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Northrop fighter programs and luck are not things you will often hear in the same sentence. Here we look at the short lived Tigershark and some of its contenders for the lucrative 1980s export market. In the 1960s and through the 1970s Northrop produced and sold the superb F-5AB Freedom Fighter and F-5EF Tiger II to the export Foreign Military Sales (FMS) market. In fact over 30 countries had procured 2600 F-5s in 28 different configurations by the mid-1980s. In the late 1970s Taiwan had a requirement for a fighter that could fire BVR missiles like the AIM-7 – unfortunately the US government had to appease mainland China so the F-4/F-16/F-18 were out……… and so the US Department of Defense (DOD) asked Northrop to adapt the F-5E. F-5E Aggressor (Airliners.net) Sadly, with AIM-7s and a bigger radar, performance of the new F-5E was lackluster and Taiwan was not interested. So, the DoD asked Northrop to look into a more suitable configuration, which ended up with a new F404 engine and the designation of F-5G. The Carter administration at the time decided to put a cap on exports to certain developing countries and stipulated the US would only export fighters that were modifications of existing aircraft and thus "inferior" to US front line fighters. Also, any company submitting proposals had to fund it themselves! The ruling favoured the less advanced F-5G and not the F-16A, so with Northrop already having the F-5 market to themselves it sounded like a risk worth taking. The FX proposal (F-5G Vs the F-16-79) The requirement for the FX was for a fighter with performance somewhere between the F-5E and the F-16A, and so Northrop and General Dynamics submitted their proposals. Northrop F-5G The proposed F-5G turned out to be far superior to the F-5E, the choice of GE 404 turbofan engine in 1978 gave the F-5 around 60% more thrust (16,000 lbs max) and really was the jewel in the crown here. This engine was also being used for the FA-18 and despite not being mature it had potential to be simpler, lighter, more reliable with less IR signature than the old turbojets (like the J79) with far less fuel consumption. With Digital Engine Controls the pilot didn’t have to worry about compressor stalling the thing. This certainly looked to have superior performance to the F-16-79 on paper. Northrop would have to develop avionics inferior to those in the F-16A for export purposes and looked at bids from Westinghouse, Emerson, Hughes, Norden and General Electric (GE) however none were chosen before the F-5G configuration had to be upgraded. General Dynamics F-16-79 RAND called the F-16-79 half hearted, however General Dynamics had to find ways to cripple the F-16 in certain areas and one way to do this was to use the J79-GE-17X engine. The idea was that there were a lot of used J79s available in the world………so in theory this would be cheaper and easier to maintain and upgrade for these export customers. · The J79 engine was a slightly enhanced version of that in the F-104 & F-4 (was originally for the F-4). It had around 18,000 lbs max thrust and a bit more with a feature called “Combat Edge” that could be used for very short periods. · The F-16-79 had over 2000 lbs extra weight due to the heat shielding for the J79 and different Air intake and changes to the rear of the fuselage. · Range was significantly reduced. · Despite inferior performance to the F100 in the F-16A, the F-16-79 was actually faster top end due to the J79 and the different air intake. It is the only F-16 to fly over M2.1 in level flight as known. Plenty flew the converted F-16B Block 0 (75-0752) and no one was impressed. It lacked performance where it mattered and more importantly the USAF were not flying it. For some reason Foreign Military Sales (FMS) customers decided to get delusions of grandeur at that period in time and expected to fly what the top air forces flew. F-16-79: note the very different engine! (Lockheed Martin) Disaster strikes As is life with any risks a government can come in change things for everybody (not just large corporations). In 1981 Jimmy Carter was out and Ronald Reagan (The actor!*) was in the White House and things quickly went south. Carters export policy was backed at first but it would seem export customers were not happy unless they were flying the same toys as the USAF. Export restrictions were lifted in 1983 and the F-5G was now competing against the real F-16A. (bollox) Let’s look at what Northrop was now faced with: · The F-16 was an established Air Force program with a Multi Staged Improvement Program and established logistics chain. · The USAF flew the F-16……………. again FMS customers were now picky and wanted to fly a jet the USAF flew and supported. · The F-16A was superior in turn performance, range, payload, comparable in climb and had better growth potential. · Buying more F-16s would favour the US by keeping the cost of them lower and the cost was now getting lower due to more buys from the Reagan Administration. Ronald Reagan in Spitting Image form (ITV) Changing a Tigers stripes Not giving up Northrop decided to roll up their sleeves and get busy……or throw lots of money at the problem. All they had to do was make the F-5G beyond exceptional and also somehow pander to the US Government and the USAF to get them to buy it…. simple. Northrop now had to market the F-5G as a 4th Generation jet somehow, so the F-5G first became the Tigershark, which later became the F-20A Tigershark. Northrop had decided to concentrate all their funds on the one area they could compete………. that being avionics. The F-20A takes off The First Pre-Production Tigershark (82-0062 / GG1001) first flew in April of 1982 with a 16,000 lb thrust YF404 engine and revised rear fuselage with larger tail. It also had an hydromechanical flight control system with a computer-controlled Augmentation system (CAS) F-20 #1 (Northrop Grumman) Avionics extraordinaire In June 1981 Northrop had taken the step of telling General Electric (GE) to build a radar above and beyond the export spec and ideally superior in every way to the AN/APG-66 in the F-16A except range………. this was given the designation AN/APG-67. Ex USAF fighter pilot Pat “Gums” McAdoo was hired by Northrop as a consultant and used / saw some of the avionic developments, and confirmed they were far better than what was in the F-16A and in some ways better than what was being done for the F-16C Block 25 at the time. · Pilot interface was very easy to use for non-geeks and had been developed partly by an ex F-100 pilot. Some of these concepts were similar to the FA-18 and some found their way into later versions of the F-16C · The APG-67 radar was way Beyond the basic APG-66 radar and had more modes such as Track While Scan, Velocity search and a great Ground Map · Ring-laser Inertial Navigation System (INS) made start up very quick. · Had visual and radar bomb modes (CCIP / CCRP). · Flight control system in development was similar to the FA-18 a Fly By Wire augmentation system with hydromechanical backup. The F-20 was the ideal foreign military sales jet. It had short legs, but very quick response times from a cold start. The RLG inertial was awesome. The radar was way beyond what the Viper had at the time - track-while-scan, velocity search, really nice ground map, etc. The data entry design was awesome. Using the entry panel below the HUD was really easy, The most surprising thing was the MacIntosh-style stuff on the MFD's. I had not even seen a MAC when I showed up. But one great example was the radar display on one of the MFD'S. If you moved the cursor over to a radar mode or a range indication, then you got a pop-up menu and could cursor to desired mode and hit the "designate" button. Pats involvement also gives us some insight into what the USAF considered important in a combat jet at that time. The avionics were vastly improved thanks to digital computers but they were still just a step up from the 3rd Gen paradigm with many flaws. The F-20 was a very capable interceptor with a great radar and great performance. RLG inertial that took less than a minute to align, TWS radar, extremely easy to use all the avionics. In short, I liked it. But I liked the Viper more, despite its crappy hands-on controls compared to the F-20. It had better turn performance and much better legs and could carry more pig iron. AN/APG-67 in TWS mode (Northrop Grumman) Head Up Display (HUD) in CCIP mode (Northrop Grumman) Let’s sell this thing anyway Another consultant and ex USAF legend working with Pat at Northrop was Charles “Chuck” Yeager who also flew the pre-production birds. Chuck was used on the promotional videos and you can hear the sales pitch here: How to rub salt into wounds In 1982 (Just as the F-20 marketing began to get into swing) under pressure from China, Reagan had vetoed the export of the F-5G and F-16 to Taiwan and thus the launch customer and the whole reason for the F-5G existing went down the pan. Luckily for Taiwan (and less luckily for Northrop) a program to develop another fighter was started in its place with rival General Dynamics (probably to the slight annoyance of Northrop). This fighter developed by AIDC and General Dynamics was to become the F-CK-1 Ching-Kuo and to rub in more salt they even incorporated the APG-67 radar developed for the F-20! AIDC F-CK-1 Ching-Kuo (Airliners.net) Let’s now take the urine In 1983 Reagan allowed funding for Israel to start development of their own fighter in this class that turned into the IAI Lavi. Clearly from Northrop’s point of view the logic that US tax payers should pay for the Lavi while Northrop funded the F-20 by itself seemed a tad off. Eventually this logic may have caught up with the US government when Israel cancelled the program in 1987 influenced by a clear change of attitude from the US. IAI Lavi (Military-Today.com) In part 2 Northrop hire Pierre Sprey..................... * Yes that is a reference to Back to the Future........I thank you.
The F-16XL was a design named after………..a golf ball………..that being the Top Flite XL for any who ever played Golf. Harry Hillaker was also a golfer….one with a problem in that the USAF wanted to use his A-A fighter (F-16A) in an A-G role hanging lots of pods and bombs off it which was just not on! So, what did he do and why? He and his design team at General Dynamics redesigned the F-16 to be more suitable to an A-G role using such concepts as high internal fuel loads and conformal carriage of weapons to get that nasty drag and radar cross section right down. In fact when he first started going to the Air Force with plans for the XL they were so enthusiastic about it they apparently accused him of holding the design back so that they (General Dynamics) could sell the F-16 twice. Goals to improve operational effectiveness included: • Improve the A-G role without degrading A-A capability. • Increased survivability, though increased speed, manoeuvrability and low radar cross section. The idea was to replace the F-16 and remain a lower cost fighter to the high cost F-15. So, some concept demonstrators were knocked together for testing? Yes, two of the Full Scale Development (Block Zero) F-16s were converted by doing such things as stretching their fuselages, removing the ventral strakes and gluing on some new cranked delta wings or double deltas. F-16XL-1 was 75-749 and had the F100-PW-200 engine, and F-16XL-2 was 75-747 which started life as single seater but was converted to the XL as a duel seater with the higher thrust F110-GE-100 engine. Were the goals met? Most of them, the low drag weapons carriage and lots of internal fuel meant vastly improved range over the F-16A (that already had comparative long legs), carried more A-G weapons, with ability to lug along 6 x A-A missiles on top. High AoA handling and instantaneous turn was improved. Cruise speed was also improved. This is a part of a 1989 write up by General Dynamics test pilot Joe Bill Dryden: Pitch rate in all configurations was as good as to slightly better than a Block 10 A model (No slouch in itself) and the roll response was better. On several occasions, during demonstrations with VIPs, I had to remind them that we had 12 MK82s on the airplane! They would frequently forget because of the ease with which the airplane would attain high airspeed…….How high an airspeed? Mull this over for a while, you put 6 MK82s on your little airplane, plus tanks and try to get close to my radius. ill put 12 x MK82s on board with no tanks, still go further than you can and for the same fuel flow by going 60 to 80 knots faster than you. I risk going in to the classified arena, but with the right fuses on the bombs you could get well on the plus side of the Mach, all the while enjoying a much better ride. Is there a but here? Yes using the F100-PW-200 engine from the F-16A, it was a tad underpowered, more F-14A than F-16A………..so take off requirements were nowhere near and some of it’s A-A capability was a bit degraded you could say. Perhaps an example from one of the Red Eagles pilots who flew some BFM against it in a MiG-21F-13: [Red Eagle Matheny flying the MiG] “We briefed each other about our airplanes and they [Edwards F-16XL pilots] turned to me and said they would be all over me – they had a roll rate of 800 degrees per second, which was the fastest in the inventory. – I got to thinking about that and it turned out the roll rate meant nothing. The problem with that airplane[F-16XL] was that it was a big bleeder: it just bled speed like nothing else when forced to turn hard – I ate them alive in the MiG-21. The F-15E on the other hand was a pretty good performer – they resisted the urge to get slow and jump in a phone booth with a MiG. They flew around the ranges at low level trying to burn off all this gas and he still needed to burn off more when we joined up on each other”. Could they not have improved that somewhere? Potentially, the second F-16XL had higher thrust F110-GE-100 engine but unfortunately the majority of the evaluation data and the Dual Role Fighter evaluation was done with the lesser thrusted F-100-PW-200. In fact Harry Hillaker stated they were not allowed to use the GE engine in the evaluation (see below) for whatever reason. NASA later got it supercruising with a F-100-GE-129 (29,500 lbs class), and by the late 1990s both General Electric and Pratt & Whitney offered suitable engines with a potential max thrust class to 36,000lbs and 37,000 lbs respectively. Was there some competition against the F-15 at some point? There was a USAF competitive evaluation originally called the Enhanced Tactical Fighter (ETF) competition, which in 1981 was renamed to became the Dual Role Fighter (DRF) competition. Technically not really a competition because both were evaluated and flight tested to totally different sets of conditions and to different flight test plans it seems. Why did the USAF run this evaluation? It was felt by some in the USAF the F-111F was becoming a bit outdated and instead of just an upgrade they wanted something that had A-A capability and a good precision night strike role against the Soviet masses. So, they chose two short assed fighters to replace the F-111? Pretty much – they would both get LANTIRN eventually and have a good A-A capability but still lacking in range. Surely the F-16 was cheaper was it not? On unit cost and cost per flight hour yes – but the USAF considered the F-16XL a radical new airframe compared to the F-15E, which was considered just a modification, so the USAF estimated research and development cost would be higher for the F-16XL. Okay but in the end the F-15 was chosen as the winner and that was that. No – following the DRF decision that the F-15E was going into production in February 1984, the USAF announced its intention to put the Single seat F-16XL into production anyway with the designation F-16F. So, work began on the F-16F design concept and Full Scale development into 1985. So where is it then? The program was terminated in late 1985 by the USAF it later appears there was no budget for every program out there such as the ATF (F-22) and black projects such as F-117 that were unknowns to most who ran the DRF so sadly the F-16F had to take the chop - basically lack of funding finally killed it off. End of the F-16XL – not quite The two F-16XLs were given to NASA in the late 1980s for various types of flight testing and we can thank them for taking some time to research into the history of the F-16XL and providing useful information on it. But there’s more An interesting rebuttal, ten years after the DRF, written by Harry Hillaker in response to an article in Aerotech News and Review which perhaps gives a passionate and better insight into how farcical some of these things can be: As the recognized “Father of the F-16,” and Chief Project Engineer during the concept formulation and preliminary design phases of the F-16XL and Vice President and Deputy Program Director during the prototype phase, the article was of considerable interest to me. The disappointment was that only one side of the issue was presented, a highly biased, self-interest input that does not adequately, nor accurately, present the real story of the selection of the F-15E. First, it should be understood that we (General Dynamics) did not initiate the F-16XL as a competitor to the F-15E, then identified as the F-15 Strike Eagle. We stated as unequivocally as possible to the Air Force, that the Dual-Role mission should be given to the F-15: that the F-15 should complement the F-16 in ground strike missions in the same manner that the F-16 complements the F-15 in air-air missions. A fundamental tenet of the F-16, from its inception, has been as an air-air complement to the F-15—no radar missile capability, no M=2.0+ capability, no standoff capability: a multi-mission fighter whose primary mission was air-surface with backup air-air capability. We proposed the F-16XL as a logical enhancement of its air-to-surface capabilities. The F-16C represented a progressive systems enhancement and the XL would be an airframe enhancement optimized more to its air-surface mission—lower weapons carriage drag and minimum dependence on external fuel tanks. The statement that “a prototype version of the F-15E decisively beat an F-16 variant called the F-16XL,” is misinformation. I don’t know what was meant by “beat,” it is patently true that McDonnell-Douglas clearly won what was called a “competition.” However, by the Air Force’s own definition, it was, in reality, an evaluation to determine which airplane would be better suited to the dual-role mission. In a formal competition, each party is evaluated against a common set of requirements and conditions. Such was not the case for the dual-role fighter. The F-15 Strike Eagle and the F-16XL were evaluated and flight tested to different sets of conditions and to different test plans—no common basis for evaluation existed. The F-15 had only one clear advantage in the evaluation—a “paper” advantage. The weapon loading for one of the missions used in the evaluation precluded the use of external fuel tanks on the F-16XL; the F-15 could carry that particular weapon loading and still carry external fuel tanks, the F-16XL could not. That one mission was the only place the F-15 had a clear advantage. (It should be noted that a fundamental design feature of the XL was the elimination of external fuel tanks with their attendant restrictions on flight limits and their weight and drag penalty.) Further, the Air Force would not allow us to use the GE F110 engine in our proposal even though the No. 2 XL, the 2-place version, was powered by a F110 engine and provided better performance than the P&W F100 engine. And although you would expect the F-16’s clear advantage to be cost, the Air Force treated the F-15E as a simple modification to a planned production buy and the F-16XL as a totally new buy. Neither airplane used in the flight test evaluation was a “prototype” of a dual-role fighter. The F-15 was closer systems and cockpit-wise than the F-16XL and the F-16XL was closer, much closer, airframe-wise. The F-16XLs were designed to, and flew, at their maximum design gross weight of 48,000 pounds, whereas the F-15, more than once, blew its tires while taxiing at 73,000 pounds, well below its maximum design gross weight [which was 81,000 pounds], a condition not demonstrated in the flight test program. In a meeting that I attended with General Creech, then TAC CINC [Commander-in-Chief], the general stated that either air¬plane was fully satisfactory. When asked why he and his staff only mentioned the F-15 (never the F-16XL) in any dual-role fighter statement or discussion, he gave a reply that was impossible to refute, “We have to do that because the F-16 has a heart and soul of its own and we have to sell the F-15.” I’ll have to admit that I sat mute upon hearing that statement because there was no possible retort. We had no allusions as to what the outcome of the Dual-role fighter “competition” would be and debated whether to even respond to the request for information. We did submit, knowing full well that it was a lost cause and that to not submit would be an affront to the Air Force who badly needed the appearance of a competition to justify continued procurement of the F-15—they had patently been unable to sell the F-15 Strike Eagle for five years. As is the case with too much in our culture today, the Air Force was more interested in style, in appearances, than in substance. Even today, I feel that giving the F-15 a precision air-surface capability was proper and badly needed. What continues to disturb me is that the F-16XL had to be a pawn in that decision and had to be so badly denigrated to justify the decision—a selection that could have been made on its own merits. And finally The concept of retaining performance with a usable Air to Ground loadout lives on today in the form of the F-35 Lightning II.......which comes with a 43,000 lbs thrust class engine to start with. General Dynamics F-16XL (F2275) ------------------------------------------------------------------------------------------------ Sources Page 267 Red Eagles (Davies.S), Osprey publishing 2008 - Matheny flew the MiG-21F-13 against the F-16XL and F-15E concept demonstrators. Elegance in Flight (Piccirillo.AC), 2014 National Aeronautics and Space Administration (NASA) – Chapter 7: The Dual Role Fighter competition. Code One Magazine, July 1989 (General Dynamics) Vol 4 No 2 -The F-16XL flies again Code One Magazine, July 1991 (General Dynamics) Vol 6 No 2 – Interview with Harry Hillaker 1999 Aviationweek online: http://aviationweek.com/awin/pws-229a-edging-close-500-hours Pratt&Whitney's self-funded F100-PW-229A - a re-fanned F100 fighter engine that can produce as much as 37,150 lbst. - is edging close to 500 total hours of run time 1998 General Electric online: http://www.geaviation.com/press/military/military_19980907.html Designated the F110-GE-129 EFE (Enhanced Fighter Engine), the engine will be qualified at 34,000 pounds of thrust and offered initially at a thrust rating of 32,000 pounds, with demonstrated growth capability to 36,000 pounds.
F-16: The Shattered Dream The F-16 was designed from the outset as a pure Air to Air fighter, but what eventually went into production wasn’t quite the envisioned dream. The dream was partly from renowned aircraft designer Harry Hillaker at General Dynamics,who in the mid 1960s spent many of his spare hours designing the aircraft of his dreams – “a lightweight, high-performance jet that could fly circles around all other fighters”. He got to work with a group of people that got dubbed the Fighter Mafia on what was eventually to be to be a “best effort” technology demonstrator for the USAF. The Fighter Mafia? Hillaker stated there were three core members of the Fighter Mafia, namely John Boyd, Pierre Sprey and himself. They had ideas that went against the grain of the USAF upper echelons at the time and they wanted a lower cost, lightweight Air to Air fighter.  There were other protagonists but regardless of who they were the Light Weight Fighter (LWF) would not have happened without their influence in the Pentagon. John Boyd Ex fighter pilot John Boyd who also now worked at the Pentagon had recently been applying his work on E-M theory to the design of the F-15. However he had in his mind a concept for a Light Weight Fighter (LWF) and he sat down with Hillaker and they started to put ideas together. Much has been written about Boyd but what we can say is that he was very well respected by most for his achievements, however he upset a lot of the establishment at the time which may have ultimately gone against him. In 1975 the Air Force awarded Boyd the Dr Harold Brown award (the highest scientific achievement granted by the Air Force), with a citation stating how E-M was used in designing the F-15 and F-16. Pierre Sprey On the opposite end of the achievement spectrum was this guy, yes the same one that you may have seen recently on RT (Russia Today) going under the title of “F-16 designer” or even “creator of the F-16” (taking credit for dead peoples work……classy Pierre).  Pierre Sprey was at the time a civilian Defence Analyst (with no military background) at the Pentagon and his involvement in the F-16 seems to have been minimal. It consisted of collecting data on aircraft reliability, effectiveness and cost and analysing the data with Hillaker and Boyd.  Corams Book, “Boyd” makes out the inlet in the F-16 was positioned where it was due to a suggestion by Sprey . Unsurprisingly this appears to be patently false. Described by others who worked at the Pentagon at the time as a Luddite and a gadfly his name is regretfully part of this history. Was the LWF to be a day time only Visual / WVR fighter? yes and no! The Fighter Mafia didn’t want radars in the LWF did they? Corams Boyd  makes out the addition of a large ground mapping radar was a change not wanted, whereas Michel III  makes out the USAF added a Pulse Doppler radar that the Fighter Mafia completely opposed. Other available information suggests that Boyd did not want a Radar in the F-16 due to his experience of small radars in single man jets in the 1960s. A valid point at the time because they were very limited without a dedicated RIO/WSO as found in the F-4. He likely was surprised at how good the APG-66 was due to rapid advances in computing technology.  So the LWF was never going to get a radar or AIM-7 right? Err false……at the point the LWF prototypes were being built (now designated YF-16), they had provisions for AIM-7 and a bigger avionics package than was specified for the LWF requirements , and this was long before the USAF got their paws on it. If the LWF concept went into production it almost certainly (politics permitting) would have had AIM-7 and an APG-66 type FCR regardless, even if the radar had only A-A modes. So why all the fuss and misunderstanding over the radar? It seems more likely that General Dynamics knew in the early 70s there was no way on this planet or the next that they could sell a front line A-A fighter without a radar and the AIM-7 despite its Vietnam combat performance. But the YF-16 had a tiny nose and no radar? It is important to ignore what the YF-16 looked like because it was a quick build technology demonstrator. It must be clarified that one of the YF-16s actually did have a radar required for testing the Vulcan cannon. Some may be aware that the F-4A (F4H-1F) also received a complete nose job from block 3 to accommodate a larger radar. Okay so why then did the production F-16A not carry the AIM-7 from the off? This one is less of a mystery but has been intertwined and confused with Fighter Mafia ideas and the LWF concept. Officially the USAF simply had no requirement for AIM-7s on the F-16A so they were never put on. General Dynamics did conduct proof of concept AIM-7 firing tests in November 1977, including conformal fuselage carriage, but no effort was made to develop this because it wasn’t required.  Unofficially and sadly it was 100% politics. There were zero technical reasons why the production F-16A didn’t carry AIM-7 from IOC in 1980, however there was a big political reason likely involving the F-15 and sources outside of Coram do verify this: Air Force four-star generals had ordered him not to put a Sparrow missile on the F-16 because they didn’t want it competing directly with the F-15.. This consensus also being backed up by one of the initial Viper cadre in the late 1970s: “The lack of a radar missile capability for the Viper was pure politics. The radar was modified quite cheaply in late 70's to use the thing. Small CW antenna in the radome and a tuning doofer in the RIU, and presto!”  Myth of the simple Fighter Compared to the F-15 the F-16 was actually a far more technologically advanced design with far higher risk. This was down to several factors: · The F-15 was the first fighter to be procured in years by the USAF and was very costly, so McDonnell Douglas favoured a lower risk approach.  · To get the range and performance required for the size, the F-16 had to use a full on cutting edge Fly By Wire computer system and be longitudinally unstable. Such was the risk the design team had provisions for mounting the wing further back if the FBW system didn’t work with a penalty in range and performance degradation.  YF-16 wins the fly off but then what? After the fly off in 1974, the YF-16 was considered overall the better aircraft in A-A performance and range over the YF-17. Lower cost and the decision to use the F100-PW engine (also used in the F-15) no doubt also went in its favour. Once accepted the F-16 design was then handed to the US Air Force Configuration Control Committee (CCC) led by ex fighter pilot Alton Slay. Here the LWF concept was killed and a slight redesign turned the F-16 into the “multirole” fighter the USAF wanted with an emphasis on the A-G role.  What is clear is that they enlarged the fuselage to add more fuel (to retain the range) and increased the wing area from 280sqft to 300sqft (to retain some manoeuvrability), the horizontal tail and ventral stabilisers were also enlarged . What is less clear is the various amounts of weight that was added.  Boyd did not agree that 300sqft was a big enough increase to retain the original manoeuvrability and spent considerable effort to get it increased to 320sqft but alas failed to get this changed – he blamed the F-15 and politics as part of the USAF decision.  A multirole F-16? When the F-16A first rolled off the production line, despite being bigger it was actually lighter than the Prototype YF-16 used in the flyoff (which was just a quicky build tech demonstrator).  It was however not the LWF the mafia had hoped for and was never designed for carrying loads of bombs and external ECM pods. Hillaker stated that if he had designed the F-16 as a multirole jet as the USAF wanted to use it he would have designed it differently. The Harry Hillaker F-16 design with emphasis on A-G was the excellent if underpowered F-16XL.  F-16XL - Fly super jet fly! (f-16.net) Okay so was having no AIM-7 capability a problem? Production F-16s would not see AIM-7 capability till the mid 1980s (Block 32s for Egypt)  and 1989 for the USAF with the F-16A ADF . This sounds like criminal negligence on behalf of the USAF because with no AIM-7 but still a major A-A role for USAF flyers in the Cold War it didn’t sound like a great deal for the flyers. There was some saving grace however, being the 1980s there were a lot of ways around the relatively primitive radar and missile technology of the era  and the F-16 despite the enforced lower performance was still in some respects superior to the F-15 close in.  So what would a LWF F-16A look like if the USAF had accepted it in an alternate reality? · Smaller with 280sqft wing area and less fuel (but similar range). · Around 13000 lb empty weight.  · Engine: Same F100-PW-200. · Avionics: APG-66 with nose enlargement, RWR. · AIM-9, AIM-7 and Cannon armament. · Drop tanks. Hillaker stated he thought if the F-16 had gone to production as intended then only about 300 would have been procured by the USAF………..just like the F-104. Were the USAF right to do a half arsed redesign on it? History would say they were. It was more useful because A-G is where most of the action has been and despite the lower A-A performance it turned out to be more than good enough in the A-A role. New F-16s still roll off the production line in 2016 (nearly 40 years of continuous production) and the F-16 is still seen as a benchmark design to compare others to, so can’t be too bad. It wasn’t all roses though - with the “Multirole” F-16 the USAF had plans to add everything but the kitchen sink to it over time, to the inevitable point where they had structural failure at Block 30 when trying to wedge such things as LANTIRN onto it . That meant the structure had to be totally redesigned at Block 40/42 and accounts for much of the weight increase at those and later blocks due to the effort to turn it into a bomber (Switching to the F-16XL might have been less hassle after all!). Later projects to improve performance on the production F-16 were also cancelled, notably Agile Falcon  in the late 1980s (to make the wing bigger - kinda similar to what Boyd suggested originally) and Multi Axis Thrust Vectoring (MATV)  in the early 1990s. Getting old and fat The production F-16 got fatter and fatter so here is a very simple chart that shows Wing loading increase over time. And the F-16 today The F-16E may have the highest Wing Loading on the chart but it is no doubt the best production F-16 for real combat today (before the F-16V upgrades take place). AESA radar, sensor fusion, internal ECM suite, towed decoys, FLIR, and CFTs for extra range……..all the important parameters of a fighter today require space in the airframe……..so not completely suited to a LWF concept……….. But it was a nice dream while it lasted…………… References:  Interview: Harry Hillaker - Father Of The F-16 http://www.codeonemagazine.com/article.html?item_id=135 (Accessed 2016)  (Michel III, M.L, 2006) THE REVOLT OF THE MAJORS: HOW THE AIR FORCE CHANGED AFTER VIETNAM  Retired General Mike Loh who worked on Alton Slays USAF CCC team: In June 1972, the Air Force had sent Loh to the Massachusetts Institute of Technology for a master’s degree in aeronautical engineering and assigned him to the prototype office at Wright-Patterson Air Force Base in Ohio to manage the budget, contracts, and overall engineering for the Lightweight Fighter. When the F-16 was selected, the Air Force formed a system program office at Wright-Patterson, where Loh signed on as director of projects, with the responsibility to integrate the avionics and weapons systems on the airplane. But he was in a quandary. Air Force four-star generals had ordered him not to put a Sparrow missile on the F-16 because they didn’t want it competing directly with the F-15. But they didn’t say anything about inventing a new missile. “I pursued a lightweight radar missile very quietly, as an advanced development project, with no strings to the F-16 or any other fighter,” Loh says. “I worked quietly with missile contractors and the Air Force Development Test Center at Eglin to put together radar missile designs that could fit on Sidewinder stations. This initiative later turned into AMRAAM, the Advanced Medium-Range Air-to-Air Missile.” (Bjorkman. E, 2014 ) The Outrageous adolescence of the F-16, Air and Space Magazine http://www.airspacemag.com/military-aviation/The-Outrageous-Adolescence-of-the-F-16-241533731.html (Accessed 2015)  “The lack of a radar missile capability for the Viper was pure politics. The radar was modified quite cheaply in late 70's to use the thing. Small CW antenna in the radome and a tuning doofer in the RIU, and presto!” http://www.f-16.net/forum/viewtopic.php?f=37&t=8478&hilit=Boyd+love&start=15 Pat “Gums” McAdoo http://www.f-16.net/interviews_article28.html  Information provided by GD engineer **John G Williams  “ I will add that JB was totally against putting a radar in the Viper, as the radars he was familiar with (and that would have fit in the nose) were pretty useless and for the most part was weight he felt the F-16 could do without. I suspect he was surprised with how good the radar turned out to be (although still very weak compared to the Eagle)”. [Roscoe retired USAF Fighter Pilot] http://www.f-16.net/forum/viewtopic.php?f=37&t=8478&hilit=Boyd+love&start=15  Although the LWF requirement specified only minimal electronics , the design team recognized that an operational aircraft would probably require a heavier and more bulky avionics package. The decision was made to size the aircraft to carry heat-seeking Sidewinder missiles plus an M61 cannon, but to make provisions to allow Sparrow radar-homing missiles to be carried at a later date should this be required. F-16 Design Origins, Code One Magazine http://www.codeonemagazine.com/article.html?item_id=131 (Accessed 2015)  “ I was a structural engineer on the YF-16 and F-16 flight test teams, so was familiar with weights at the time. Forty years is too long to remember all the numbers, but when the F-16 was in early flight test, I did a weight comparison between the two and was very surprised to find the F-16 empty weight was less than the YF-16. So, the YF-16, designed for 6.5g at 14900 lb was heavier than the F-16, designed for 9g at 22,500 lb. Don't confuse the design weight as the actual weight, two totally different things. Here's why the YF-16 was heavier. First, it had a much larger structural margin. meaning it was designed for 25% overload capability, because no 150% static test was performed. Second, it was not a refined structural design, either design loads or stress analysis. If there was any doubt about load or stress, it was made a little heavier. Third, manufacturing processes were not refined. It was built as cheaply as possible. Remarkable, when you consider the added g and design weight, larger wing, horizontal tail, and ventral fins, and longer fuselage of the F-16, in addition to an 8,000 hour service life.” [John G Williams**] http://www.f-16.net/forum/viewtopic.php?f=58&t=25121&p=266379#p266379  (Coram. R, 2004 ) Boyd: the Fighter Pilot that changed the art of war  Some of these gems are captured around 36:03 on this video. https://www.youtube.com/watch?v=-HVY6Fdc2CM  (Coram. R, 2004 ) Boyd: the Fighter Pilot that changed the art of war p246.  Source  (Michel III) claims 2 tons (4000 lbs) and source  (Coram) claims 3000 lbs. Simply using the same wingloading value as Boyd wanted at 320sqft but for a 280sqft design gives around 13000 lbs so may as well go with that.  F-16A ADF http://www.f-16.net/f-16_versions_article14.html  Agile Falcon http://www.f-16.net/f-16_versions_article21.html (Camm F) The F-16 Multinational Staged Improvement, RAND N3619.  F-16 MATV http://www.f-16.net/f-16_versions_article19.html (Accessed 2016) Thrust Vectoring in the real world, Code 1 Magazine http://www.codeonemagazine.com/article.html?item_id=163 (Accessed 2016)  Egyptian Block 32 with AIM-7 http://www.f-16.net/f-16_users_article4.html (Accessed 2016)  “ I am not sure where the false story of no radar on the YF-16 started, but I guarantee you it was there. It was not a radar like you might expect, with a scanning antenna inside the radome and a glowing, flickering screen in the cockpit, but it was a radar nonetheless. The function of the radar was to provide range-only information for the gun sight. Although I'm not certain, I seem to recall only one of the airplanes had a gun, as a cost saving measure. If so, only one airplane would have had the radar system.” [John G Williams**] “Confirming that only the second prototype had a ranging radar installed, the Solid State Range-Only Radar (SSR-1) developed at General Electric, AESD, Utica, New York. “ [http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA041197 ] http://www.f-16.net/forum/viewtopic.php?f=23&t=28763&p=312806#p312806 (Accessed 2016)  The General Dynamics team also studied several different air intake configurations before settling on the final air intake located underneath the nose. The ventral location for the intake was chosen to minimize the sensitivity of airflow into the engine to high angles of attack. At a 20-degree AoA, the local flow direction to a ventral intake was only ten degrees below datum, as compared to 35 degrees in the case of side-mounted inlets. The design team had actually started with a chin-mounted Crusader-type intake, but it was gradually pushed further and further back to save weight until the process finally had to be halted to keep the intake ahead of the nosewheel. There are some disadvantages to such an air intake location --- the mounting of the inlet underneath the fuselage is potentially dangerous to ground personnel and appears at first sight to invite foreign object damage (FOD) to the engine by the ingestion of stones and other runway debris into the intake. However, it avoids the gun gas ingestion problem, and since the nosewheel is further back, it avoids nosewheel-induced FOD. In order to save weight and complexity, the geometry of the intake was fixed. F-16 LWF http://www.f-16.net/f-16_versions_article4.html (Accessed 2016)  (Anderegg C.R, ) SIERRA HOTEL FLYING AIR FORCE FIGHTERS IN THE DECADE AFTER VIETNAM, Chapter 17  “Throughout the book I have attributed credit where it is due. However, many statements in the book are my own. For example, in the last chapter I write that the F–16 is a better day, visual dogfighter than the F–15. F–15 pilots who read that statement will howl with anger. Sorry, Eagle pilots, but I flew the F–15 for over ten years, and that’s the way I see it.” (Anderegg C.R, ) SIERRA HOTEL FLYING AIR FORCE FIGHTERS IN THE DECADE AFTER VIETNAM “If my memory serves me right, our pair won the 2v2 training session, but in a 1 v1 scenario, the Baz was no match for the Netz. The latter jet has to be the worlds best WVR fighter platform.“ [baz [F-15] pilot Yorem Peled ] (Aloni, S, 2006) IDF/AF Israeli F-15 Eagle units in Combat, Osprey  “There was a total re-engineering of block 40 structure following a static test failure of a block 30 airframe. Test failure was at 137% of limit load, well short of the 150% requirement. Patches applied to block 30 airplanes allowed those airplanes to continue flying. Airplane weight had increased with each block from block 1 on and it finally caught up with the true capability. So Block 40 was essentially a new structure, much stronger than previous blocks. The block 40 LANTIRN installation was also a big driver in redesign because it drove the CG forward. That shift required more down tail trim load, increasing fuselage, tail, and wing loads. So block 25 structure is not close to the block 40 or 50 structure in static or durability capability.” [John G Williams**] http://www.f-16.net/forum/viewtopic.php?f=2&t=27459&p=299748#p299748 (Accessed 2016)  F-4A http://www.joebaugher.com/usaf_fighters/f4_2.html (Accessed 2016)  the Configuration Control Committee ordered it equipped with a small but highly capable pulse Doppler radar, something the Critics had adamantly opposed. (Michel III, M.L, 2006) THE REVOLT OF THE MAJORS: HOW THE AIR FORCE CHANGED AFTER VIETNAM  Retired General Mike Loh: Loh says that each Fighter Mafia member had a different agenda. “Boyd was unquestionably the leader and dominated the crusade. His motivation was to vindicate his EM theory, and he wasn’t concerned about any mission beyond close-in air-to-air combat. He spent hours debating anyone who challenged his views.” On the other hand, General Dynamics [Author: Pentagon not GD! ] system analyst Pierre Sprey “was a true Luddite, opposed to any advanced technology,” says Loh. “His agenda was to produce the cheapest fighter for daytime air combat in Europe against Warsaw Pact forces.” (Bjorkman. E, 2014 ) The Outrageous adolescence of the F-16, Air and Space Magazine http://www.airspacemag.com/military-aviation/The-Outrageous-Adolescence-of-the-F-16-241533731.html (Accessed 2015) **John G Williams was a structural flight test engineer at General Dynamics, and worked on programs including the YF-16, F-16, F-16XL and F-2A.