/Missile limits and the enhanced situational awareness which reduces the chance of a fratricide.
Cockpit displays and indicators
Wide Angle Conventional Head Up display

The new Wide Angle Conventional Head Up Display (WAC HUD) manufactured by GEC Marconi Avionics will increase readability and pilot comfort, offers a wider field of view than the current HUD and adds a raster capability and support for night operations. This HUD is also FLIR and EEGS compatible.
Multi-Function Display

The Multi-Function Display (MFD) set, manufactured by Honeywell, include two 10cm x 10cm (4in x 4in) color active matrix liquid crystal multi-function displays, which will replace the current single monochrome Radar Electro/Optical Indicator Unit (REO-IU) and the Stores Control Panel (SCP) - the Stores Management System display. Both displays will increase the pilot's Situational Awareness drastically and will therefore contribute to increased flight safety.
Enhanced Upgraded Programmable Display Generator

An Enhanced Upgraded Programmable Display Generator (EUPDG), manufactured by Honeywell and Nea Lindberg in Denmark, will support the two color MFD's, allowing the pilot to set up to twelve display programs. One of them includes a color Horizontal Situation Display, which will be, provide the pilot with a God's eye view of the tactical situation. Inside is a 20MHz, 32-bit Intel 80960 Display Processor and a 256K battery-backed RAM system memory. The color graphics controller is based on the T.I. TMS34020 Raster Graphics Chipset.
Audio/Video Recorder

Also new is the Cockpit Television System manufactured by Telemetrics. The current Airborne Video Tape Recorder (AVTR) will be replaced by a TEAC color audio visual tape recorder. Head Up Display images as well as the images of the Multi Function Displays will be selectable for recording which is great for the debriefing of missions.

Helmet Mounted Display

A helmet-mounted display (HMD) is not part of the present configuration, but program director Philip Schwab believes that the European operators may decide to incorporate it if the program continues to progress well. Lockheed Martin and Honeywell have demonstrated the use of the HMD, combined with DTS, to allow the pilot to designate targets of opportunity simply by placing an HMD pipper on the target. EPAF and USAF are to pursue a five-nation HMD program, related to the introduction of the ASRAAM, the Advanced Short Range Air-to-Air Missile, somewhere in the next century. Software and hardware modifications are already being studied by a cockpit review team and both space and wiring is already being accounted for in the current MLU.
http://www.f-16.net/modules/Gallery...ownloadItem&g2_itemId=16878&g2_serialNumber=2

On Eglin AFB, Honeywell and GEC Marconi experiment with a Helmet Mounted Cueing System (HMCS), combined with Raytheon's Box-Office agile missile. Honeywell and GEC-Marconi will start with the development and promotion of a Look-And-Shoot Helmet Mounted Cueing System for the F-16. This year, flight tests will take place in one of Lockheed-Martin's F-16B duals.

Side stick controller and throttle grip

The side stick controller (manufactured by Lear Astronics Corporation) and throttle grip are Block 50 unit models and will replace the current Block-10/15 stick grips. Both throttle and stick will be equipped with various controls, for an increased variety of functions, including VHF and UHF communications, IFF interrogation, Improved Data Modem operation, secondary flight controls (speed brakes), night vision cockpit blackout selection (NVIS Switch) and boresighting as well as slaving of missiles (now only selectable via the cues of the Stores Control Panel, which requires hands-off-throttle, head-down operation).
Modifications & Upgrades / Other features
Improved Data Modem

The Improved Data Modem (IDM), developed by the U.S. Naval Research Laboratory and built by Symetrics Inc., will be used to exchange data of various systems and targets with other aircraft (e.g. F-16, A-10, AH-64 or E-8 JSTARS) or with a ground station. Provisions have been made for the Link 16 Joint Tactical Information Distribution System (JTIDS).
Electronic Warfare Management System

An Electronic Warfare Management System (EWMS) developed by Terma Elektronik AS in Denmark provides centralized EW control for entire EW suite : management of threats (RWR), ANQ pods and advanced chaff/flare systems.
Miniaturized Airborne GPS Receiver

MAGR, Miniaturized Airborne GPS Receiver built by Rockwell-Collins Avionics & Communications Division, operating via an E-Systems antenna. It provides accurate position, velocity and time to support navigation, steering and weapon delivery. This system is smaller and lighter than the Block 40/50 receiver (RCVR 3A), consumes less power but delivers the same performance.
http://www.f-16.net/modules/Gallery...Item&g2_itemId=17821&g2_serialNumber=2Belgian Air Force Block 20 MLU. The block 20 can be distinguished by the birdslicers. These are part of the indiginous IFF system. (Luis Rosa photo)

Digital Terrain System

A Digital Terrain System (DTS), which uses the British Aerospace Systems & Equipments (BASE) Terprom system hosted on a Fairchild Defense memory module (128kb). The DTS provides precise navigation (in conjunction with the Rockwell/E-Systems GPS) and performs a number of safety and situational-awareness functions in low-level flight. This does not imply however, that the F-16 will be capable of automatic terrain following. The (former Block-10/-15) F-16 aircraft does not have a digital flight control system, so the system cannot be linked directly to the aircraft's Flight Control System. The pilot will be following the DTS advice manually by flying on the Flight Path Marker in the HUD. The system is as accurate as the accuracy of the maps being used, so this requires extremely accurate maps of the area.

Cockpit Layout

The cockpit layout will be the one of the F-16C Block-40/50. However, unlike the Block-40/50 aircraft, the MLU F-16s will be equipped with color displays. The cockpit lighing will be compatible with Night Vision Imaging System (NVIS) and all visible surfaces will be painted black. The Night Vision goggles are deactivated in the HUD field-of-view to allow inhibited HUD viewing.
Provisions for recce pods

Up to now, if the F-16 were to carry reconnaissance pods, it had to be specially equipped for that purpose. A number of Dutch F-16s has been equipped to carry the Oudedelft pod. The MLU will see a standard recce interface installed for a number of reconnaissance pods.

Provisions for the Microwave Landing System

This system will be incorporated in the F-16 structure. The system will not be standard equipment on the F-16 and the particular countries have to by it seperately. Although not standard, the system will enhance flight safety by adding an MLS, which can guide the pilot through adverse weather conditions.
Recent developments
First flights of TVI aircraft

The first of five TVI aircraft for the MLU has made its first flight from Fort Worth on April 28, 1995. This USAF F-16C, #80-0584/ED, a Block 15 model, is destined for the 20 Fighter Wing at Shaw AFB. The second TVI aircraft made its first flight on May 11, 1995. This is a two-seat F-16B aircraft (#ET-204) of the Royal Danish Air Force. The first two of five TVI aircraft were transported to Edwards AFB on June 9th, 1995.
Start of initial development test & evaluation

In June 1995, the first flights took place in the MLU's DT&E phase on Edwards Air Force base, under the leadership of main contractor Lockheed-Martin Tactical Aircraft Systems and the United States Air Force. Each of the four EPAF countries supplied its own test pilot.
Following the DT&E phase

Both aircraft will be equipped with special measurement systems and will be used in the Development Test & Evaluation test program at Edwards AFB, which will last until October 1997. The three other TVI aircraft will be used in the DT&E phase until mid-1996.

Further tests will then take place at Leeuwarden Air Base, The Netherlands, which will denote the start of the Operational Test & Evaluation phase of MLU. At Leeuwarden, four more MLU aircraft will join the program, the so called Lead The Fleet (LTF) aircraft, the first F-16s that will be modified for each of the four EPAF countries.
DT&E software tapes 1 thru 4

The DT&E aircraft now use the MLU Tape-1 software. This version will be replaced in June 1996 by the more extensive Tape-2 at the beginning of the OT&E phase. Tape-4 denote the final version which will be used in the Mid Life Update of other aircraft to be modified.

Development of the M1-tape went through four phases of Flight Test Tapes (FTT). In each of these test tapes, other performances where met, including:

FTT-1 tape

* Radar performance evaluation

FTT-2 tape

* Weapon modes Air-Air and Air-Ground testing
* Navigation (INS and GPS)
* Basic MMC core functions integration

FTT-3 tape

* Datalink
* IFF interrogation
* Horizontal Situation Display
* DTS integration
* Cockpit color screen implementation

FTT-4 tape

* "Clean-up" tape (intended as correction to imperfections found in earlier phases)

After the M1 tape, the M2 tape followed in 2000, M3 tape in 2003, M4 tape in 2005 and M5 tape in 2009. All these tapes incorporate other features, including:

M2 tape

* Automatic Target Hand-off System (ATHS)
* Integration of anti radiation missile capability
* Integration of target designator system
* Further implementation of the Digital Terrain System

M3 tape

* Integration of the Link-16 system
* Integration of capability for GPS controlled weapons (GBU30/32)
* Introduction of Helmet Mounted/Cueing Sight
* Introduction of NVG compatible helmets

M4 tape

* Introduction of advanced short-range missile, as a replacement for the current Sidewinder (AIM-9X, IRIS-T)
* Integration of advanced Link-16 functions
* Integration of SNIPER targeting pods

M5 tape

* Integration of capability for stand-off weapons (AGM-154)
* Introduction of more advanced A/G weapons (EGBU-12)
* Introduction of advanced Stores Management System

Specifications

Engine: One Pratt & Whitney F100-PW-220 turbofan, rated at 14,590 lb.s.t. dry and 23,770 lb.s.t. with afterburning.

Maximum speed: Mach 2.05 at 40,000 feet. Service ceiling 55,000 feet. Maximum range 2400 miles. Initial climb rate 62,000 feet per minute.

Dimensions: wingspan 32 feet 9 1/2 inches, length 49 feet 3 1/2 inches, height 16 feet 8 1/2 inches, wing area 300 square feet.

Weights: 16,285 pounds empty, 25,281 pounds combat, 37,500 pounds maximum takeoff.

 

[Arsalan]

okzzzzzz
but is that seems funny to a big country,just 18 birds?
although we r geting MLU too but its somthing old and near to be grounded in USA.am i rite..?
it should be 36,18 is so small quantity for big country like PAK

well if we look at the past Pak-US relation, all i can come up with as a comment is:
the lesser we get, the better it is!!

regards!

 

[Rank]

so what to do with the PAF money to eartquack?
Havent Pakistan got enough aid from out side for the relife of victums?
why they decrease the number of f16,wat we will do with 18 blk52,just 18?
where did all that money go? even the victums r not in good condition today?

these Qs are bugging me since i heard the news of decreasing f16s number.

Well you think US sell us 70z F16s ?? in reality ? my dears 70s F16 for Pakistan just on a paper work. In reality i bet US never selll us. One of biggest reason is Cry baby on our left side!

Regards,

 

[MastanKhan]

Hi,

No F 16 deal deal was pushed through our throat---the first time around the u s never wanted to sell us the plane---we begged---we cajoled---we threatend---.

After the 9/11---when the F 16 became available---we took our sweet time in evaluating evry other plane on the planet---knowing very well upfront as to what should have been bought the day after Collin Powell got agreement to use our bases---the order and delivery should have been fast tracked on priority basis and all deliveries handled within 3 years time frame at the most. The paf had 20 years of free time to analyze what kind of F 16 they needed with what kind of equipment.

If that time was not enoug---then the time after 9/11 and the time the u s seeked pakistan's help----pak millitary analysts should have realized that u s was coming back for another stint----they should have been ready and prepared for it in advance.

The Paf's casual behaviour cost pakistan the edge that it needed in air warfare---it is always the case---everytime you tell paf of their procurement failures---everytime they will try to hide their incompetence by saying ' it is the man behind the machine that matters '---the major reason of our hatred for the u s of a is due to the failures and incompetence of pak air force in making the right decision at the right time.

On one hand----india blames pakistan for all of its miseries----on the same tune---we pakistanis blame u s of a for all the miseries of paf. Look at the anger of pakistanis onthis board regarding the F 16's.

Now it is looking a gift horse in the mouth when we say that we don't need american weaponery---which means that the posters are not well versed in the matters of millitarty hardware and its workings---a weapons system is chosen due to its proven ability and capabilities---durability under stress of war and combat for years.

Most of the posters over here I see are less informed as to what it means---suddenly there is this belief that is pouring out from everywhere about totally new systems---completely un-proven systems that will suddenly change our strategic defencive posture to a more aggressive stance.

F 16 blk 52 is a must for paf---without that plane, paf is in trouble.

 

[PakShaheen79]

Hi,

No F 16 deal deal was pushed through our throat---the first time around the u s never wanted to sell us the plane---we begged---we cajoled---we threatend---.

After the 9/11---when the F 16 became available---we took our sweet time in evaluating evry other plane on the planet---knowing very well upfront as to what should have been bought the day after Collin Powell got agreement to use our bases---the order and delivery should have been fast tracked on priority basis and all deliveries handled within 3 years time frame at the most. The paf had 20 years of free time to analyze what kind of F 16 they needed with what kind of equipment.

If that time was not enoug---then the time after 9/11 and the time the u s seeked pakistan's help----pak millitary analysts should have realized that u s was coming back for another stint----they should have been ready and prepared for it in advance.

The Paf's casual behaviour cost pakistan the edge that it needed in air warfare---it is always the case---everytime you tell paf of their procurement failures---everytime they will try to hide their incompetence by saying ' it is the man behind the machine that matters '---the major reason of our hatred for the u s of a is due to the failures and incompetence of pak air force in making the right decision at the right time.

On one hand----india blames pakistan for all of its miseries----on the same tune---we pakistanis blame u s of a for all the miseries of paf. Look at the anger of pakistanis onthis board regarding the F 16's.

Now it is looking a gift horse in the mouth when we say that we don't need american weaponery---which means that the posters are not well versed in the matters of millitarty hardware and its workings---a weapons system is chosen due to its proven ability and capabilities---durability under stress of war and combat for years.

Most of the posters over here I see are less informed as to what it means---suddenly there is this belief that is pouring out from everywhere about totally new systems---completely un-proven systems that will suddenly change our strategic defencive posture to a more aggressive stance.

F 16 blk 52 is a must for paf---without that plane, paf is in trouble.

Sir mastan

I just want to clear up that F-16 deal was just to safe jobs of US workers back at home and was not in love of PAF. US was never willing to sell as you mentioned in ur own post. I don't think Pakistan ever threaten US for any matter let alone this one and that is precise reason why US never found it difficult to do anything in Pakistan may it against will of Pakistani people. (like drone attacks) F-16 were not available till 2005 let alone after 9/11 and top on that actual problem is not F-16s actual problem is spares which US will never allow Pakistan to procure after getting its job done in Afghanistan. Still I am not sure if F-16Ms will enter PAF and i will only congratulate others once they are handed over to Pakistan and land in Pakistan. Real reason for this worry is rumors about Pakistan illegally modifying Harpoons and to me pretext of another episode of sanctions is in writing.

"The Paf's casual behaviour cost pakistan the edge that it needed in air warfare" ... Now this sentence of your's is a mystery to me hope you will elaborate a little.

As far as failure in making right decision at right time i don't agree with this notion as well. In last two decades PAF never actually failed nation on any account. Kargil was an event where PAF was kept away by choice not by compulsion of PAF's condition. One can't write off the state of economics during 90s when PAF did try to get some new birds from France and every one here know who messed up that deal as well. PAF never worked for F-16 after realizing in late 90s that those are not coming hence opted for JF-17 (Final go ahead for Thunder was given in 1999).

During all those years PAF was actually relying on Mirages and F-7s later on PGs. F-16 has severe shortage of spare and this is the nightmare which PAF don't want to repeat. PAF opted for ROSE upgrades and later on this decision proved good as it brought in valuable know how, ToT for some avionics like Girfo Radars, enhanced the capabilities of Mirages etc.Mirage 2000 were opted for PAF during mid 90s but time has proved that decision in late 90s was better one, in long run.

Infact ' man behind the machine' does matter otherwise there was no way a F-16C was able to beat F-22 at least once in mock fights.

 

[bones20]

Hi,
On one hand----india blames pakistan for all of its miseries

Dont want to derail your thread but let this be clear the one thing which India blames Pakistan is for sponsoring/harboring terrorism. This is now a universal consensus. Pakistan and terrorism have now become synonymous.

The other one being hindering our progress by creating issues in international arena - this is one is understandable though given the history and geo-politics.

 

[PakShaheen79]

Dont want to derail your thread but let this be clear the one thing which India blames Pakistan is for sponsoring/harboring terrorism. This is now a universal consensus. Pakistan and terrorism have now become synonymous.

The other one being hindering our progress by creating issues in international arena - this is one is understandable though given the history and geo-politics.

Hmm.. And what about all the crying over anything Pakistan get. As far as Pakistan and Terrorism being synonymous is concerned thanks god we are not India where things like Gujrat happens, Where minorities face Golden Temple and Babri Masjid and rape of women by Indian army personnel. Best of luck with your non violent India.

 

[Arsalan]

let us get back to the topic, everytime something nice is going on a indina will bounce up and derail the thread,,
we all know the true face of secular india. they have no minority right followed in there own country, let alone there proven interference in balochistan, tamils, NWFP and bangladesh..

regards!

 

[DANGER-ZONE]

Hmm.. And what about all the crying over anything Pakistan get. As far as Pakistan and Terrorism being synonymous is concerned thanks god we are not India where things like Gujrat happens, Where minorities face Golden Temple and Babri Masjid and rape of women by Indian army personnel. Best of luck with your non violent India.

"NA CHEED MALANGA NO" is a good qutation,said by someone els,is well fitted to Indian bros.if u do a little IN PIN SEAFTY PIN to them,they all will jump in and will fire there self destroying BLASTING MISSILES and make this thread smoky.
better stick to f-16s

 

[DANGER-ZONE]

History / The beginning
Reason for the Mid Life Update(MLU)


The first RDAF F-16B MLU, wearing the Check Six markings on its tail, on touchdown. (LMTAS photo)
http://www.f-16.net/modules/Gallery...ownloadItem&g2_itemId=16875&g2_serialNumber=2

When the F-16 entered service in 1979, it was expected that the aircraft would be replaced by a successor in 1999. Due to several reasons, both economical and political, the F-16 will not be replaced by a successor (which is not yet available right now) and will not be phased-out until 2010. In order to maintain the same level of operational capabilities and operational effectiveness of existing aircraft over the next ten to twenty years in this world of ever increasing technology, an extensive modernization program was developed, that later became known as the Mid-Life Update or MLU.

The project started in 1989 with a two year study of the possibilities to upgrade the F-16. In May 1991, the development phase started, which continued until 1997.
Aircraft structural integrity program

The F-16s airframe has been subject to more heavy loads than was predicted in 1979. This resulted in several unpredicted hair cracks in some of the airframe's bulkheads. Before an aircraft can be offered for MLU modification, the current state of the airframe is examined in the extensive Aircraft Structural Integrity Program (PACER SLIP). In this modification program, all bulkheads of the aircraft will be examined and repaired (using the so called Cold Working method) if necessary. After PACER SLIP, the aircraft will be able to last at least another 5,000 flying hours and can complete its life expectancy of 30 years.

Note that hair cracks are not uncommon in aircraft design. To predict the acceptable number and type of cracks, the aircraft manufacturer used information that reflected the exact capabilities of the aircraft. The F-16 was designed as a light and highly maneuverable aircraft that could withstand 9G and last for a minimum of 8,000 flight hours. All data is recorded in a load spectrum that specifies the use of the aircraft (i.e. type of missions), aircraft load and predicted number of landings.
Participating countries

At first five countries participated in the Mid Life Update; the four EPAF (European Participating Forces) countries: Belgium, Denmark, the Netherlands and Norway, as well as the United States. Each of the countries has one Lead The Fleet (LTF) F-16 at the Lockheed-Martin plant in Fort Worth, Texas, as a trial aircraft for the modification. At the start of the program, it was projected that the USAF would also convert about 223 A/B-models under the MLU program. With the ending of the Cold War however, this part of the program was finished and the US backed-out after the development program.

In 2001, Portugal announced that it too was considering upgrading its acquired with MLU. The Portuguese program started at the end of 2002, with the first aircraft (LTF) being delivered in early 2003. First 16 A-models and 4 B-models of the Peace Atlantis II program will be upgraded. Followed later on by the other 20 F-16s.

TVI aircraft for the MLU program
BAF F-16A Block 15R 80-3584 FA-93
RDAF F-16B Block 1 78-0204 ET-204
RNLAF F-16B Block 15B 80-3650 J-650
RNoAF F-16A Block 10B 78-0299 299
USAF F-16A Block 15A 80-0584 80584

LTF aircraft for the MLU program
BAF F-16B Block 15AA 87-0001 FB-21
RDAF F-16A Block 5 78-0177 E-177
RNLAF F-16A Block 10B 78-0251 J-251
RNoAF F-16B Block 10B 78-0306 306
PoAF F-16A Block 15P 82-1017 15133

In total, 344 aircraft will be submitted to MLU (Portugal and possible future customers excluded):

Number of aircraft modified in the MLU program
BAF F-16A Block 10 - RNLAF F-16A Block 10 6
F-16B Block 10 - F-16B Block 10 4
F-16A Block 15 72 F-16A Block 15 107
F-16B Block 15 18 F-16B Block 15 20
RDAF F-16A Block 10 24 RNoAF F-16A Block 10 20
F-16B Block 10 5 F-16B Block 10 4
F-16A Block 15 24 F-16A Block 15 25
F-16B Block 15 8 F-16B Block 15 7

Each of the EPAF countries contribute to the MLU program :

* Belgium: SABCA Gosselies;
* Denmark: Depot at Aalborg;
* The Netherlands: Fokker Aircraft Services and the air force's DMVS depot at Woensdrecht;
* Norway: Depot at Kjeller.

Each aircraft will take up to 2,500 man hours, which is roughly equal to 5 months.
Initial work

All five Test, Verification and Installation (TVI) aircraft are stripped to the airframe and re-assembled in a later stadium in order to perform all kinds of work, including the replacement of hundreds of wiring harnesses (the cockpit alone incorporates one hundred new wiring harnesses).

When the aircraft will be completely re-assembled, they will be transported to Edwards Air Force Base in order to perform flight tests. After these flights, the Dutch and Norwegian aircraft will moved to Leeuwarden Air Base for further flight tests. One of the tests include testing of the new fire control radar system under European weather conditions. In a later stadium, the Belgian TVI aircraft follows. At that time, the software tests will commence.
Is it worth all the effort and the money?

Because of the F-16s unpredicted heavier airframe load in the Royal Netherlands Air Force, the aircraft's airframe needs to be overhauled apart from the Mid Life Update to allow the airframe to complete 3,500 flight hours. Keeping the aircraft operational until its 5,000th flight hour make the costs involved in the airframe repair / overhaul affordable and acceptable, making expensive airframe "re-inspections" unnecessary. The costs of the airframe repair / overhaul only form a quarter of the costs involved in the Mid Life Update.

The costs involved in the ASIP maintenance program result in increased operational capabilities as well as an increased life expectancy for the F-16 aircraft. These costs are lower than the price of a new aircraft. After the F-16s Mid Life Update modernization program, the F-16 can compete again with the most advanced fighters of today's world. An increase of both technical and economical life expectancy justify the cost for the Mid Life Update program.

The air inlet structure of the Block 10 aircraft will be modified, due to the fact that the current inlet of Block 10 aircraft does not allow for the implementation of hard points to carry equipment such as the Forward Looking Infrared (FLIR) pod.
Structure & Avionics / Avionics upgrade

Most of the avionics that will be installed during MLU is existing hardware that is modified for use in the F-16. The Modular Mission Computer however is designed especially for the F-16. This will undoubtedly be one of the most important computers of the F-16 once MLU is completed.
Modular Mission Computer

The most important item of the Mid Life Update package is the Texas Instruments Modular Mission Computer (MMC) which is the key to providing new capabilities such as sensors and weapons, improved pilot-vehicle interface and pilot aiding. Subcontractors are Terma, Nea Lindberg and Signaal. This computer consists of line-replaceable modules (LRMs) based upon several MIPSCO R3000 32-bit RISC microprocessors which will run the ADA high-order language. An object-oriented design will reduce the lead times for new software and will improve the software maintenance. Other features include multiplex bus modules, avionics display processor, display driver and power supplies. The MMC will be the key to driving towards fleetwide commonality of system modes and software.

It will replace three components, namely the computers currently in use for the Expanded Fire Control Computer (XFCC), the Head Up Display Electronics Unit (HUD EU or HUD symbol generator), and the Stores Management System's Expanded Central Interface Unit (XCIU). The MMC will take up 42% less volume in the aircraft, weights 55% less and consumes 37% less electrical power. Of the 24 slots available in the computer, ten will be used for future growth.
Fire Control Radar

The Westinghouse AN/APX-66(V2) Fire Control Radar (FCR) will be equipped with an completely new signal data processor. It allows a track-while-scan mode for up to ten targets as well as a six-on-six AIM-120 AMRAAM capability. Other features include a 25% improvement in detection and tracking range, an enhanced Doppler Beam Sharpening mode (DBS), enhanced air-ground and ground mapping modes, a medium resolutions DNS, an enhanced ECCM, and a color display compatibility. The MLU kit and the receiver will also have an 40% improved reliability over previous versions.

Physical parameters :

* Volume : 3.43 cu. ft.
* Weight : 261.5 lb
* Power : 3285 V/A AC (Max), 155 Watts DC (Nominal)
* Cooling : 11.3 lb/min a 27degr. C

Advanced IFF

The Hazeltine APX-111(V1) Advanced Identification Friend-or-Foe system (AIFF) with increased range performance (100 Nm) will operate via four (rather striking) antennas mounted on the upper forward fuselage in front of the canopy. These "bird slicers", more formally known as Upper Interogator Fuselage Mounted Antenna (FMA) Array, will be the most noticeable exterior change of the Mid Life Update.

The benefits of this AIFF system will be the support for BVR weapons delivery in excess of Radar/Missile limits and the enhanced situational awareness which reduces the chance of a fratricide.
Cockpit displays and indicators
Wide Angle Conventional Head Up display

The new Wide Angle Conventional Head Up Display (WAC HUD) manufactured by GEC Marconi Avionics will increase readability and pilot comfort, offers a wider field of view than the current HUD and adds a raster capability and support for night operations. This HUD is also FLIR and EEGS compatible.
Multi-Function Display

The Multi-Function Display (MFD) set, manufactured by Honeywell, include two 10cm x 10cm (4in x 4in) color active matrix liquid crystal multi-function displays, which will replace the current single monochrome Radar Electro/Optical Indicator Unit (REO-IU) and the Stores Control Panel (SCP) - the Stores Management System display. Both displays will increase the pilot's Situational Awareness drastically and will therefore contribute to increased flight safety.
Enhanced Upgraded Programmable Display Generator

An Enhanced Upgraded Programmable Display Generator (EUPDG), manufactured by Honeywell and Nea Lindberg in Denmark, will support the two color MFD's, allowing the pilot to set up to twelve display programs. One of them includes a color Horizontal Situation Display, which will be, provide the pilot with a God's eye view of the tactical situation. Inside is a 20MHz, 32-bit Intel 80960 Display Processor and a 256K battery-backed RAM system memory. The color graphics controller is based on the T.I. TMS34020 Raster Graphics Chipset.
Audio/Video Recorder

Also new is the Cockpit Television System manufactured by Telemetrics. The current Airborne Video Tape Recorder (AVTR) will be replaced by a TEAC color audio visual tape recorder. Head Up Display images as well as the images of the Multi Function Displays will be selectable for recording which is great for the debriefing of missions.

Helmet Mounted Display

A helmet-mounted display (HMD) is not part of the present configuration, but program director Philip Schwab believes that the European operators may decide to incorporate it if the program continues to progress well. Lockheed Martin and Honeywell have demonstrated the use of the HMD, combined with DTS, to allow the pilot to designate targets of opportunity simply by placing an HMD pipper on the target. EPAF and USAF are to pursue a five-nation HMD program, related to the introduction of the ASRAAM, the Advanced Short Range Air-to-Air Missile, somewhere in the next century. Software and hardware modifications are already being studied by a cockpit review team and both space and wiring is already being accounted for in the current MLU.
http://www.f-16.net/modules/Gallery...ownloadItem&g2_itemId=16878&g2_serialNumber=2

On Eglin AFB, Honeywell and GEC Marconi experiment with a Helmet Mounted Cueing System (HMCS), combined with Raytheon's Box-Office agile missile. Honeywell and GEC-Marconi will start with the development and promotion of a Look-And-Shoot Helmet Mounted Cueing System for the F-16. This year, flight tests will take place in one of Lockheed-Martin's F-16B duals.

Side stick controller and throttle grip

The side stick controller (manufactured by Lear Astronics Corporation) and throttle grip are Block 50 unit models and will replace the current Block-10/15 stick grips. Both throttle and stick will be equipped with various controls, for an increased variety of functions, including VHF and UHF communications, IFF interrogation, Improved Data Modem operation, secondary flight controls (speed brakes), night vision cockpit blackout selection (NVIS Switch) and boresighting as well as slaving of missiles (now only selectable via the cues of the Stores Control Panel, which requires hands-off-throttle, head-down operation).
Modifications & Upgrades / Other features
Improved Data Modem

The Improved Data Modem (IDM), developed by the U.S. Naval Research Laboratory and built by Symetrics Inc., will be used to exchange data of various systems and targets with other aircraft (e.g. F-16, A-10, AH-64 or E-8 JSTARS) or with a ground station. Provisions have been made for the Link 16 Joint Tactical Information Distribution System (JTIDS).
Electronic Warfare Management System

An Electronic Warfare Management System (EWMS) developed by Terma Elektronik AS in Denmark provides centralized EW control for entire EW suite : management of threats (RWR), ANQ pods and advanced chaff/flare systems.
Miniaturized Airborne GPS Receiver

MAGR, Miniaturized Airborne GPS Receiver built by Rockwell-Collins Avionics & Communications Division, operating via an E-Systems antenna. It provides accurate position, velocity and time to support navigation, steering and weapon delivery. This system is smaller and lighter than the Block 40/50 receiver (RCVR 3A), consumes less power but delivers the same performance.
http://www.f-16.net/modules/Gallery...Item&g2_itemId=17821&g2_serialNumber=2Belgian Air Force Block 20 MLU. The block 20 can be distinguished by the birdslicers. These are part of the indiginous IFF system. (Luis Rosa photo)

Digital Terrain System

A Digital Terrain System (DTS), which uses the British Aerospace Systems & Equipments (BASE) Terprom system hosted on a Fairchild Defense memory module (128kb). The DTS provides precise navigation (in conjunction with the Rockwell/E-Systems GPS) and performs a number of safety and situational-awareness functions in low-level flight. This does not imply however, that the F-16 will be capable of automatic terrain following. The (former Block-10/-15) F-16 aircraft does not have a digital flight control system, so the system cannot be linked directly to the aircraft's Flight Control System. The pilot will be following the DTS advice manually by flying on the Flight Path Marker in the HUD. The system is as accurate as the accuracy of the maps being used, so this requires extremely accurate maps of the area.

Cockpit Layout

The cockpit layout will be the one of the F-16C Block-40/50. However, unlike the Block-40/50 aircraft, the MLU F-16s will be equipped with color displays. The cockpit lighing will be compatible with Night Vision Imaging System (NVIS) and all visible surfaces will be painted black. The Night Vision goggles are deactivated in the HUD field-of-view to allow inhibited HUD viewing.
Provisions for recce pods

Up to now, if the F-16 were to carry reconnaissance pods, it had to be specially equipped for that purpose. A number of Dutch F-16s has been equipped to carry the Oudedelft pod. The MLU will see a standard recce interface installed for a number of reconnaissance pods.

Provisions for the Microwave Landing System

This system will be incorporated in the F-16 structure. The system will not be standard equipment on the F-16 and the particular countries have to by it seperately. Although not standard, the system will enhance flight safety by adding an MLS, which can guide the pilot through adverse weather conditions.
Recent developments
First flights of TVI aircraft

The first of five TVI aircraft for the MLU has made its first flight from Fort Worth on April 28, 1995. This USAF F-16C, #80-0584/ED, a Block 15 model, is destined for the 20 Fighter Wing at Shaw AFB. The second TVI aircraft made its first flight on May 11, 1995. This is a two-seat F-16B aircraft (#ET-204) of the Royal Danish Air Force. The first two of five TVI aircraft were transported to Edwards AFB on June 9th, 1995.
Start of initial development test & evaluation

In June 1995, the first flights took place in the MLU's DT&E phase on Edwards Air Force base, under the leadership of main contractor Lockheed-Martin Tactical Aircraft Systems and the United States Air Force. Each of the four EPAF countries supplied its own test pilot.
Following the DT&E phase

Both aircraft will be equipped with special measurement systems and will be used in the Development Test & Evaluation test program at Edwards AFB, which will last until October 1997. The three other TVI aircraft will be used in the DT&E phase until mid-1996.

Further tests will then take place at Leeuwarden Air Base, The Netherlands, which will denote the start of the Operational Test & Evaluation phase of MLU. At Leeuwarden, four more MLU aircraft will join the program, the so called Lead The Fleet (LTF) aircraft, the first F-16s that will be modified for each of the four EPAF countries.
DT&E software tapes 1 thru 4

The DT&E aircraft now use the MLU Tape-1 software. This version will be replaced in June 1996 by the more extensive Tape-2 at the beginning of the OT&E phase. Tape-4 denote the final version which will be used in the Mid Life Update of other aircraft to be modified.

Development of the M1-tape went through four phases of Flight Test Tapes (FTT). In each of these test tapes, other performances where met, including:

FTT-1 tape

* Radar performance evaluation

FTT-2 tape

* Weapon modes Air-Air and Air-Ground testing
* Navigation (INS and GPS)
* Basic MMC core functions integration

FTT-3 tape

* Datalink
* IFF interrogation
* Horizontal Situation Display
* DTS integration
* Cockpit color screen implementation

FTT-4 tape

* "Clean-up" tape (intended as correction to imperfections found in earlier phases)

After the M1 tape, the M2 tape followed in 2000, M3 tape in 2003, M4 tape in 2005 and M5 tape in 2009. All these tapes incorporate other features, including:

M2 tape

* Automatic Target Hand-off System (ATHS)
* Integration of anti radiation missile capability
* Integration of target designator system
* Further implementation of the Digital Terrain System

M3 tape

* Integration of the Link-16 system
* Integration of capability for GPS controlled weapons (GBU30/32)
* Introduction of Helmet Mounted/Cueing Sight
* Introduction of NVG compatible helmets

M4 tape

* Introduction of advanced short-range missile, as a replacement for the current Sidewinder (AIM-9X, IRIS-T)
* Integration of advanced Link-16 functions
* Integration of SNIPER targeting pods

M5 tape

* Integration of capability for stand-off weapons (AGM-154)
* Introduction of more advanced A/G weapons (EGBU-12)
* Introduction of advanced Stores Management System

Specifications

Engine: One Pratt & Whitney F100-PW-220 turbofan, rated at 14,590 lb.s.t. dry and 23,770 lb.s.t. with afterburning.

Maximum speed: Mach 2.05 at 40,000 feet. Service ceiling 55,000 feet. Maximum range 2400 miles. Initial climb rate 62,000 feet per minute.

Dimensions: wingspan 32 feet 9 1/2 inches, length 49 feet 3 1/2 inches, height 16 feet 8 1/2 inches, wing area 300 square feet.

Weights: 16,285 pounds empty, 25,281 pounds combat, 37,500 pounds maximum takeoff.

well besides this,dont u think that we are too late in getting MLU.
or it would be the same story like mirage3/5,that we will use it to edge of its death,whereas at that time stealth tecs and advance 4+ fighters would be used world wide.

 

[MastanKhan]

Infact ' man behind the machine' does matter otherwise there was no way a F-16C was able to beat F-22 at least once in mock fights.[/QUOTE]


Hi,

I believe after 20 or 30 F 16's were shot down when one of them sneaked throughto takle out the F 22.

So let us see---SU 30---not as potent as F 22----current F 16's in Paf----same difference in proportion of capability---let me give paf the benefit of the doubt----let us reduce the numbers to half----let us say 10:1 in favour of SU 30's----10 pak F 16's lost to everyone of the SU 30's.

Sir----just to shoot down 10 su 30's----current paf would loose a 100 planes----if not a hunderd---then let us say 80 planes---which is about 30 % of paf inventory---all high end.

Sir----with 30 % total losses---of its aircraft---any air force gets to its death throes----they are finished----caput----gone. But then we only have 48 of the F 16's---now please remember I am not talking about the blk 52's or the MLU's. Even 5:1 in favour of SU 30's is a killer deal---man machine or anything else.