Ai Chi is a total body relaxation and strengthening progression used for aquatic therapy.This aquatic technique is characterized by slow movement coordinated...

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17 likes, 1 comments - uae_forsan on July 6, 2020‎: "Environment Agency - Abu Dhabi (EAD) identifies a single example of a species of tree, known locally as Al-Sarh, which is not previously recorded in the Emirate and believed by local inhabitants to be over 100 years old #أنت_مسؤول #YouAreResponsible @EADTweets". ‎

Photography - Ashley Rae @ashley_rae_studio El Chorro Weddings - Sarh + Ethan 3.11.23 @elchorro

Hasad Se Bachne Ka Amal ۔ Peer O Murshid Hazrat Hakeem Mohammad Tariq Mahmood Ubqari HajveriWatch Complete Dars:Sarh Satti Ka ilaj by Sheikh ul Wazaif | Sarh...

Hello friends, watch my reaction to the not so good "Black Heart" song of Sara Khan also watch Sara Khan On MUSLIM BURKHA At The Launch Of Song and Sarh kha...

We are huge Adele fans in my house writes SARH VINE. So it was with some trepidation that I tuned into last night's ITV special, An Audience With Adele at the Palladium

July 1985 Thurlby County Primary School, Class 4. Mistress, Mrs Eva Sharman. Tina Ashton, Andrea Lyon, Steven Wade, Simon Pearson, Dareen Coley, Kenny Davidson, Steven Doughty, Glen Cockrill, Daniella Glen, Gail Neville, Amanda Freeman, Paula Beadle, Johanna Hollins, Matthew Pottle, John Burgin, Helen Sevenson, Rosemary Lambert, Mark Harris. Erica Spence, Ann Sykes, Sarah Kemp, Simone Cooke, Jody Lyon, Katherine Hall, Kerry Rome, Triston Crass, Drew Mason, Sarh Harris, Ben Courton, Helen Wright.

Indexes > Ayahs > Say: "O ‘Ibâdî (My slaves) who have transgressed against themselves (by committing evil deeds and sins)! Despair not of the Mercy of Allâh: verily, Allâh forgives all sins. Truly He... >  Degree of authenticity of Hadith: Insulting my Companions is an unforgivable sin 107- Degree of authenticity of: Insulting my Sahabah is an unforgivable sin 20- The Hadith: Insulting my Sahabah (Companions of the Prophet) is an unforgivable sin cannot be attributed to the Prophet (peace be upon him).(Part No. 26; Page No. 233) Shayk-ul-Islam Ibn Taymiyyah (may Allah be merciful to him) in his book entitled Al-Fatawa, vol.3, p.290, said the following after making some statements: Likewise, another group claimed that the person who insults the Sahabah will not be forgiven by Allah even if they performed Tawbah (repentance to Allah). They reported that the Prophet (peace be upon him) said: Insulting my Sahabah is an unforgivable sin. This Hadith is fabricated by them as none of the people of knowledge related such a report. Additionally, it opposes the trustworthy books and the Qur'an. Concerning the sinners who did not perform Tawbah, Allah (Glorified and Exalted be He) says: Verily, Allâh forgives not that partners should be set up with Him (in worship), but He forgives except that (anything else) to whom He wills [1] and regarding those who did,He says: Say: "O ‘Ibâdî (My slaves) who have transgressed against themselves (by committing evil deeds and sins)! Despair not of the Mercy of Allâh: verily, Allâh forgives all sins. Truly He is Oft-Forgiving, Most Merciful. [2] Texts from the Qur'an and Sunnah (whatever is reported from the Prophet) affirm that whoever performs Tawbah, Allah (Exalted be He) will accept their Tawbah.It is well-known that when the disbelieving enemies who insulted and labeled the Prophet (peace be upon him) as(Part No. 26; Page No. 234) a sorcerer, a poet, a mad person and a liar performed Tawbah, Allah (Exalted be He) accepted it. Also, there was a group of disbelievers who insulted and waged war against the Prophet (peace be upon him). When they wanted to embrace Islam, he (peace be upon him) accepted them and they showed great sincerity.Among them were Abu Sufyan ibn Al-Harith ibn `Abdul-Muttalib, the cousin of the Prophet (peace be upon him), and `Abdullah ibn Sa`d ibn Abu Sarh. End of quoteWhat Shaykh-ul-Islam stated can be supported by the fact that whoever performs Tawbah from Shirk (associating others with Allah in His Divinity or worship) - which is the greatest sin - Allah (Exalted be He) will accept it according to the texts from Qur'an, authentic Hadith and Ijma` (consensus of scholars).Since insulting the Sahabah is not as critical as Shirk, Tawbah from this act is more likely to be accepted. May Allah grant us success.            [1] Surah Al-Nisa', 4: 48 [2] Surah Al-Zumar, 39: 53 https://www.alifta.gov.sa/En/IftaContents/IbnBaz/Pages/FatawaDetails.aspx?cultStr=en&IndexItemID=89&SecItemHitID=89&ind=3&Type=Index&View=Page&PageID=5132&PageNo=1&BookID=14&Title=DisplayIndexAlpha.aspx

Description The Mikoyan MiG-31 (Russian: МиГ-31) (NATO reporting name "Foxhound") is a supersonic interceptor aircraft developed to replace the MiG-25 'Foxbat'. The MiG-31 was designed by the Mikoyan design bureau based on the MiG-25.[2] The MiG-31 was the most recent interceptor fielded by the Soviet Union before its dissolution. Development The MiG-25 'Foxbat', despite Western panic about its tremendous performance, made substantial design sacrifices in capability for the sake of achieving high speed, altitude, and rate of climb. It lacked manoeuverability at interception speeds, was difficult to fly at low altitudes, and its inefficient turbojet engines resulted in a very short combat range at supersonic speeds. The MiG-25's speed gauge was redlined at Mach 2.8, and pilots were instructed not to top Mach 2.5 in order to preserve the engines. Achieving the MiG-25's maximum potential speed of Mach 3.2 would result in the destruction of the engines. Development of the MiG-25's replacement began with the Ye-155MP (Russian: Е-155МП) prototype which first flew on 16 September 1975. Although it bore a superficial resemblance to a stretched MiG-25 (with a longer fuselage for the radar operator cockpit), it was in many respects a totally new design. Soviet manufacturing limitations forced the MiG-25 to use nickel steel for 80% of its structure. The Ye-155MP doubled the use of titanium to 16% and tripled the aluminum content to 33% to reduce structural mass. More importantly, supersonic speed was now possible at low-level altitudes. Fuel capacity was also increased, and new, more efficient low-bypass-ratio turbofan engines were fitted. The most important development was the introduction of an advanced radar capable of both look-up and look-down engagement (locating targets above and below the aircraft), as well as multiple target tracking. This finally gave the Soviets an interceptor capable of engaging the most likely Western intruders at long range. It also reflected a policy shift from reliance on ground-controlled interception (GCI) to greater autonomy for flight crews. Like its MiG-25 predecessor, the MiG-31 was surrounded by early speculation and misinformation concerning its design and capabilities. The West learned of the new interceptor from Lieutenant Viktor Belenko, a pilot who defected to Japan in 1976 with his MiG-25P. Belenko described an upcoming "Super Foxbat" with two seats and a capability to intercept cruise missiles. According to his testimony, the new interceptor was to have air intakes similar to the MiG-23 'Flogger', which the MiG-31 in reality does not have, at least not in production variants. While undergoing testing, a MiG-31 was spotted by a reconnaissance satellite at the Zhukovsky flight test center near the town of Ramenskoye. The images were interpreted as a fixed-wing interceptor version of a swing-wing fighter codenamed the "Ram-K". The latter was eventually revealed to be the Sukhoi Su-27 'Flanker', a wholly unrelated design. Series production of the MiG-31 began in 1979, with operational models entering Soviet Anti-Air Defense (PVO) service in 1982. It was first photographed by a Norwegian pilot over the Barents Sea in 1985. The MiG-31 was sought after for a variety of long-range missions. Following the collapse of the USSR, however, the budget for spares (MIG31 AOG desk was created to solve this problem) and maintenance collapsed, leaving many squadrons unable to maintain their complex aircraft. By 1996, only 20% of remaining aircraft were reportedly serviceable at any time; however, by early 2006, a stronger Russian economy permitted the return to service of around 75% of the Russian Air Force's (VVS') MiG-31s. About 500 MiG-31s were produced, approximately 370[3] of which remain in Russian service, with another 30 or so in Kazakhstan. Some upgrade programs have found their way in the MiG-31 fleet, like the MiG-31BM multirole version with upgraded avionics, new multimode radar, hands-on-throttle-and-stick (HOTAS) controls, liquid-crystal (LCD) color multi-function displays (MFDs), ability to carry the AA-12 'Adder' missile and various Russian air-to-ground missiles (AGMs) such as the AS-17 'Krypton' anti-radiation missile (ARM), a new and more powerful computer, and digital datalinks. However, only very small number of Russian aircraft have been upgraded to the MiG-31BM standard, although others have been equipped with the new computer and the ability to carry the R-77 long-range missile as well. The MiG-31 is likely that it will continue serving for years to come, depending on its upgrades and the growth of the Russian economy which has upgraded the plane recently. [edit] Design Like the MiG-25, the Foxhound is a large twin-engine aircraft with side-mounted air intakes, a shoulder-mounted wing with an aspect ratio of 2.94, and twin vertical tailfins. Unlike the Foxbat, it has two seats, with the rear occupied by a dedicated weapon systems officer. [edit] Airframe and engines MiG-31 'Foxhound' in flight The wings and airframe of the MiG-31 are stronger than those of the MiG-25, permitting supersonic flight at low altitudes. Its Aviadvigatel D30-F6 turbofans, rated at 34,000 lbf thrust, (also described as "bypass turbojets" due to the low bypass ratio) allow a maximum speed of Mach 1.23 at low altitude. High-altitude speed is temperature-redlined to Mach 2.83 — the thrust-to-drag ratio is sufficient for speeds in excess of Mach 3, but such speeds pose unacceptable hazards to engine and airframe life in routine use. Given the MiG-31's role as Mach 2.8+ interceptor and the sustained afterburning this requires, its fuel consumption is higher when compared to other aircraft serving in different roles, such as the Su-27. As a result, the aircraft's fuel fraction has been increased to more than 0.40 — 16,350 kg (36,050 lb) of high-density T-6 jet fuel. The outer wing pylons are also plumbed for drop tanks, allowing an extra 5,000 l (1,320 US gal) of external fuel. Late-production aircraft have aerial refueling probes. Despite the stronger airframe, the Foxhound is limited to a maximum of 5 g at supersonic speeds. At combat weight, its wing loading is marginal and its thrust to weight ratio is favorable. However, it is not designed for close combat or rapid turning. [edit] Electronics suite MiG-31 'Foxhound' showing its Zaslon phased-array radar The MiG-31 was the world's first operational fighter with a passive electronically scanned array radar, the Zaslon S-800. Its maximum range against fighter-sized targets is approximately 200 km (125 mi), and it can track up to 10 targets and simultaneously attack four of them with its AA-9 'Amos' missiles. It is claimed to have limited astern coverage (perhaps the reason for the radome-like protuberance above and between the engines). The radar is matched with an infrared search and tracking (IRST) system in a retractable undernose fairing. Up to four MiG-31s, spaced up to 200 km (125 mi) apart to cover a wide swath of territory, can coordinate via datalink. The MiG-31M-, MiG-31D-, and MiG-31BS-standard aircraft have an upgraded Zaslon-M passive electronically scanned phased array radar (PESA) with larger antenna and greater detection range (said to be 400 km (250 mi) against AWACS-size targets) and the ability to attack multiple targets -air and ground- simultaneously. The back-seater's controls are replaced with modern MFDs. Its electronic countermeasures capabilities have also been upgraded, with new ECM pods on the wingtips. [edit] Cockpit The aircraft is a two-seater with the rear seat occupant controlling the radar. Although cockpit controls are duplicated across cockpits, it is normal for the aircraft to be flown only from the front seat. The pilot flies the aircraft by means of a centre stick and left hand throttles. The rear cockpit has only two small vision ports on the sides of the canopy. It is argued that the presence of the WSO (Weapon Systems Operator) in the rear cockpit improves aircraft effectiveness since he is entirely dedicated to radar operations and weapons deployment. This decreases the workload of the pilot and increases efficiency. Both cockpits are fitted with zero/zero ejection seats which allow the crew to eject at any altitude and airspeed. Some upgrade programmes have found their way to the MiG-31 fleet, for example the MiG-31BM multi-role version which includes upgraded avionics. In the cockpit this upgrade provides for the use of new weapons, a new multimode radar, HOTAS controls and liquid-crystal (LCD) colour multi-function displays (MFDs). Only a small part of the fleet, however, has been upgraded to this standard [4]. It has been claimed by Russian Federation Defence Ministry chief Colonel Yuri Balyko, that the upgrade will increase the combat effectiveness of the aircraft several times over. [5] [edit] Armament MiG-31 'Foxhound' armed with R-33 (AA-9 'Amos') missiles The MiG-31's main armament is four R-33 air-to-air missiles (NATO codename AA-9 'Amos') carried under the belly. The R-33 is the Russian equivalent of the U.S. Navy's AIM-54 Phoenix. It can be guided in semi-active radar homing (SARH) mode, or launched in inertial guidance mode with the option of mid-course updates from the launch aircraft and switching to SARH for terminal guidance. A more advanced version of the weapon, the AA-X-13 'Arrow', which is the replacement for the older R-33, features folding stabilizers to reduce its stored size. Other weapons include the old AA-6 'Acrid', originally deployed on the MiG-25, and the AA-8 'Aphid' or AA-11 'Archer' short-range IR missiles, carried on wing pylons. Currently the entire MiG-31 fleet is being refitted to carry the newer AA-12 'Adder' on the wing pylons. Unlike the MiG-25, the MiG-31 has an internal cannon, a six-barrel, 23 mm GSh-6-23 with 800 rounds of ammunition, mounted above the starboard main landing gear bay. The GSh-6-23 has a claimed rate of fire of over 10,000 rounds per minute. [edit] Variants Russian Air Force MiG-31BM on display A new version of the 'Foxhound' with upgraded avionics, the MiG-31B, was introduced in 1990. Its development was the result of the Soviet discovery that Phazotron radar division engineer Adolf Tolkachev had sold information on advanced radars to the West. Tolkachev was executed, and a new version of the compromised radar was hastily developed. Many earlier MiG-31s were upgraded to the new standard, designated MiG-31BS. Development of a more comprehensive advanced version, the MiG-31M, began in 1983 and first flew in 1986, but the collapse of the Soviet Union prevented it from entering full production. Since 1991 and especially since 2000, most of the existing aircraft have been upgraded to the MiG-31M standard, also adding some additional features like Global Positioning System (GPS) and GLONASS receivers, and three colour CRT MFDs in the rear cockpit.[6] (In the VVS, aircraft designations are often repeated through the years; for example, the Su-35 'Flanker-E' and Su-37 'Flanker-F' are both designated "Su-27M".) It was the heaviest interceptor in the world, with a maximum takeoff weight on 56 tonnes.[citation needed] It was even heavier than a commercial Tu-134 which has a maximum takeoff weight of 49 tonnes. Several other variants have been developed, including a dedicated anti-satellite missile carrier, the MiG-31D; a similar satellite-launching aircraft, MiG-31A; a proposed multi-role version, MiG-31F; and a downgraded export version, MiG-31E; but most have not been built in any quantity, if at all. [edit] Operators Current operators Kazakhstan * Kazakhstan Air Force has 33 in service, 10 to be refurbished. Russia * Russian Air Force 286 in service, 100 in reserve. * Russian Naval Aviation Future operators Syria * Syrian Air Force ordered 8 MiG-31E aircraft in 2007.[7][8] However, the order has been suspended in May 2009 reportedly either due to Israeli pressure or lack of Syrian funds.[9] [edit] Former operators Soviet Union * Soviet Anti-Air Defence * Soviet Air Force aircraft passed on to Russia and Kazakhstan in 1991. [edit] Specifications (MiG-31) Data from Great Book of Modern Warplanes,[2] MiG-31E data[10] General characteristics * Crew: Two (pilot and weapons system officer) * Length: 22.69 m (74 ft 5 in) * Wingspan: 13.46 m (44 ft 2 in) * Height: 6.15 m (20 ft 2 in) * Wing area: 61.6 m² (663 ft²) * Empty weight: 21,820 kg (48,100 lb) * Loaded weight: 41,000 kg (90,400 lb) * Max takeoff weight: 46,200 kg (101,900 lb) * Powerplant: 2× Soloviev D-30F6 afterburning turbofans o Dry thrust: 93 kN (20,900 lbf) each o Thrust with afterburner: 152 kN (34,172 lbf) each Performance * Maximum speed: o High altitude: Mach 2.83 (3,000 km/h, 1,860 mph) o Low altitude: Mach 1.2 (1,500 km/h, 930 mph) * Combat radius: 720 km (450 mi) at Mach 2.35 * Ferry range: 3,300 km (2,050 mi) * Service ceiling: 20,600 m (67,600 ft) * Rate of climb: 208 m/s (41,000 ft/min) * Wing loading: 665 kg/m² (136 lb/ft²) * Thrust/weight: 0.85 * Maximum g-load: 5 g Armament * 1× GSh-6-23 23 mm cannon with 260 rounds. * Fuselage recesses for 4× R-33 (AA-9 'Amos') or (for MiG-31M/BM only) ×6 R-37 (AA-X-13 'Arrow') long-range air-to-air missiles. * Four underwing pylons for a combination of: * two R-40TD1 (AA-6 'Acrid') medium-range missiles, and * 4× R-60 (AA-8 'Aphid') or R-73 (AA-11 'Archer') short-range IR missiles, or * 4× R-77 (AA-12 'Adder') long-range missiles. * Some aircraft are equipped to launch the Kh-31P (AS-17 'Krypton') and Kh-58 (AS-11 'Kilter') anti-radiation missiles in the suppression of enemy air defenses (SEAD) role

+++ DISCLAIMER +++ Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE! Some background: In the late 1970ies, the Mikoyan OKB design bureau began working on a very light “strike fighter” that was intended to be a direct competitor to the F-16 Fighting Falcon. This new Mikoyan design, designated Izdeliye 33 (Izd 33) (and variously translated as “Article 33”, “Project 33”, “Product 33”, or “Project R-33”), was of conventional layout and similar in appearance to the F-16, with a fixed geometry, chin-mounted air intake and a blended wing and body layout and pronounced leading edge root extensions (LERX). The aircraft was originally powered by a single Klimov RD-33 afterburning turbofan engine – the same engine used by the twin-engined MiG-29. Overall, the Izdeliye 33 was less complex and capable than the MiG-29, but also much cheaper in acquisition and operation. The Izdeliye 33’s outlines resembled the MiG-29, but actually only a few components were shared, e .g. the landing gear. All aerodynamic surfaces were different, and the BWB fuselage with its single engine and air intake duct necessitated a much different internal structure. After extensive wind-tunnel testing and evaluation of several aerodynamic details (e. g. different LERX layouts with blended edges or dogtooth tips, and different elevator layouts), the first prototype was built and successfully tested in 1984. Progress was slow, since most of OKB MiG’s resources were concentrated on the MiG-29, though, but the aircraft showed good characteristics. State acceptance trials were underway when the program received a hard blow in 1986: the Soviet Air Force (VVS) dropped its support for the Izdeliye 33, due to VVS’ change of operational needs, financial constraints, a growing preference for multirole designs and the doctrine not to operate single engine combat aircraft anymore. Since development of the Izdeliye 33 had already progressed to the hardware stage and the VVS was about to introduce it’s a new fighter generation (the MiG-29 as tactical fighter and the bigger Su-27 as long range inteceptor), which were not allowed for export at that time, the Izdeliye 33’s role was changed. With the domestic market barred, it became a light fighter aircraft with not-so-up-tp-date avionics for foreign operators, much like the former American F-5 program. Sales potential was regarded as high, because many Soviet-friendly nations operating the ageing MiG-21 or MiG-23 export models at that time would appreciate a relatively simple and cost-efficient replacement. In due course the aircraft received the official designation MiG-33SE ("S" for, "seriynyy" = serial and "E" for "eksportnyy" = export). These production aircraft differed in several details from the Izdeliye 33, the most obvious change were enlarged elevator surfaces and bulges on the flanks which had become necessary in roder to fit bigger low pressure tires to the main landing gear for operations on rough airstrips. Compared with the prototypes, the operational MiG-33 was powered by a Tumansky R-25-300 turbojet, rated at 55 kN (12,000 lbf) dry military power, 68.5 kN (15,400 lbf) with afterburner and 96.8 kN (21,800 lbf) for 3 minutes with boosted afterburner (CSR mode, altitude < 4,000 metres (13,000 ft)). The air intake received an adjustable ramp and the radome became smaller. The first airframes left the Sokol production plant at Nizhny Novgorod in 1987. When the aircraft became known to the public it received the ACSS code name “Foghorn” in the West. Instead of the MiG-29's state-of-the-art Phazotron RLPK-29 radar fire control system, a less sophisticated RLPK-29E targeting system, based on the N019EA "Rubin" radar, was fitted. As a secondary sensor, a modified S-31E optoelectronic targeting/navigation system and different IFF transponders were fitted. This avionics suite still featured modes for look-down/shoot-down and close-in fighting. With this equipment, the MiG-33SE was able to carry the new and very effective R-73 (NATO: AA-11 "Archer") short-range air-to-air missile, as well as the R-27 (AA-10 "Alamo") mid-range AAM with IR and radar homing. A SPO-15L "Beryoza" ("Birch") radar warning receiver was carried, too, along with chaff/flare dispensers. The new type quickly found buyers: first orders came, among others, from Algeria, Angola, Eritrea, North Korea and Vietnam, and deliveries started in early 1988. In 1989 the MiG-33SE was also offered to India for license production (replacing the country’s large MiG-21 fleet), but the country wanted a more potent aircraft and eventually became one of the first MiG-29 export customers. Beyond its operational service, the MiG-33SE left other footprints in Asia, too. Following the cancellation of U.S. and European companies’ participation in the development of the Westernized Chengdu J-7 variant known as the “Super-7”, China launched a program in 1991 to develop an indigenous evolution of this MiG-21-based design, which it designated the FC-1 (“Fighter China 1”). To expedite its development, officials of the Chengdu Aircraft Industries Corporation (CAC) or the China National Aero-Technology Import and Export Corporation (CATIC) – perhaps both – approached Mikoyan for technical support. In 1998, CATIC purchased Izdeliye 33 design and test information from the Mikoyan design bureau, along with other research and development assistance. These designs were used for the development of JF-17 / FC-1 by Pakistan and China, which entered production in 2007. General characteristics: Crew: 1 Length (incl. pitot): 16,2 m (53 ft) Wingspan: 10.73 m (35 ft 1.5 in) Height: 5,5 m (18 ft) Wing area: 35,6 m² (382 ft²) Empty weight: 18,900 lb (8,570 kg) Loaded weight: 26,500 lb (12,000 kg) Max. takeoff weight: 42,300 lb (19,200 kg) Fuel capacity: 3,500 kg. (7,716 lbs.) internally Powerplant: 1× Tumansky R-25-300 turbojet, rated at 55 kN (12,000 lbf) dry military power, 68.5 kN (15,400 lbf) with afterburner and 96.8 kN (21,800 lbf) emergency power Performance: Maximum speed: Mach 2.2 (2,530+ km/h, 1,500+ mph) at high altitude; 1,110 km/h (690 mph) at low altitude Range: 1,550 km (837 nmi, 963 mi) with drop tanks Ferry range: 3,335 km (1,800 nmi, 2,073 mi) with auxiliary fuel Service ceiling: 17,060 m (59,000 ft) Rate of climb: 285 m/s (56,000 ft/min) Wing loading: 337 kg/m² (69 lb/ft²) Thrust/weight: 0.7 at loaded weight Maximum design g-load: +9 g Armament: 1x 30 mm GSh-30-1 cannon with 150 rounds in the left fuselage side 7 Hard points (6x pylons under-wing, 1x under fuselage) for up to 3,500 kg (7,720 lb) of ordnance including six air-to-air missiles — a mix of semi-active radar homing (SARH)/infrared homing R-60, R-27, R-73, active radar homing R-77 AAMs. Air-to-ground weapons include RBK-500, PB-250, FAB-250, FAB 500-M62, TN-100, ECM Pods, S-8 rockets in respective pods, S-24 unguided rockets and guided Kh-25 and Kh-29 ASMs The kit and its assembly: Firts submission to 2016's first Group Build I take part in - the Cold War GB at whatifmodelers.com, and this year also starts with a "real what-if aircraft": MiG’s Izdeliye 33 was a real project, but it never got off of the drawing board or beyond wind tunnel test models. Nevertheless, it makes a great Whif topic, had it entered production and service. Most interesting is the fact that the Izdeliye 33 looks a lot like the American F-16, but only superficially. Creating this aircraft as a model from scratch is rather challenging, because there are only few sources to consult, and you need a basis to start from. For the latter you have IMHO two options, beyond carving it from wood: convert an F-16 kit and change details or use a MiG-29 as basis, because it was a contemporary design and features many analogies and design details. I rejected the F-16 route, because the result would certainly look like a poor Soviet fighter prop from a Hollywood B movie. The MiG-29 route would take (much) more work, but the result appear like a unique aircraft with Russian heritage, IMHO. And I think that's also the way the MiG engineers went somehow: take the two engine design, and narrow it for just a single engine. Another factor for this design route was the donation kit that I had bought for this project some time ago: a Nakotne MiG-29 from Latvia, which is the worst model representation of the Fulcrum that I have seen so far. It is simple, and almost no detail is correct. Furthermore, it features crude, raised panel lines and a plastic that is rather brittle and thick, not easy to work with. I was somehow reminded of the products of VEB Plasticart from GDR times… But this wrongness was actually the kit’s selling point, as well as its low price tag. The basic idea was to narrow the fuselage so that a single, wide air intake and an engine bay of bigger diameter than the original RD-33 nacelles remained – easy to do, because the whole lower fuselage half, even including the air intakes, are just a single piece! The front section was cut off, too, and a totally new cockpit tub was added - from a Revell Fiat G.91. Inside, a jet engine fan, a scratched air duct with a ramp and some engine bay interior (which is visible through empty holes for the main landing gear bays…) were added. Using the finished, narrowed fuselage as pattern, the upper half was cut into pieces, too: The spine and the cockpit section remained, shortened at the end and lowered in depth, as well as narrow outer BWB sections that would match the spine’s width when mounted. With lots of putty and body sculpting a new upper fuselage was created, as well as a new tail section for a bigger, single jet exhaust. The nozzle is a mix from a Revell F-16 intersection (necessary in order to bridge the rather oval fuselage end with the round nozzle), a Matchbox F-14 nozzle and inside a sprocket wheel from an 1:72 Panzer IV mimicks an afterburner... A new nose cone had to be used, too, and as a weird concidence a vintage Matchbox F-16 radome in the spares box (probably 30 years old!) was a perfect match to the fuselage, which had to be shortened at the front end, too, because the narrowed fuselage somewhat disturbed overall proportions. The wings were taken OOB from the Nakotne kit, their (utterly wrong) square shape reminds a lot of the F-16, but they were placed about 5mm further forward. The elevators come from an Intech F-16C, with a dogtooth manually added (F-15 style, as seen on the later Izdeliye 33 model that can be found in literature). The single, tall fin is a mix of an Intech F-16 root combined with a modified Italeri F-18 Hornet fin. The stabilizer fins under the rear fuselage belong to an Italeri F-16. The landing gear had to be modified, too. The OOB pieces are rather clumsy, and only the main struts survived. Their attchment points had to be moved forward, though, due to the overall change of proportions of the model. New wheels were used, too. The main wheels come from an Italeri X-32, while the front wheel comes, IIRC, from a Matchbox A-4M main landing gear. Besides, the front wheel arrangement had to be re-designed, because the original position half way between the air intake trunks was not possible anymore and the new intake ramp needed space, too. Finding a plausible arrangement was not easy, since I did not want to change the OOB air intake position. So a new well was cut out under the cockpit section, the cockpit floor becoming a part of the well, and the single front wheel now retracts forward. O.K.,FOD now poses a serious issue, but I'd assume that my MiG-33 would have received louvres like the MiG-29 that prevent damage while taxiing? Keen eyes might notice a front wheel change in the course of several beauty pics - the result of a kit crash from the holder which (only) smashed the front wheel strut. I replaced it with a better piece from an Italeri BAe Hawk. Took some adaptation work, but in the end it looks even better than the original attempt. Around the hull several sensors, pitots and antennae were added from scratch, since the whole kit had lost a lot of its raised panel lines and other details in the construction process. The underwing pylons were taken OOB, but the ordnance was totally replaced by more delicate versions of the R-27 and R-60 AAMs - these were taken from a leftover OOB set from an Italeri MiG-29. Lots of work, but worthwhile! Painting and markings: As a non VVS-aircraft, there were many options for exotic customers, and I settled for Vietnam. Reason behind it is that I was inspired by VPAF Su-22 fighter bombers, which carry either a four-tone tactical camouflage or are painted in two shades of an intense (if not blatant) and cold baby blue! These uniform upper and lower surfaces really carry bright colors, and together with the red and yellow VPAF cockades plus the typically red tactical codes these aircraft rather look like aggressors or fake museum or movie pieces! Especially when they carry drop tanks sporting the tactical scheme’s colors… Ugh! The basic tone for everything is Humbrol's 44 (Pastel Blue), a co0lor I never expected to apply on a model in this amount! On the underside it was used at 100% as basic tone, while for the upper surfaces it was mixed 4:1 with Humbrol 144 (FS 35614, Intermediate Blue) and a drop of ModelMaster's Ultramarine Blue. The difference between these two tones is hard to tell, though. Radomes were painted in Ocean Grey (Humbrol 106), while the cockpit was kept in typical Soviet cockpit teal. The landing gear wells were painted with a mix of Aluminum and Chromate Primer (Humbrol 56 and 81). A serious issue during the painting process was the recreation of panel lines and some surface structures. Some lines in the wings and the spine were still intact, and these were in a first step made visible through grinded graphite, gently rubbed across the surfaces with a soft cloth. From these, new/additional panel lines were painted on the blank surfaces with a very soft pencil - and you can hardly tell where these blur into each other. Panels themselves were emphasized through dry painting with lighter basic tones, and some more effects were added through more dull blue-grey shades. Not perfect, but for such a heavily modified kit not bad at all. The decals appear minimalistic, just with roundels (from a PrintScale L-39 sheet), the tactical code (typical Chinese code digits from a Trumpeter J-8II sheet) and the eagle emblems (from a Begemot MiG-29 sheet), but there are probably more than sixty small red or black stencils all over the hull, taken from the OOB Nakotne sheet. After some final weathering with graphite (esp. around the nozzle) the whole kit was sealed with acrylic matt varnish from the rattle can, and final details like position lights, pitot tips or the glossy IRST in front of the canopy were crafted. The missiles received typical real world liveries, basically with white bodies and the R-27's fins in shades of grey. A major conversion project, but the result looks interesting: the F-16 that was not, sort of. It's funny to find many influences from other designs, and while one could take the Izdeliye 33 as a blunt F-16 copy I do not think that it was one, rather a retrograded MiG-29, following aerodynamic necessities that would lead to a similar overall outline. And the bright blue color is really uniue - if this one does not stand out (at least on the ground, at altitude it appreas to be very effectice!), what else? Probably only the Red Arrows...

Description The Mikoyan-Gurevich MiG-23 (Russian: Микоян и Гуревич МиГ-23; NATO reporting name: Flogger) is a swing-wing fighter aircraft, designed by the Mikoyan-Gurevich bureau in the Soviet Union. It is considered to belong to the Soviet "Third Generation" aircraft category along with similar-aged Russian-produced fighters like the MiG-25 "Foxbat". It was the first Soviet fighter with a look-down/shoot-down radar and beyond visual range missiles, and the first MiG production fighter plane to have intakes at the sides of the fuselage. Production started in 1970 and reached large numbers with over 5,000 aircraft built. Today the MiG-23 remains in limited service with various export customers. Design and development MiG-23 on display at Le Bourget. The MiG-23's predecessor, the MiG-21 (NATO reporting name 'Fishbed'), was fast and agile, but limited in its operational capabilities by its primitive radar, short range, and limited weapons load (restricted in some aircraft to a pair of short-range air-to-air missiles). The MiG-23 was to be a heavier, more powerful machine designed to remedy these deficiencies, and rival Western aircraft like the F-4 Phantom. The new fighter was to feature a totally new S-23 sensor and weapon system suite capable of firing beyond-visual-range (BVR) missiles. A major design consideration was take-off and landing performance. Existing Soviet fast jets required very long runways, which combined with their limited range, limited their tactical usefulness. The Soviet Air Force demanded the new aircraft have a much shorter take-off run. Low-level speed and handling was also to be improved over the MiG-21. This led Mikoyan to consider two alternatives: lift jets, to provide an additional lift component, and variable-geometry wings, which had been developed by TsAGI for both "clean-sheet" aircraft designs and adaptations of existing designs. The first prototype, called "23-01" but also known as the MiG-23PD, was a tailed delta similar to the MiG-21 but with two lift jets in the fuselage. However, it became apparent very early that this configuration was unsatisfactory, as the lift jets became useless dead weight once airborne. The second prototype, known as "23-11", featured variable-geometry wings which could be set to angles of 16, 45 and 72 degrees, and it was clearly more promising. The maiden flight of 23-11 took place on 10 June 1967, and three more prototypes were prepared for further flight and system testing. All featured the Tumansky R-27-300 turbojet engine with a thrust of 7850 kp. The order to start series production of the MiG-23 was given in December 1967. The General Dynamics F-111 and F-4 Phantom were the main Western influences on the MiG-23. The Russians, however, wanted a much lighter, single-engine fighter to maximize agility. Both the F-111 and the MiG-23 were designed as fighters, but the heavy weight of the F-111 turned it into a long-range interdictor and kept it out of the fighter role. The MiG-23's designers kept the MiG-23 light enough to dogfight with enemy fighters. The U.S. Air Force operated a small number of MiG-23s, officially designated YF-113, as both test and evaluation aircraft and in an aggressor role for fighter pilot training, from 1977 through 1988 in a program codenamed "Constant Peg".[1] [edit] First-generation * Ye-231 (Flogger-A) was the prototype built for testing, and it lacked the sawtooth leading edge that later appeared on all MiG-23/-27 models. This experimental model was the common basic design that both the MiG-23/-27 and Sukhoi Su-24 were based on, but the Su-24 experienced much greater modification. * MiG-23 (Flogger-A) was the pre-production model that lacked the hardpoints on later production versions, but the sawtooth leading edge appeared on this model, and it was also armed with guns. This model marked the divergence of the MiG-23/-27 and Su-24 from their common ancestor. * MiG-23S (Flogger-A) was the initial production variant. Only around 60 were built between 1969 and 1970. These aircraft were used for both flight and operational testing. The MiG-23S had an improved R-27F2-300 turbojet engine with a maximum thrust of 9980 kp. As the Sapfir-23 radar was delayed, the aircraft were installed with the S-21 weapons control system with the RP-22SM radar—basically the same weapons system as in the MiG-21MF/bis. A twin-barreled 23 mm GSh-23L gun with 200 rounds of ammunition was fitted under the fuselage. This variant suffered from various teething problems and was never fielded as an operational fighter. * MiG-23SM (Flogger-A) was the second pre-production variant, which was also known as the MiG-23 Type 1971. It was considerably modified compared to the MiG-23S: it had the full S-23 weapons suite, featuring a Sapfir-23L radar coupled with Vympel R-23R (NATO: AA-7 'Apex') BVR missiles. It also had a further improved R-27F2M-300 (later redesignated Khatchaturov R-29-300) engine with a maximum thrust of 12,000 kp. The modified "type 2" wing had an increased wing area and a larger sawtooth leading edge. The slats were deleted and wing sweep was increased by 2.5 degrees; wing positions were changed to 18.5, 47.5 and 74.5 degrees, respectively. The tail fin was moved further aft, and an extra fuel tank was added to the rear fuselage, as in the two-seat variant (see below). Around 80 examples were manufactured. The overall reliability was increased over the previous variant, but the Sapfir radar still proved to be immature. MiG-23M Flogger-B on display at the Museum of the Great Patriotic war in Kiev. * MiG-23M ('Flogger-B) This variant first flew on June 1972. It was the first truly mass-produced version of the MiG-23, and the first VVS fighter to feature look-down/shoot-down capabilities (although this capability was initially very limited). The wing was modified again and now featured leading-edge slats. The R-29-300 (R-29A) engine was now rated for 12,500 kp. It finally had the definitive sensor suite: an improved Sapfir-23D (NATO: 'High Lark') radar, a TP-23 infra-red search and track (IRST) sensor and an ASP-23D gunsight. The 'High Lark' radar had a detection range of some 45 km against a high-flying, fighter-sized target. It was not a true Doppler radar but instead utilized the less effective "envelope detection" technique, similar to some radars on Western fighters of the 1960s. * MiG-23MF (Flogger-B) This was an export derivative of the MiG-23M originally intended to be exported to Warsaw Pact countries, but it was also sold to many other allies and clients, as most export customers were dissatisfied with the rather primitive MiG-23MS. It actually came in two versions. The first one was sold to Warsaw Pact allies, and it was essentially identical to Soviet MiG-23M, with small changes in "identify friend or foe" (IFF) transponders and communications equipment. The second variant was sold outside Eastern Europe and it had a different IFF and communications suite (usually with the datalink removed), and downgraded radar, which lacked the electronic counter-countermeasure (ECCM) features and modes of the baseline 'High Lark'. This variant was more popular abroad than the MiG-23MS and considerable numbers were exported, especially to the Middle East. The infrared system had a detection range of around 30 km against high-flying bombers, but less for fighter-sized targets. The aircraft was also equipped with a Lasur-SMA datalink. The standard armament consisted of two radar- or infrared-guided Vympel R-23 (NATO: AA-7 'Apex') BVR missiles and two Molniya R-60 (NATO: AA-8 'Aphid') short-ranged infrared missiles. From 1974 onwards, double pylons were installed for the R-60s, enabling up to four missiles to be carried. Bombs, rockets and missiles could be carried for ground attack. Later, compatibility for the radio-guided Kh-23 (NATO: AS-7 'Kerry') ground-attack missile was added. Most Soviet MiGs were also wired to carry tactical nuclear weapons. Some 1300 MiG-23Ms were produced for the Soviet Air Force (VVS) and Soviet Air Defense Forces (PVO Strany) between 1972 and 1978. It was the most important Soviet fighter type from the mid-to-late 1970s. * MiG-23U ('Flogger-C) The MiG-23U was a twin-seat training variant. It was based on the MiG-23S, but featured a lengthened cockpit with a second crew station behind the first. One forward fuel tank was removed to accommodate an extra seat—this was compensated for by adding a new fuel tank in the rear fuselage. The MiG-23U had the S-21 weapon system, although the radar was later mostly removed. During its production run, both its wings and engine were improved to the MiG-23M standard. Production began at Irkutsk in 1971 and eventually converted to the MiG-23UB. * MiG-23UB ('Flogger-C) Very similar to MiG-23U except that the R-29-300 turbojet engine replaced the older R-27 installed in the MiG-23U. Production continued until 1985 (for the export variant). A total of 769 examples were built, including conversions from the MiG-23U. * MiG-23MP ('Flogger-E) Similar to the MiG-23MS (described below), but produced in much fewer numbers and was never exported. Virtually identical to MiG-23MS except the addition of a dielectric head above the pylon, which was often associated with the ground-attack versions—for which it might have been a developmental prototype. * MiG-23MS ('Flogger-E) This was an export variant, as the '70s MiG-23M was considered too advanced to be exported to Third World countries. It was otherwise similar to MiG-23M, but it had the S-21 standard weapon system, with a RP-22SM (NATO: 'Jay Bird') radar in a smaller radome, and the IRST was removed. Obviously, this variant had no BVR capability, and the only air-to-air missiles it was capable of using were the R-3S (NATO: AA-2a 'Atoll') and R-60 (NATO: AA-8 'Aphid') IR-guided missiles and the R-3R (NATO: AA-2d 'Atoll') semi-active radar homing (SARH) missile. The avionics suite was very basic. This variant was produced between 1973 and 1978 and exported principally to North Africa and the Middle East. [edit] Second-generation * MiG-23P ('Flogger-G) This was a specialized air-defense interceptor variant developed for the PVO Strany. It had the same airframe and powerplant as the MiG-23ML, but there is a cut-back fin root fillet instead of the original extended one on other models. Its avionics suite was improved to meet PVO requirements and mission profiles. Its radar was the improved Sapfir-23P, which could be used in conjunction with the gunsight for better look-down/shoot-down capabilities to counter increasing low-level threats like cruise missiles. The IRST, however, was absent. The autopilot included a new digital computer, and it was linked with the Lasur-M datalink. This enabled ground-controlled interception (GCI) ground stations to steer the aircraft towards the target; in such an intercept, all the pilot had to do was control the engine and use the weapons. The MiG-23P was the most numerous PVO interceptor in the 1980s. Around 500 aircraft were manufactured between 1978 and 1981. The MiG-23P was never exported and served only within the PVO in Soviet service. * MiG-23bis ('Flogger-G) Similar to the MiG-23P except the IRST was restored and the cumbersome radar scope was eliminated because all of the information it provided could be displayed on the new head-up display (HUD). * MiG-23ML. The early Flogger variants were intended to be used in high-speed missile attacks, but it was soon noticed that fighters often had to engage in more stressful close-in combat. Early production aircraft had actually suffered cracks in the fuselage during their service career. Maneuverability of the aircraft was also criticized. A considerable redesign of the airframe was performed, resulting in the MiG-23ML (L – lightweight), which made it in some ways a new aircraft. Empty weight was reduced by 1250 kg, which was achieved partly by removing a rear fuselage fuel tank. Aerodynamics were refined for less drag. The dorsal fin extension was removed. The undercarriage was redesigned, resulting in a lowered nose attitude on the ground. The airframe was now rated for a g-limit of 8.5, compared to 8 g for the early generation MiG-23M/MF 'Flogger-B'. A new engine model, the R-35F-300, now provided a maximum dry thrust of 8550 kp, and 13,000 kp with afterburner. This led to a considerable improvement in maneuverability and thrust-to-weight ratio. The avionics set was considerably improved as well. The S-23ML standard included Sapfir-23ML radar and TP-23ML IRST. The new radar was more reliable and a had maximum detection range of about 65 km against a fighter-sized target (25 km in look-down mode). The navigation suite received a new, much improved autopilot. New radio and datalink systems were also installed. The prototype of this variant first flew in 1976 and production began 1978. Soviet MiG-23MLA Flogger-G * MiG-23MLA ('Flogger-G) The later production variant of the 'ML' was redesignated the 'MLA'. Externally, the 'MLA' was identical to 'ML'. Internally, the 'MLA' had an improved radar with better ECM resistance, which made co-operative group search operations possible as the radars would now not jam each other. It also had a new ASP-17ML HUD/gunsight, and the capability to fire improved Vympel R-24R/T missiles. Between 1978 and 1982, around 1100 'ML/MLA's were built for both the Soviet Air Force and export customers. As with the MiG-23MF, there were two different MiG-23ML sub-variants for export: the first version was sold to Warsaw Pact countries and was very similar to Soviet aircraft. The second variant had downgraded radar and it was sold to Third World allies. Soviet MiG-23MLD Flogger-K * MiG-23MLD ('Flogger-K) The MiG-23MLD was the ultimate fighter variant of the MiG-23. The main focus of the upgrade was to improve maneuverability, especially during high angles of attack (AoA).The pitot boom was equipped with vortex generators, and the wing's notched leading edge roots were 'saw-toothed' to act as vortex generators as well. The flight-control system was modified to improve handling and safety in high-AoA maneuvers. Significant improvements were made in avionics and survivability: the Sapfir-23MLA-II featured improved modes for look-down/shoot-down and close-in fighting. A new SPO-15L radar warning receiver was installed, along with chaff/flare dispensers. The new and very effective Vympel R-73 (NATO: AA-11 'Archer') short-range air-to-air missile was added to inventory. No new-build 'MLD' aircraft were delivered to the VVS, as the more advanced MiG-29 was about to enter production. Instead, all Soviet 'MLD's were former 'ML/MLA' aircraft modified to 'MLD' standard. Some 560 aircraft were upgraded between 1982 and 1985. As with earlier MiG-23 versions, two distinct export variants were offered. Unlike Soviet examples, these were new-build aircraft, though they lacked the aerodynamic refinements of Soviet 'MLD's; 16 examples were delivered to Bulgaria, and 50 to Syria. These were the last single-seat MiG-23 fighters made, and the last example rolled off the production line in December 1984. [edit] Ground-attack variants * MiG-23BM ('Flogger-D) This was a MiG-23BK upgrade, with the PrNK-23M replacing the original PrNK-23, and a digital computer replacing the original analog computer. Introduced into service as MiG-27. * MiG-23BM experimental aircraft ('Flogger-D) The MiG-23 ground-attack versions had too much "fighter heritage" for an attack aircraft, and a new design with more radical changes was developed. This was eventually redesignated as the MiG-27 (NATO: 'Flogger-D'). The MiG-23BM experimental aircraft served as a predecessor to the MiG-27 and it differs from the standard MiG-23BM and other MiG-23 models in that its dielectric heads were directly on the wing roots, instead of on the pylons. * MiG-23B ('Flogger-F) The requirement for a new fighter-bomber had become obvious in the late 1960s, and the MiG-23 appeared to be suitable type for such conversion. The first prototype of the project, "32-34", flew for the first time on 20 August 1970. The MiG-23B had a redesigned forward fuselage, but was otherwise similar to the MiG-23S. The pilot seat was raised to improve visibility, and the windscreen was armored. The nose was flat-bottomed and tapered down. There was no radar; instead it had a Sokol-23 ground attack sight system, which included an analog computer, a laser rangefinder and the PBK-3 bomb sight. The navigation suite and autopilot were also improved to provide more accurate bombing. It retained the GSh-23L gun, and its maximum warload was increased to 3000 kg by strengthening the pylons. Survivability was improved by an electronic warfare (EW) suite and inert gas system in the fuel tanks to prevent fire. The first prototype had a MiG-23S type wing, but subsequent examples had the larger "type 2" wing. Most importantly, instead of an R-29 variant, aircraft was powered by the AL-21F-3 turbojet with a maximum thrust of 11,500 kp. The production of this variant was limited, however, as the supply of AL-21 engines was needed for the Sukhoi Su-17 and Su-24 production lines. In addition, this engine was not cleared for export. Only three MiG-23B prototypes and 24 production aircraft were produced in 1971–72. * MiG-23BK ('Flogger-H) These were exported to Warsaw Pact countries—but not to Third World customers—and thus had the PrNK-23 navigation and attack system. Additional radar warning receivers were also mounted on the intakes. * MiG-23BN ('Flogger-H) The MiG-23BN was the definitive fighter-bomber variant. It was otherwise the same as MiG-23B, but had the same R-29-300 engine as contemporary fighter 'Floggers'. They were also fitted with "type 3" wings. There were other minor changes in electronics and equipment, and some changes were made during its long production run. This variant proved to be fairly popular and effective and it was extensively exported. As usual, a downgraded version was sold to Third World customers. Serial production began in 1973 and lasted until 1985, with 624 examples built. Most of them were exported, as the Soviets always viewed it as an interim type and only a small number served in Frontal Aviation regiments. The most distinctive identifying feature between the MiG-23B and MiG-23BN was that the former was rather a developmental aircraft and had the dielectric head just above the pylon, but this was removed from the MiG-23BN.The last of the MiG-23 BNs were flown by 221 Squadron (Valiants) of Indian Air Force and were decommissioned on 6 March 2009. Wing Commander Tapas Ranjan Sahu, was the last pilot to land the Mig-23 BN on that day. * MiG-27 A simplified ground-attack version with simple pitot air intakes, no radar and a simplified engine with two position afterburner nozzle. [edit] Proposed variants and upgrades * MiG-23R was a proposed reconnaissance variant; the project was never finished. * MiG-23MLGD, MLG and MLS were further fighter upgrades with new radar and EW equipment, partly the same as in MiG-29; these variants were also fitted with helmet-mounted sights and were basically MiG-23MLD subvariants. They were abandoned in favor of the then ongoing MiG-29 program. * MiG-23K was a carrier-borne fighter variant based on the MiG-23ML. * MiG-23A was a multirole variant based on the 'K'. However, cancellation and subsesquent redesign of the Soviet aircraft carrier project also caused cancellation of the MiG-23A and MiG-23K variants and subvariants. It was planned to develop the MiG-23A into three different subvariants: o MiG-23AI The MiG-23AI was to be a dedicated fighter. o MiG-23AB The MiG-23AB was to be an attack-dedicated variant. o MiG-23AR MiG-23AR a dedicated reconnaissance variant. * MiG-23MLK Planned to be powered by either two new R-33 engines or one R-100. * MiG-23MD Was basically a MiG-23M fitted with a Saphir-23MLA-2. * MiG-23ML-1 Wwas a variant with several possible powerplant and engine choices; its single-engine options were either one R-100 or one R-69F engine, while its twin-engine arrangement was two R-33 engines. It was planned to be armed with a new air-to-air missile, the R-146[citation needed]. * MiG-23-98 In the late 1990s, Mikoyan, following their successful MiG-21 upgrade projects, offered an upgrade which featured new radar, new self-defense suite, new avionics, improved cockpit ergonomy, helmet-mounted sight, and the capability to fire Vympel R-27 (NATO: AA-10 'Alamo') and Vympel R-77 (NATO: AA-12 'Adder') missiles. The projected cost was around US$1 million per aircraft. Smaller upgrades were also offered, which consisted of only improving the existing Sapfir-23 with newer missiles and upgrades of other avionics. Airframe life extension was offered as well. * MiG-23-98-2 An export upgrade including the Saphir radar fitted to their MiG-23MLs; this radar upgrade allows the Angolan MiG-23s to fire new types of air-to-air and air-to-ground weapons. This radar upgrade seems to be the same offered as part of the radar upgrade. * MiG-23LL (flying laboratory) MiG-23s and MiG-25s were used as the first jet fighter platforms to test a new in-cockpit warning system with a pre-recorded female voice to inform pilots about various flight parameters. A female voice was chosen specifically to provide a clear and intuitive distinction between communications from the ground and the messages from internal systems, since ground communications virtually always came in male voice in Soviet service. The idea proved successful for many reasons besides the original one, and was later heavily borrowed by Western aircraft manufacturers, eventually becoming standard in all jet fighters around the world. [edit] Price The MiG-23 had the advantage of being quite cheap in the early 1980s. For example, the MiG-23MS was priced between US$3.6 million and US$6.6 million depending on the customer;[citation needed] on the other hand in 1980, the F-16 Fighting Falcon was priced at US$14 million, and the Flogger's closest Western competitor was the Israeli $4.5 million Kfir C2.[citation needed] [edit] Armament MiG-23M Flogger-B armed with AA-7 and AA-8 missiles The MiG-23's armament evolved as the type's avionics were upgraded and new variants were deployed. The earliest versions, which were equipped with the MiG-21's fire control system, were limited to firing variants of R-3 (AA-2 'Atoll'). The R-60 (AA-8 'Aphid') replaced the R-3 during the '70s, and from the MiG-23M onwards the R-23/R-24 (AA-7 'Apex') was carried. Third-generation Floggers were capable of firing R-73 (AA-11 'Archer') when it became available, but this missile was not exported until the MiG-29 was released for export. The helmet-mounted sight associated with the AA-11 'Archer' (R-73) was fitted on the MiG-23MLD/MLDG experimental subvariants that never entered production as had been originally planned. The reason was that these MiG-23MLD subvariants had less priority than the then ongoing MiG-29 program, and the Mikoyan bureau therefore decided to concentrate all their efforts on the MiG-29 program and halted further work on the MiG-23s. Nevertheless, a helmet-mounted sight is now offered as part of the MiG-23-98 upgrade. There were reports about the MiG-23MLD being capable of firing the AA-10 'Alamo' (R-27) beyond its firing experimental tests; however, it seems only Angola's MiG-23-98 are capable of doing so. A MiG-23 was used to test and fire the AA-10, AA-11 and AA-12 air-to-air missiles during their early flight and firing trials. Ground-attack armament included 57 mm rocket pods, general purpose bombs up to 500 kg in size, gun pods, and Kh-23 (AS-7 'Kerry') radio-guided missiles. Up to four external fuel tanks could be carried. [edit] Operational history Captured MiG-23 on display in Israel Western and Russian aviation historians usually differ in respect to the MiG-23's combat record, in part due to the bias in favor of their respective national aircraft industries. They also usually accept claims going along with their respective political views since usually many conflicting and contradictory reports are written and accepted by their respective historians. Little pictorial evidence has been published confirming MiG-23 air to air losses and victories, with the exception of the Libyan MiG-23s shot down by U.S. Navy F-14s and two pictures of Syrian MiG-23s shot down in 1982 by Israeli forces .[2] Russians and Syrian claim numerous successes for MiG-23s, which Israel doesn't admit: * On 19 April 1974 a MiG-23MS flown by Maj. El al-Masry is said to have shot down 2 IAF F-4Es during a mission over the Golan Heights against an Israeli offensive to destroy Syrian SAMs. He was subsequently shot down by an AAM fired by the Israelis and also by a friendly SA-6 battery. The Israelis claim that only one Phantom was lost on that day.[3] * 26 April 1981, two MiG-23MS, are said to have shot down two A-4 Skyhawks.[4] The first MiG-23s to see combat were export variants with many limitations. For example, the MiG-23MS lacked a radar warning receiver. In addition, compared to the MiG-21, the aircraft was mechanically complex and expensive. Early export variants also lacked many "war reserve modes" in their radars, making them vulnerable against electronic countermeasures (ECM), at which the Israelis were especially proficient. Israel claims that during the period of 1982–1985 no Israeli aircraft was lost to enemy aircraft and that Israel only lost five aircraft shot down by Syrian SAMs.[5] Israeli reports (which have been endorsed by the majority of Western historians) claim that during the period of intense fighting from 6–11 June 1982, 85 Syrian aircraft were shot down in air combat. At least 30 of these aircraft were reported by Israeli sources to be MiG-23s, but mainly the specialized ground attack version, the MiG-23BN.[citation needed] The Israelis also claim that their F-15s downed two MiG-23MLs in 1985.[citation needed] According to Soviet/Russian historians, the MiG-23MS did achieve kills in this war also. One of these victories was achieved on 11 June 1982, when a pair of MiG-23MS pilots, named Heyrat and Zabi, brought down an Israeli F-4 with two AA-2s. Both MiG-23MS pilots were then shot down.[6] Line of Cuban MiG-23s. Soviet/Russian sources also state the Syrians lost only six MiG-23MFs and four export MiG-23MSs in the Bekaa Valley, while the other fourteen MiG-23s shot down by the Israelis were MiG-23BN ground-attack variants. At the same time, Syrian MiG-23s managed to shoot down at least five F-16s, two F-4Es, and a BQM-34 unmanned reconnaissance plane. These are some of the Syrian MiG-23 kills as described in a Soviet/Russian source:[6] * On 7 June 1982, three MiG-23MFs (pilots Hallyak, Said, and Merza) attacked a group of F-16s. Captain Merza detected the F-16s at a distance of 25 km and brought down two F-16s with R-23 (AA-7 "Apex") missiles (one from 9 km and another within the distance of 7 or 8 km) before he himself was shot down. * On 8 June 1982, two MiG-23MFs again met with F-16s. Major Hau's MiG-23 detected an F-16 at a distance of 21 km and shot it down with an R-23 from a distance of 7 km. Again, the Syrian pilot was himself shot down by an AIM-9 Sidewinder fired from another F-16. * On 9 June 1982, two MiG-23MFs, piloted by Deeb and Said, attacked a group of F-16s. Deeb brought down an F-16 from a distance of 6 km with an R-23, but was then shot down, most likely by a Sidewinder.[citation needed] Soviet/Russian sources further state that three Israeli F-15s and one F-4 were shot down in October 1983 by the newly delivered MiG-23MLs, with no Syrian losses since.[6] The MiG-23 took part in the Iran–Iraq War and was used in both air-to-air and air-to-ground roles. The reports about performance in air combat are mixed - some authors claim that Iraqi MiG-23s had some victories and several losses against Iranian F-14s and F-4s. For example it is said that Colonel Mohammed-Hashem All-e-Agha was shot down by an Iraqi MiG-23 while flying his F-14 on 11 August 1984. Furthermore, Capt. Bahram Ghaneii was shot down by a MiG-23ML on 17 January 1987.[7][8] According to Iranian sources, four MiG-23s were shot down by F-14s on 29 October 1980.[9] Cuban MiG-23MLs and South African Mirage F1s had several encounters during Angolan War, one of which resulted in a Mirage being lost after it was damaged by a Cuban MiG-23ML. Surprising a pair of Mirages, two MiG-23s fired missiles: one MiG engaged a Mirage flown by Capt Arthur Piercey with a pair of R-23Rs, while the other fired a single R-60 at Captain Carlo Gagiano's Mirage. The missiles homed on the Mirages, but only one R-23R fuzed close enough to cause damage. Unfortunately this was enough to damage the hydraulics systems of Capt Piercey's Mirage, and the damage probably contributed to the Mirage veering off the runway on landing. The nose gear collapsed on coming off the runway, which in turn slammed the nose down so hard that Piercey's ejection seat fired. The nose gear failure eventually left Capt Piercey paralyzed and the aircraft a write-off. Soviet MiG-23s and Pakistani F-16s clashed a few times during the Soviet-Afghan War. One F-16 was lost in 1987. Pakistan insists it was a friendly fire incident, however at first the F-16 was reported as shot down in air to air combat with MiGs by the Washington Post and the New York Times.[10][11] and only later the Pakistani side recanted the event. According to the Russian version of the event, the F-16 was shot down when Pakistani F-16s encountered Soviet MiG-23MLDs. Soviet TASS originally reported the event as the F-16 being shot down by Afghan air defenses. Soviet MiG-23MLD pilots, while on a bombing raid, reported being attacked by F-16s and then seeing one F-16 explode. It could have been downed by gunfire from a MiG whose pilot did not report the kill in fear of punishment, since this would had complicated the political situation for the former USSR.[12] According to Pakistani sources, the F-16 piloted by Flt.Lt. Shahid Sikander was shot down in a friendly fire incident, after he flew directly in front of his flight leader and was hit by an AIM-9 Sidewinder fired at the Mig-23's. This version has been cited with more credibility by western sources claiming the MiG-23MLD were on a ground attack mission and therefore not equipped with air to air missiles.[13] A year later, Soviet MiG-23MLDs using R-24s (NATO: AA-7 "Apex") downed two Iranian AH-1J Cobras that had intruded into Afghani airspace. In a similar incident a decade earlier, on 21 June 1978, a PVO MiG-23M flown by Pilot Captain V. Shkinder shot down two Iranian Boeing CH-47 Chinook helicopters that had trespassed into Soviet airspace, one helicopter being dispatched by two R-60 missiles and the other by cannon fire. At least one Libyan MiG-23MS was shot down by an Egyptian fighter during and immediately after the Libyan–Egyptian War in 1977. In one skirmish, two LARAF MiG-23MS engaged two EAF MiG-21MF which had been upgraded to carry western weaponry. The Libyan pilots made the mistake of trying to out-maneuver more nimble Egyptian fighters, and one MiG-23MS was shot down by Maj. Sal Mohammad with an AIM-9 Sidewinder missile, while the other used its superior speed advantage to escape. [14]Two Libyan MiG-23MS fighters were shot down by U.S. Navy F-14s in the Gulf of Sidra incident in 1989. During the Persian Gulf War, the USAF reported downing eight Iraqi MiG-23s with F-15s. Some Russian sources claim that a U.S. F-16 and a Italian Tornado were shot down by Iraqi MiG-23 in this war; however the Italian Air Force maintained that the only Tornado lost during the war (pilots: Bellini and Cocciolone) was shot down by a surface-to-air missile. Other Russian claims include the story about an Iraqi pilot named Hassan, flying a MIG-23 having supposedly damaged an F-111 with and R-24T missile at 4:30 somewhere south of Balad airbase, and at 5:10 another F-111 (tail number 70-2384) being damaged by another R-24T missile fired by a MiG-23. [15]. While an unidentified F-111F was indeed damaged near Balad airbase, and F-111F with tail number 70-2384 also did not return intact, neither damage had anything to do with missile hits: an F-111F was hit by Iraqi anti-aircraft cannon fire south of the airbase in question, while the F-111F with tail number 70-2384 suffered a mid-air collision with a KC-135 tanker.[16] An Iraqi MiG-23 was shot down by a USAF F-16 using an AMRAAM missile in January 1993, during skirmishes in the No-Fly-Zones. In Eritrea in 1999 3 Ethiopian MiG-23BNs were shot down by Eritrean MiG-29s in a small border war in 1999[citation needed]. The type also saw extensive use as a bomber. [edit] Soviet and Warsaw Pact service Because of its distinctive appearance with large air intakes on both sides of the fuselage the aircraft was nicknamed "Cheburashka" by some Soviet pilots after a popular Russian cartoon character representing a fictional animal with big ears. The nickname did not stick and was later firmly assigned to Antonov An-72/74, although to this day it is sometimes applied to different aircraft with similar exterior features, including the USAF A-10 Thunderbolt II. The aircraft was not used in large numbers by the non-Soviet air forces of the Warsaw Pact as originally envisioned. When the MiG-23s were initially deployed, they were considered the elites of the Eastern Bloc air forces. However, very quickly the disadvantages became evident and the MiG-23 did not replace the MiG-21 as initially intended. The aircraft had some deficiencies that limited its operational serviceability and its hourly operating cost was thus higher than the MiG-21’s. The Eastern Bloc air forces used their MiG-23s to replace MiG-17s and MiG-19s still in service. Ukrainian decommissioned MiG-23. By 1990, over 1,500 MiG-23s of different models were in service with VVS and PVO. With the dissolution of the Soviet Union, the Russian Air Force began to cut back its fighter force, and it was decided the MiG-23s and MiG-27s were among the types which were to be retired to operational storage. The last model to serve was the MiG-23P, which was retired in 1998. When East and West Germany unified, no MiG-23s were transferred to the Luftwaffe, but twelve former East German MiG-23s were supplied to the U.S. When Czechoslovakia split into the Czech Republic and Slovakia, the Czechs received all the MiG-23s, which were retired in 1998. Hungary retired their MiG-23s in 1996, Poland in 1999, Romania in 2000, and Bulgaria in 2004. The MiG-23 was the Soviet Air Force's "Top Gun"-equivalent aggressor aircraft from the late 1970s to the late 1980s. It proved a difficult opponent for early MiG-29 variants flown by inexperienced pilots. Exercises showed when well-flown, a MiG-23MLD could achieve favorable kill ratios against the MiG-29 in mock combat by using hit-and-run tactics and not engaging the MiG-29s in dogfights. Usually the aggressor MiG-23MLDs had a shark mouth painted on the nose just aft of the radome, and many were piloted by Soviet-Afghan War veterans. In the late 1980s, these aggressor MiG-23s were replaced by MiG-29s, also featuring shark mouths. [edit] Performance tests Many potential enemies of the USSR and its client states had a chance to evaluate the MiG-23’s performance. In the 1970s, after a political realignment by the Egyptian government, Egypt gave their MiG-23MS to the United States and the People's Republic of China in exchange for military hardware. In the US, these MiG-23MS and other variants acquired later from Germany were used as part of the evaluation program of Soviet military hardware. Dutch pilot Leon Van Maurer, who had more than 1200 hours flying F-16s, flew against MiG-23ML Flogger-Gs from air bases in Germany and the U.S. as part of NATO's aerial mock combat training with Soviet equipment. He concluded the MiG-23ML was superior in the vertical to early F-16 variants, just slightly inferior to the F-16A in the horizontal, and has superior beyond visual range (BVR) capability. The Israelis tested a MiG-23MLD that defected from Syria and found it had better acceleration than the F-16 and F/A-18. Another MiG-23 evaluation finding in the US and Israel reports was that the MiG-23 has a Heads-Up Display (HUD) that doubles as a radarscope, allowing the pilot to keep his eyes focused at infinity and work with his radar. It also allowed the Soviets to dispense with the radarscope on the MiG-23. This feature was carried over into the MiG-29, though in that aircraft a cathode ray tube (CRT) was carried on the upper right corner to double as a radarscope. Western opinions about this "head-up radarscope" are mixed. The Israelis were impressed, but an American F-16 pilot criticizes it as "sticking a transparent map in front of the HUD" and not providing a three-dimensional presentation that will accurately cue a pilot's eyes to look for a fighter as it appears in a particular direction. Besides the Syrian defection, a Cuban pilot[17] flew a MiG-23BN to the US in 1991 and a Libyan MiG-23 pilot also defected to Greece in 1981. In both cases, the aircraft were later returned to their countries. The early MiG-23M series was also used to test the American F-5s captured by the North Vietnamese and sent to the former USSR for evaluation, however the Russians acknowledged the F-5 was a very agile aircraft and at some speeds and altitudes better than the MiG-23M, this was one of the main reasons the MiG-23MLD and MiG-29 developments were started. These tests of the F-5 allowed the Russians to make modifications to several of their 4th generation aircraft, however despite the MiG-23 was not designed to combat F-5s, it showed the weaknesses of the early MiG-23 variants .[18] [edit] Operators [edit] Current operators MiG-23 operators (current in bright red; former in dark red) Algeria Algerian Air Force. 29 MiG-23BN/MS/UB in service Angola People's Air and Air Defence Force of Angola. 32 MiG-23M/UB in service Belarus Belarus Air Force. 34 MiG-23M in service Côte d'Ivoire Cote d'Ivoire Air Force. Received two MiG-23MLD from Bulgaria in the late 1990s. [5] Cuba Cuban Air Force. 69 MiG-23MF/ML/UB in service (most grounded) Ethiopia Ethiopian Air Force. 32 MiG-23BN/UB in service for ground attack role. The interceptor variant, MIG-23ML, was withdrawn from service. Kazakhstan Military of Kazakhstan. 100 MiG-23M/UB in service Libya Libyan Air Force. 130 MiG-23MS/ML/BN/UB in service (most in storage) Namibia Namibian Air Force 2 MiG-23 aircraft in service. North Korea North Korean Air Force. 66 MiG-23ML/UB in service Sri Lanka Sri Lanka Air Force. One MiG-23UB trainer used only for training purposes for their MiG-27 fleet Syria Syrian Air Force. 146 MiG-23MS/MF/ML/MLD/BN/UB in service Turkmenistan Military of Turkmenistan. 230 MiG-23M/UB in service Uzbekistan Military of Uzbekistan 31 in service. Yemen Yemen Air Force. 44 MiG-23BN/UB in service Vietnam Vietnam People's Air Force. 36 Mig-23ML/UB in service[19] Zambia Military of Zambia. 6 Mig-23MS aircraft in service Zimbabwe Air Force of Zimbabwe. 3 MiG-23M/UB were seen in a fly past in 2003[20] Note: The status of Belarus' MiG-23s is uncertain. While some sources say they are operational (or at least in a low operational capability), others claim they have been retired. [edit] Former operators Afghanistan Afghan Air Force. MiG-23BN/UB may have served with the Afghan Air Force from 1984. It is unclear whether these were merely Soviet aircraft wearing Afghan colors. Bulgaria Bulgarian Air Force. A total of 90 MiG-23s served the Bulgarian Air Force from 1976 to their withdrawal from service in 2002. The exact count is: 33 MiG-23BN, 12 MiG-23MF, 1 MiG-23ML, 8 MiG-23MLA, 21 MiG-23MLD and 15 MiG-23UB. Czech Republic Czechoslovakian Air Force. MiGs were retired in 1994 (BN,MF version) and 1998 (ML, UB variant). Czechoslovakia Czech Air Force. MiG-23s were transferred to the Czech Republic. East Germany East German Air Force. Transferred to (West) German Luftwaffe. The German Luftwaffe gave two MiG-23s to USAF and one to a museum in Florida, the others were given away to others states or scrapped. Iran 9 flown over from Iraq in 1991 in storage. Egypt Egyptian Air Force. Six MiG-23BN/MS/U were sent to China in exchange for military hardware; China used them to reverse engineer the MiG-23 as the Q-6 but since the chinese could not reverse engineer the R-29 and build a reliable turbofan the only MiG-23 elements that were used ended in the J-8II. At least 8 were transferred to USA for evaluation. Georgia Georgian Air Force Hungary Hungarian Air Force. 16 MiG-23 served and were withdrawn in 1997; the exact count is: 12 MiG-23MF and 4 MiG-23 UB (one of them was purchased in 1990 from the Soviet Air Force). India Indian Air force. MiG-23BN ground attack aircraft phased out on 6 March 2009 & MiG-23MF air defence interceptor phased out on 2007. A total of 95 MiG-23BN had been obtained.[21] [22] Iraq Iraqi Air Force. Some Iraqi MiG-23s were sent to Yugoslavia for upgrades when Gulf war started. 1 known example remains in Serbia at the Museum of Aviation in Belgrade. Polish Air Force MiG-23 Ukrainian MiG-23 on display at the Museum of the Great Patriotic War, Kiev Poland Polish Air Force. 36 MiG-23MF single-seaters and six MiG-23UB trainers were delivered to the Polish Air Force between 1979 and 1982. Last of them were withdrawn in September 1999. Romania Romanian Air Force. 46 MiG-23 served from 1979 until 2001 and were withdrawn in 2003; the exact count is: 36 MiG-23MF and 10 MiG-23 UB. Russia Russian Air Force. Approx 500, all in reserve. Soviet Union Passed on to successor states. * Soviet Air Force * Soviet Anti-Air Defence Sudan Sudanese Air Force Ukraine Ukrainian Air Force [edit] Evaluation only users China * The MiG-23s obtained from Egypt, were tried to be reverse engineered as the Q-6, but the program did not go ahead and the Q-6 was not even built, however some MiG-23 features were adopted in the J-8II, currently China displays the MiG-23s in several air museums and in a non operational ex-Soviet aircraft carrier in Hong Kong. Israel * One ex-Syrian plane flown by a defecting pilot to Israel.[23] Democratic Republic of the Congo Air Force of the Democratic Republic of the Congo * Air Force of the Democratic Republic of the Congo have/had? 2 MiG-23s, MiG-23MS and MiG-23UB, listed in the IISS Military Balance 2007 United States * Samples obtained from Egypt remained flight worthy until the late 1980s and were mostly stationed in Nellis Air Force Base * The Cold War Air Museum (CWAM) is returning a MiG-23UB to flying condition from its Museum at Lancaster Airport (Texas) just south of Dallas, Texas.[24] YugoslaviaFederal Republic of Yugoslavia Yugoslavia * Some ex-Iraqi MiG-23's have been used by Flight Test Center (VOC) in early 1990s. The Albanian Air Force never flew the MiG-23.[25] [edit] Civilian operators United States * Two ex-Czech aircraft, N51734 and N5106E, are registered for civilian use in the United States and are based at New Castle Airport in Wilmington, Delaware.[26] * An ex-Bulgarian VVS aircraft, N923UB, is operational and on display at the Cold War Air Museum near Dallas, Texas. [edit] Notable incidents and accidents * On July 18, 1980, 21 days after the Aerolinee Itavia Flight 870 incident, a Libyan MiG-23 crashed on the Sila Mountains in Castelsilano, Calabria, southern Italy, according to eye witnesses and official reports. Media rumors reported that the plane may actually only have been discovered at that time, and that the pilot's body was decomposed, originated allegations that the MiG may have been shot down at the time of the Flight 870 incident. * On April 26, 1984, United States Air Force Lieutenant General Robert M. Bond was killed when the MiG-23 he was piloting crashed at the Nevada Test Site. At the time of the mishap, Lt. Gen. Bond was serving as Vice Commander of Air Force Systems Command at Andrews Air Force Base, Maryland. * 4 July 1989: A "runaway" Soviet MiG-23 crashed into a house in Belgium, killing an 18-year-old man. * On March 20, 1991, Major Orestes Lorenzo Perez defected in his MiG-23BN to a Naval Air Station in Key West, Florida on a training mission. On December 19, 1992 he returned to Cuba in a borrowed small, twin-engined 1961 Cessna 310, landing on a well known bridge along the coastal highway east of Havana in Northern Matanzas Province at the agreed time. His wife Victoria and their two sons, Reyneil, 11, and Alejandro, 6, were already waiting on his order delivered through a messenger earlier. Orestes Lorenzo Perez picked up his family and managed a successful safe return to Miami. [edit] Specifications (MiG-23MLD Flogger-K) General characteristics * Crew: One * Length: 16.70 m (56 ft 9.5) * Wingspan: Spread, 13.97 m (45 ft 10 in) * Height: 4.82 m (15 ft 9.75 in) * Wing area: 37.35 m² spread, 34.16 m² swept (402.05 ft² / 367.71 ft²) * Empty weight: 9,595 kg (21,153 lb) * Loaded weight: 15,700 kg (34,612 lb) * Max takeoff weight: 18,030 kg (39,749 lb) * Powerplant: 1× Khatchaturov R-35-300 afterburning turbojet, 83.6 kN dry, 127 kN afterburning (18,850 lbf / 28,700 lbf) Performance * Maximum speed: Mach 2.32, 2,445 km/h at altitude; Mach 1.14, 1,350 km/h at sea level (1,553 mph / 840 mph) * Range: 1,150 km with six AAMs combat, 2,820 km ferry (570 mi / 1,750 mi) * Service ceiling: 18,500 m (60,695 ft) * Rate of climb: 240 m/s (47,245 ft/min) * Wing loading: 420 kg/m² (78.6 lb/ft²) * Thrust/weight: 0.88 Armament * 1x Gryazev-Shipunov GSh-23L 23 mm cannon with 200 rounds * Two fuselage, two wing glove, and two wing pylons for up to 3,000 kg (6,610 lb) of stores, including: * R-23/24 (AA-7 Apex) * R-60 (AA-8 Aphid) * also, upgraded aircraft may carry: * R-27 (AA-10 Alamo) * R-73 (AA-11 Archer) * R-77 (AA-12 Adder) According to the MiG-23ML manual, the MiG-23ML has a maximun sustained turn rate of 14.1 deg/sec and a maximum instantaneous turn rate of 16.7 deg/sec. The MiG-23ML accelerates from 600 km/h (373 mph) to 900 km/h (559 mph) in just 12 seconds at the altitude of 1000 meters. The MiG-23 accelerates at the altitude of 1 km from the speed of 630 km/h (391 mph) to 1300 km/h (808 mph) in just 30 seconds and at the altitude of 10–12 km will accelerate from Mach 1 to Mach 2 in just 160 seconds.

https://svppbellum.blogspot.com/ In data 22 novembre 2022 il primo F-16 della configurazione Block 70/72 è uscito dalla struttura Lockheed Martin di Greenville, Carolina del Sud, in preparazione per il primo volo all'inizio del 2023. La fabbrica è pronta a costruire almeno altri 128 jet fino alla fine del questo decennio. Il velivolo, destinato al Bahrain, dovrebbe essere accettato dal governo degli Stati Uniti all'inizio del 2023 e sarà sottoposto a test di volo presso la base aeronautica di Edwards, in California, prima di essere consegnato nell'ambito del programma Foreign Military Sales. Ha completato l'assemblaggio finale e il controllo (FACO) e la verniciatura a Greenville il 21 novembre. L'F-16V, denominato anche F-16 Block 70/72, è una nuova versione del Fighting Falcon dotata:  del radar AESA Northrop Grumman AN/APG-83 (derivato dall'AN/APG-80 degli F-16E/F block 60) e conosciuto anche come Radar Scalabile Agile Beam (SABR),  un nuovo computer di missione Raytheon,  un Datalink Link 16,  display moderni nel cockpit,  un sistema di guerra elettronica avanzato  e un sistema di anticollisione a terra.  Questa versione sarà disponibile anche per aggiornamenti di flotte di precedenti block costruttivi. IL PRIMO VOLO DEL BLOCK 70 In data 24 gennaio 2023 Lockheed Martin ha confermato ai media il primo volo dell'F-16 Block 70 nel suo sito di Greenville, nella Carolina del Sud.  Il volo è avvenuto alle 9:17, con i collaudatori Lockheed Martin Dwayne "Pro" Opella e Monessa "Siren" Balzhiser al timone. Il tempo di volo totale è stato di circa 50 minuti e includeva controlli di aeronavigabilità, come controlli del motore, del controllo di volo e del sistema di alimentazione, nonché la gestione di base dell’aeromobile: "Il volo di successo di oggi è una testimonianza del duro lavoro, della dedizione e dell'impegno nei confronti dei nostri clienti e delle loro missioni", ha affermato OJ Sanchez, vicepresidente dell'Integrated Fighter Group, che include il programma F-16. "Questa pietra miliare dimostra l'impegno di Lockheed Martin nel portare avanti questo programma e portare questo velivolo tanto necessario e le sue avanzate capacità di sicurezza del 21° secolo al caccia da guerra". L’F-16 Block 70 è il primo di 16 caccia che sta per essere consegnato al Bahrain. Sei paesi hanno selezionato gli aerei Block 70/72. Oltre all'attuale arretrato ufficiale di 128 velivoli da costruire fino ad oggi a Greenville, la Giordania lo scorso anno ha firmato un contratto per otto cacciabombardieri ed ha firmato per altri quattro jet. Lockheed Martin ha ricevuto un contratto per iniziare le attività a lungo termine in Guiordania. La Bulgaria ha anche firmato per altri otto F-16 Block 70 per la sua flotta. Una volta finalizzati, l'arretrato aumenterà a 148: ”Lockheed Martin è pienamente impegnata a fornire piattaforme di qualità per le missioni critiche dei nostri clienti, e sono molto orgogliosa del nostro team di talento a Greenville", ha affermato Danya Trent, vicepresidente dell'F-16 e responsabile del sito a Greenville: "Questo è il culmine di significativi progressi in termini di sviluppo, progettazione, ingegneria digitale, catena di fornitura e linea di produzione verso una piattaforma già collaudata che continuerà a fornire decenni di servizio a supporto della sicurezza nazionale dei clienti". A proposito dell’F-16 L' F-16 è una scelta strategica e preziosa per molti clienti in tutto il mondo che cercano capacità avanzate di aerei da combattimento di quarta generazione, partnership regionali e mondiali e costi del ciclo di vita accessibili. Più di 3.000 F-16 sono già operativi in 25 paesi. L'F-16 ha effettuato circa 19,5 milioni di ore di volo e almeno 13 milioni di sortite. L'ultima versione odierna, la Block 70/72, offre capacità senza precedenti e sarà utilizzata da almeno cinque paesi a partire dalla metà degli anni '20. A proposito della società Lockheed Martin Con sede a Bethesda, nel Maryland, Lockheed Martin Corporation è una società globale di sicurezza e aerospaziale che impiega circa 114.000 persone in tutto il mondo ed è principalmente impegnata nella ricerca, progettazione, sviluppo, produzione, integrazione e supporto di sistemi, prodotti e servizi tecnologici avanzati. Il tasso di lavoro sui Block 70 in costruzione a Greenville "aumenterà in modo significativo" nell'anno fiscale 2023, raggiungendo un tasso di produzione fino a quattro velivoli al mese, ha affermato un portavoce della società. Cinque paesi sono sotto contratto per il Blocco 70/72: Bahrain, Slovacchia, Bulgaria, Taiwan e "un altro", ha osservato la società. La Giordania ha inoltre firmato una lettera di offerta e accettazione per otto aeromobili; una volta aggiudicato, tale contratto porterà il portafoglio ordini a 136 aeromobili. Anche la Bulgaria ha avviato il processo di acquisto di ulteriori aeromobili. Greenville ha "molti altri jet" in varie fasi di lavoro, ha osservato un portavoce di Lockheed Martin. La società ha ottenuto a gennaio un contratto per consegne a tempo indeterminato e quantità indefinite per un valore fino a 64,3 miliardi di dollari per la produzione di nuovi F-16 per i clienti FMS, nonché per l'aggiornamento di 405 jet in mani straniere alla configurazione F-16V, se tutti i potenziali lavori si materializza. Lockheed Martin ha trasferito la sua linea di produzione di F-16 nella Carolina del Sud da Fort Worth, in Texas, nel 2019 per liberare spazio lì per aumentare le attività di produzione di F-35. Oltre a produrre nuovi F-16, lo stabilimento di Greenville sta eseguendo modifiche e rimontaggi sui vecchi modelli F-16. Gli F-16 marocchini, ad esempio, riceveranno un aggiornamento alla configurazione Block 70/72 nello stabilimento. La società ha affermato che il suo arretrato garantirà la produzione di F-16 nuovi di fabbrica "tra la metà e la fine degli anni '20". Quando Lockheed Martin si è mossa per riavviare la linea F-16 a Greenville, c'è stato un "aumento" nell'interesse di FMS per il jet, ha detto il colonnello Anthony Walker, capo materiale senior, divisione internazionale, presso l'Air Force Life Cycle Management Center. Maggio. Un certo numero di paesi ha richiesto "informazioni dettagliate e richieste di vendite governative", ha affermato. L'USAF ha indicato lo scorso anno che, secondo la sua tabella di marcia per i caccia "4 + 1", prevede di continuare a far volare l'F-16 fino al 2030, assicurando ai potenziali acquirenti una solida pipeline di parti e supporto nel prossimo decennio. L'USAF ha indicato che potrebbe conservare fino a 600 F-16 negli anni '30. Il servizio ha anche apparentemente rinviato i piani per cercare un programma per un nuovo caccia multiruolo, non sofisticato come l'F-35, da chiamare MR-F o MR-X. Quel velivolo avrebbe dovuto avere capacità paragonabili a quelle dell'F-16. Mentre Lockheed Martin è attrezzata per quattro aerei al mese, "stiamo sempre valutando e cercando modi per aumentare la produzione per soddisfare le esigenze dei clienti", ha detto il portavoce. “Nuove tecnologie di ingegneria digitale sono state implementate nella linea di produzione per massimizzare l'efficienza e ridurre i tempi di attesa. Inoltre, abbiamo aggiunto più fornitori per determinati componenti, come la nostra struttura di Johnstown, Pennsylvania, per consentirci di soddisfare le attuali esigenze del programma e le opportunità future per i nuovi F-16 di produzione", ha affermato. Il Block 70 viene commercializzato in paesi che vogliono espandere le loro flotte F-16 esistenti o non sono clienti dell’F-35 più sofisticato e furtivo. La versione più avanzata dell'F-16, la Block 70/72 monta il radar AESA (active electronically-scanned array) APG-83, una nuova suite di guerra elettronica chiamata Viper Shield, un computer di missione più potente, una cabina di pilotaggio aggiornata con più grandi display a colori, incluso lo zoom e la capacità di riorganizzare le informazioni visualizzate, un motore potenziato, capacità per la maggior parte delle armi moderne, serbatoi di carburante conformati e un sistema di ricerca e tracciamento a infrarossi e capacità di targeting pod, collegamenti dati migliorati, navigazione GPS di precisione e un sistema automatico di prevenzione delle collisioni al suolo (GCAS), tra gli altri miglioramenti. Il Block 70/72 ha anche una vita utile strutturale di 12.000 ore, circa il 50% in più rispetto ai precedenti F-16, il che significa che il tipo potrebbe rimanere in servizio fino al 2060 circa. L’US Air Force ha acquistato il suo ultimo nuovo F-16, un modello Block 50, nel 2005. Gli F-16 dell'Air Force stanno ottenendo alcuni dei miglioramenti disponibili nel Block 70, come il radar AESA, ma il servizio ha spostato il suo obiettivo di acquisizione sui nuovi velivoli prima all'F-22 e poi all'F-35. Il servizio ha detto che ritirerà tutti i suoi primi modelli, o "pre-blocco", F-16 nei prossimi anni. La Slovacchia ha in programma di acquisire 70 Block 70/72 e quel paese si è offerto di dare una dozzina dei suoi MiG-29 all'Ucraina. Tuttavia, fonti hanno riferito che l'Ucraina ha cercato di acquistare i propri F-16. Si è discusso di fornire F-16 dalle scorte statunitensi all'Ucraina, ma non sono stati annunciati piani precisi. L'F-16 è nell'inventario operativo della US Air Force dal 1978, quando l'F-16A è entrato in servizio. L'aereo è uno sviluppo del prototipo di caccia YF-16, che vinse la competizione sui caccia leggeri nel 1974. Da allora più di 30 paesi hanno utilizzato l'F-16 e 25 stanno volando su una versione del jet oggi. Sono stati prodotti più di 4.550 F-16. ECCELLENZA IN PRIMA LINEA Il 2 maggio 2011, mentre era di pattuglia vicino alla provincia afgana del Nuristan, il maggiore dell'USAF John Caldwell sbirciò fuori dal tettuccio rigonfio del suo F-16 e non vide altro che il deserto. Tutto sembrava immobile e silenzioso. Nessuna azione. Nessun movimento. E poi, all'improvviso, una scintilla scoppiò in lontananza, quello che sembrava un lampo di mortaio emanato da una vicina montagna. Tutto dopo sembrava muoversi a velocità di curvatura. Caldwell identificò le coordinate dell'esplosione, lanciò il suo F-16 sul segnale e trovò uno sciame di 90 ribelli che tendevano un'imboscata a una piccola squadra di operazioni speciali di forze americane e alleate. Entrò rapidamente in picchiata, mitragliando con il cannone Gatling da 20 mm del suo aereo per creare distanza tra gli insorti e la squadra; tirò su il suo aereo e tornò indietro, sganciando abilmente una bomba JDAM GPS sugli aggressori, neutralizzando l’imboscata. È stato un momento di abilità ed esperienza che è valso a Caldwell una Distinguished Flying Cross e ha evidenziato il mix dinamico di velocità e precisione che ha fatto guadagnare all'F-16 Fighting Falcon il soprannome più comune: Viper! Radar avanzato Il radar avanzato APG-83 AESA di Northrop Grumman fornisce al Block 70/72 capacità radar da caccia di quinta generazione sfruttando la comunanza hardware e software con i radar F-22 e F-35 AESA. Offre una maggiore consapevolezza della situazione, flessibilità e targeting per tutte le condizioni atmosferiche più rapido e fornisce ai piloti dettagli dell'area di destinazione senza precedenti e visualizzazioni di mappe digitali che possono essere personalizzate con funzioni di rotazione e zoom.  Maggiore consapevolezza dello spazio di battaglia Il Block 70/72 è dotato di un nuovo Center Pedestal Display (CPD) ad alta risoluzione, che fornisce immagini tattiche critiche ai piloti e consente loro di sfruttare appieno l'AESA e i dati del pod di puntamento. Il nuovo CPD consente mappe mobili a colori, display della situazione aria-aria più grandi e più facili da gestire, funzionalità di zoom con la possibilità di cambiare le informazioni tra i display, visualizzazione digitale dei dati dello strumento di volo e un display a colori/notturno montato sul casco. L'ulteriore integrazione del Lockheed Martin Sniper® Advanced Targeting Pod e del sistema Legion-ES™ IRST aumenta la consapevolezza della situazione del pilota e migliora la sopravvivenza dei combattenti.  Salvare i piloti di domani Sviluppato da Lockheed Martin, l'Automatic Ground Collision Avoidance System (Auto GCAS) è stato costruito appositamente per prevenire incidenti mortali e ha già salvato la vita a più piloti e F-16 da quando il sistema è entrato in servizio con l'aeronautica americana alla fine del 2014. L'Auto GCAS è progettato per ridurre gli incidenti di quello che è noto come volo controllato sul terreno, o CFIT. Secondo le statistiche della US Air Force, gli incidenti CFIT rappresentano il 26% delle perdite di aeromobili e uno sbalorditivo 75% di tutti i decessi dei piloti F-16. Integrazione delle armi senza pari Lockheed Martin ha più di 36 anni di esperienza nell'integrazione delle armi con l'F-16, consentendogli di essere uno dei caccia multiruolo più versatili di sempre. Nessun altro può eguagliare questa esperienza di integrazione delle armi. In concerto con l'USAF e diversi clienti F-16 Foreign Military Sales, Lockheed Martin ha certificato più di 3.300 configurazioni di trasporto e rilascio per più di 180 tipi di armi e POD.  Capacità strutturali estese   Il Block 70/72 ha una durata strutturale estesa fino a 12.000 ore, oltre il 50% in più rispetto a quella dei precedenti velivoli F-16 di produzione. Ciò significa un jet altamente affidabile e facilmente manutenibile di almeno 40 anni di vita utile per la maggior parte delle forze aeree, senza riparazioni strutturali estese previste per l'intera vita. I serbatoi di carburante conformal forniscono maggiore carburante e maggiore autonomia, senza sacrificare le prestazioni aerodinamiche del jet, insieme a un motore dalle prestazioni migliorate.   Partnership di filiera integrata L'F-16 ha più di 600 fornitori in tutto il mondo. Ad esempio, il sedile eiettabile US18E della Martin-Baker introduce le prestazioni di fuga di quinta generazione nell'F-16. Il sedile include un dispositivo di protezione per il collo e un pannello di supporto per la testa con un paracadute di diametro maggiore IGQ6000, nonché un design modulare per una manutenzione più semplice e un costo del ciclo di vita inferiore. Il General Dynamics F-16 Fighting Falcon L'F-16 Fighting Falcon è un aereo da combattimento multiruolo, monomotore, sviluppato in origine dalla General Dynamics per l'Aeronautica Militare statunitense. Progettato come caccia leggero, si è poi evoluto in velivolo multiruolo con una massima quota raggiungibile di circa 15.000 metri. È stato scelto dalle forze aeree di 25 nazioni. L'F-16 è il più grande progetto occidentale di aereo da combattimento, con gli oltre 4 500 esemplari realizzati dall'inizio della sua produzione nel 1976. Anche se non è più acquistato dall'Aeronautica statunitense, sue versioni più recenti sono ancora prodotte per il mercato estero. Nel 1993, la General Dynamics vendette tutto il comparto relativo alla costruzione di aerei alla Lockheed Corporation che poi si trasformò in Lockheed Martin dopo la fusione nel 1995 con la Martin Marietta. L'USAF pensa di utilizzare l'F-16 fino al 2030. Origine L'Aeronautica e la Marina statunitense all'inizio degli anni '60 conclusero che il futuro del combattimento aereo sarebbe stato determinato da missili sempre più sofisticati. Il "Project Forecast", un tentativo dell'Aeronautica per identificare i futuri sviluppi delle armi, sosteneva fortemente lo sviluppo di aerei da combattimento progettati in modo da essere a lungo raggio e possedere elevate velocità, oltre ad essere equipaggiati con sistemi radar in grado di rilevare e attaccare gli aerei nemici oltre il raggio visivo. Queste caratteristiche avrebbero reso i futuri aerei da combattimento molto simili ad aerei intercettori più pesanti del solito, tecnologicamente sofisticati e maggiormente costosi. All'inizio degli anni '60, sia l'Aeronautica che la Marina impiegavano l'F-4 Phantom II come aereo a lungo e medio raggio, mentre il General Dynamics F-111 all'epoca era ancora in via di sviluppo. L'errata diminuzione di importanza da riservare alle capacità di combattimento a breve distanza (dog-fight) portò alla decisione di non installare i cannoni all'interno del Phantom. La Guerra del Vietnam rivelò alcune mancanze nelle capacità di combattimento degli aerei statunitensi, poiché le prime generazioni di aerei sovietici si dimostrarono più ostici del previsto per i piloti statunitensi. Anche se questi ultimi raggiunsero un tasso abbattimento/perdite migliore, i combattimenti dimostrarono che i missili aria-aria erano decisamente meno affidabili del previsto. Inoltre le regole di ingaggio impedivano nella maggior parte dei casi l'impiego dei missili a lungo raggio, poiché normalmente era richiesta l'identificazione visiva. In queste condizioni i combattimenti si svolgevano a brevi distanze e la manovrabilità degli aerei, unitamente ai missili aria-aria a corto raggio, divenne un fattore decisivo anche per i velivoli intercettori come gli F-102 Delta Dagger. La necessità di una nuova generazione di caccia da superiorità aerea costrinse l'Aeronautica statunitense ad avviare due studi di sviluppo nel 1965: il progetto "Fighter Experimental" (FX), che prevedeva un velivolo a doppio propulsore con ali a geometria variabile e con un peso di circa 27200 kg, e il progetto "Advanced Day Fighter" (ADF), un velivolo leggero con peso di 11300 kg che avrebbe dovuto superare le performance del MiG-21 del 25%. Tuttavia, l'introduzione nel luglio 1967 del MiG-25 'Foxbat', in grado di raggiungere velocità di Mach 3, portò l'Aeronautica americana a scartare il progetto ADF per sviluppare il Fighter Experimental, che produsse l'F-15 Eagle, un velivolo da 18100 kg di peso. In base alle esperienze maturate nella guerra di Corea ed essendo anche un istruttore di volo, all'inizio degli anni '60 il Colonnello John Boyd e il matematico Thomas Christie svilupparono la teoria della "manovra di energia". Quest'ultima considera il mantenimento del valore dell'energia specifica dell'aereo come un vantaggio nel combattimento manovrato. La manovrabilità veniva ad essere, quindi, una condizione necessaria per potersi inserire validamente nel ciclo decisionale dell'avversario, un processo chiamato da Boyd "ciclo OODA" (acronimo per "Osservazione-Orientamento-Decisione-Azione"). Questo approccio enfatizzava lo sviluppo di un velivolo in grado di permettere al suo pilota rapide manovre con repentine modifiche di velocità, quota e direzione. Questi parametri richiedevano un aereo leggero in modo da minimizzare la resistenza e aumentare il rapporto spinta-peso, e delle ali più grandi e con maggiore portanza per minimizzare la resistenza, che in genere tende a ridurre la velocità massima, e un raggio d'azione inferiore, facilmente compensabile con dei serbatoi aggiuntivi sotto le ali. Le teorie di Boyd contribuirono a contenere le dimensioni del progetto dell'F-15, un velivolo molto grande che rischiava di diventare una seconda versione dell'F-111, e venne ipotizzato che l'F-15 dovesse essere complementato da un grande numero di aerei più piccoli. Al termine degli anni '60 Boyd raccolse attorno a sé un gruppo di progettisti che formarono la cosiddetta "cricca del caccia leggero" (in inglese Fighter Mafia). Nel 1969 fu concessa la possibilità di assicurarsi dei fondi per uno studio di convalida dell'integrazione della teoria dell'energia di manovra con analisi del rapporto rischi-benefici. La General Dynamics ricevette 149 000 $ e la Northrop 100 000 $ per sviluppare progetti che implementassero la teoria di Boyd: un aereo da combattimento piccolo, leggero, a basso drag e senza bombe. I progetti delle due aziende aeronautiche furono rispettivamente l'YF-16 e l’YF-17. Programma caccia leggero Anche se i proponenti del progetto FX rimasero ostili al programma poiché era considerato una minaccia al progetto F-15, il concetto ADF (Advanced Day Fighter), ridenominato F-XX, guadagnò il supporto politico del Segretario della Difesa David Packard, che era favorevole all'idea di sviluppare dei prototipi concorrenti. Di conseguenza, nel maggio 1971 venne formato il gruppo di studio per il prototipo, con a capo Boyd, e due delle sei proposte vennero finanziate. Una di esse era il prototipo Lightweight Fighter (LWF - Caccia leggero). Le specifiche, inviate il 6 gennaio 1972, richiedevano un velivolo da 9100 kg, ottimizzato per il combattimento aria-aria a velocità di Mach 0,6 - 1,6 e altitudini di 9150 – 12200 m, con elevate capacità di accelerazione. Infatti, i futuri combattimenti, secondo le previsioni dell'Aeronautica, si sarebbero dovuti svolgere in base a questi parametri. Le previsioni erano basate sullo studio dei risultati della guerra aerea sul Vietnam, della Guerra dei sei giorni e delle guerre Indo-Pakistane. Il costo previsto per la produzione di un prototipo era di 3 milioni di dollari. Questo piano di sviluppo era solo indicativo e l'Aeronautica statunitense non era vincolata all'acquisto dell'aereo. Il vincitore della sfida venne annunciato nel maggio 1975. Cinque aziende aeronautiche risposero alle richieste e nel marzo 1972 vennero annunciati i vincitori per lo sviluppo di un prototipo: il modello 908-909 della Boeing e il modello 401 della General Dynamics. Dopo ulteriori analisi venne declassata la proposta della Boeing, ponendo come secondo prototipo il modello P-600 della Northrop. La General Dynamics e la Northrop vinsero dei contratti di 37,9 e 39,8 milioni di dollari per produrre i prototipi YF-16 e YF-17, con i primi voli di prova pianificati per l'inizio del 1974. Per superare le resistenze nelle gerarchie dell'Aeronautica, la 'cricca del caccia leggero' e tutti gli altri proponenti del programma LWF appoggiarono con successo l'idea di impiegare questi velivoli come complemento ad aerei più pesanti e costosi, per avere in futuro delle unità aeree miste. Il concetto di "alto-costo/basso-costo" fu accettato ampiamente quando i prototipi iniziarono i voli e così la teoria di Boyd, definendosi come la più appropriata, finì per fissare definitivamente la relazione tra gli F-15 e gli F-16, ed in seguito, quella tra l'F-22 Raptor e l'F-35 Lighting II. Prototipo Il primo volo dell'YF-16 fu compiuto il 20 gennaio 1974, della durata di 90 minuti presso l'Air Force Flight Test Center della base di Edwards in California. Il primo volo supersonico venne compiuto tre giorni dopo, e il secondo prototipo fece il primo volo il 9 maggio. Successivamente iniziarono i voli dei prototipi YF-17, il 9 giugno e il 21 agosto 1974. In totale, i prototipi YF-16 effettuarono 330 voli e 417 ore di volo, mentre gli YF-17 effettuarono 268 voli. Air Combat Fighter competition Il progetto LWF diventò un serio progetto di acquisizione da parte dell'Aeronautica grazie alla convergenza di tre fattori. Innanzitutto, quattro Paesi alleati degli Stati Uniti in ambito NATO (Belgio, Paesi Bassi, Danimarca e Norvegia) erano alla ricerca di un sostituto dell'F-104G. Tale aereo doveva poter essere prodotto su licenza dalle industrie aeronautiche europee, come era stato in precedenza per l'F-104G. All'inizio del 1974, fu raggiunto un accordo con gli Stati Uniti, in virtù del quale, se l'Aeronautica statunitense avesse ordinato l'aereo vincitore della competizione LWF, anche i suddetti Stati europei avrebbero considerato l'acquisto di svariati esemplari. Secondariamente, anche se la USAF non era particolarmente interessata ad un aereo da combattimento complementare, era però necessario iniziare la sostituzione dei cacciabombardieri F-105 Thunderchief. In terzo luogo, il Congresso degli Stati Uniti, per razionalizzare le spese per la difesa, stava cercando di raggiungere una maggiore convergenza negli approvvigionamenti di velivoli per l'Aeronautica e la Marina. Fu così che nell'agosto 1974 il Congresso reindirizzò i fondi del programma VFAX della Marina verso un nuovo programma chiamato Navy Air Combat Fighter, che aveva lo scopo di sviluppare una variante caccia-bombardiere del progetto LWF per la Marina. La tempistica degli approvvigionamenti venne guidata dalle necessità dei quattro Paesi alleati, che formarono il "Multinational Fighter Program Group" e che fecero pressioni sugli Stati Uniti per prendere una decisione entro il dicembre 1974. L'Aeronautica USA aveva pianificato di annunciare il vincitore della competizione LWF nel maggio 1975, ma fu anticipata all'inizio dell'anno e venne,così, velocizzata la fase dei test in volo. Per rispettare questo nuovo e maggiore impegno, unitamente alla decisione di sviluppare una variante cacciabombardiere per la Marina, il programma LWF venne trasformato in una competizione, annunciata dal segretario della difesa James R. Schlesinger nell'aprile 1974 con il nome di ACF (Air Combat Fighter - "caccia da combattimento aereo"). Schlesinger chiarì che il nuovo aereo sarebbe stato "multiruolo" e si sarebbe aggiunto all'F-15 senza fargli alcuna concorrenza, e in questo modo fu posta fine all'opposizione al progetto F-15. L'annuncio della competizione ACF aumentò gli interessi della General Dynamics e della Northrop, poiché entrarono in gioco altri concorrenti con la seria intenzione di assicurarsi ordini molto redditizi. Tra questi vi erano il Dassault Dassault Mirage F1, il SEPECAT Jaguar e una variante del Saab 37 Viggen chiamata "Saab 37E Eurofighter" (che non deve essere confuso con il successivo Eurofighter Typhoon). Northrop affiancò un altro progetto chiamato P-350 Cobra, molto simile all'YF-17. Il Jaguar e il Cobra vennero scartati, lasciando come candidati gli altri due aerei europei e i due progetti statunitensi. L'11 settembre 1974 l'Aeronautica statunitense confermò le intenzioni di effettuare un ordine in grado di equipaggiare cinque stormi di caccia tattici (tactical fighter wings). Il 13 gennaio 1975 il Segretario dell'Aeronautica John L. McLucas annunciò la vittoria del YF-16. Le ragioni principali furono i costi operativi inferiori, un maggiore raggio d'azione e le prestazioni di manovra, significativamente migliori di quelle dell'YF-17, specialmente a velocità transoniche e supersoniche. I test in volo rivelarono che l'YF-16 possedeva una migliore accelerazione, una maggiore velocità variometrica, una minore resistenza aerodinamica e (tranne attorno alla velocità di Mach 0,7) una minore imbardata. Un altro vantaggio era costituito dall'impiego del propulsore Pratt & Whitney F100, lo stesso dell'F-15, che permetteva di diminuire i costi unitari del turbofan per entrambi i programmi. Poco dopo la selezione dell'YF-16, il segretario McLucas rivelò che l'Aeronautica stava pianificando l'acquisto di un numero di esemplari di produzione compreso tra 650 e 1400 unità. Inizialmente vennero ordinati 15 aerei "Full-Scale Development" (11 monoposto e 4 biposto) per i programmi dei test, ma successivamente il numero venne ridotto a 8. Tuttavia, la US Navy annunciò a sorpresa il 2 maggio 1975 la sua decisione di non acquistare la versione navale dell'F-16 perché al suo posto avrebbe sviluppato un aereo derivato dall'YF-17, ma di maggiori dimensioni, che diventò poi il McDonnell Douglas F/A-18 Hornet. Produzione La produzione degli F-16 iniziò nella fabbrica della General Dynamics a Fort Worth, in Texas nel tardo 1975, con il primo esemplare (un F-16 A) terminato il 20 ottobre 1976, che effettuò il primo volo l'8 dicembre. Il primo modello a due posti (F-16 B) compì il primo volo l'8 agosto 1977. La prima serie di produzione dell'F-16A volò per la prima volta il 7 agosto 1978 e fu consegnata all'USAF il 6 gennaio 1979. Al velivolo venne dato il nome "Fighting Falcon" ("falco da combattimento") ed entrò in servizio operativo il 1º ottobre 1980 nel 388° Tactical Fighter Wing sulla base aerea di Hill, nello stato dello Utah. L'aereo venne offerto anche a tutti gli altri Paesi alleati della NATO e fece la sua prima apparizione in Europa durante la manifestazione aerea di Parigi del 1975. Il consorzio dei quattro iniziali Stati europei acconsentì all'acquisto di 348 esemplari, ponendo però la condizione che i velivoli venissero assemblati in Belgio e che la costruzione di alcune parti del caccia venisse subappaltata ad aziende aeronautiche del vecchio continente. Inizialmente furono costruite due versioni dell' F-16, l' F-16A monoposto da combattimento e l' F-16B biposto per l'addestramento operativo. Il primo fece il suo primo volo ufficiale nel dicembre del 1976 e venne assegnato alla prima unità operativa delle forze aeree statunitensi nel gennaio del 1979. Contemporaneamente venne anche assegnato alle forze aeree del Belgio, rappresentando di fatto il primo caso di velivolo distribuito contemporaneamente sia negli Stati Uniti, sia all'estero. Il modello B biposto venne adattato alle necessità dell'addestramento operativo ampliando l'abitacolo e rinunciando parzialmente alla capacità dei serbatoi. Normalmente l'allievo siede anteriormente davanti al cockpit, mentre l'istruttore trova posto alle sue spalle. Negli anni ottanta le versioni A e B vennero rimpiazzate da quelle C e D che presentavano delle migliorie sia nel comparto motore, sia nell'avionica. Ulteriori e continui aggiornamenti si susseguirono nel corso degli anni, tutti riconoscibili dall'indicazione del numero di Block che contraddistingue le varie serie. Dal 1993, anno in cui la General Dynamics cedette l'attività aeronautica alla Lockheed Martin, l'aereo viene prodotto con questo nuovo marchio. Le versioni E e F sono state introdotte all'inizio del 2000. Nel 2013 la Boeing è riuscita a far volare un F-16, fermo da 15 anni, senza un pilota a bordo. Questo test è stato effettuato per verificare se tale velivolo può essere utilizzato come UAV. Il decollo è avvenuto da una base in Florida e poi il volo ha proseguito per il golfo del Messico.
Nel 2017 l'F-16 Falcon è stato collaudato con successo dall'Aviazione degli Stati Uniti per il trasporto delle bombe nucleari all'idrogeno B61. Analisi del progetto L'F-16 è un aereo tattico multiruolo supersonico a singolo propulsore, progettato per essere un velivolo relativamente economico da impiegare per molti tipi di missione e mantenere la prontezza di intervento. È più piccolo e leggero dei suoi predecessori, ma impiega soluzioni aerodinamiche e sistemi avionici avanzati, tra cui il primo impiego di un sistema Fly-by-wire, per aumentare le prestazioni nelle manovre. Molto agile, l'F-16 può raggiungere manovre a 9 g ed una velocità massima superiore a Mach 2. È equipaggiato con un cannone da 20 mm M61 Vulcan, situato nella radice dell'ala sinistra, e i primi modelli potevano caricare fino a sei missili aria-aria a ricerca di calore AIM-9 Sidewinder, tra cui un singolo missile montato su un aggancio all'estremità di ogni ala. Alcuni varianti possono impiegare i missili aria-aria a guida radar AIM-7 Sparrow, mentre i modelli più recenti possono equipaggiare gli AIM-120 AMRAAM. Inoltre possono esser caricati altri tipi di missile aria-aria, un'ampia varietà di missili aria-terra, razzi o bombe, contromisure elettroniche, pod di navigazione, di identificazione del bersaglio o pod di armamento. Undici agganci sotto le ali e la fusoliera possono alloggiare dei serbatoi di carburante aggiuntivi. Configurazione generale L'F-16 è stato progettato per essere meno costoso e con una manutenzione molto più semplice rispetto ai suoi predecessori. La fusoliera è costituita per l'80% da una lega di alluminio aeronautico, per l'8% da acciaio, per il 3% da materiali compositi e per l'1,5% da titanio. Le superfici di controllo di volo, come i flap, gli alettoni e le pinne ventrali sono state costruite impiegando elementi con struttura a nido d'ape in alluminio con rifinitura di resina epossidica rinforzata da grafite. L'F-16 possiede 228 pannelli di accesso, sparsi su tutto l'aereo, l'80% dei quali può essere raggiunto dai tecnici senza il ricorso a cavalletti. Il numero dei punti di lubrificazione, di connettori delle linee di alimentazione e dei moduli sostituibili è stato notevolmente ridotto. Anche se il programma LWF dell'Aeronautica statunitense richiedeva una vita strutturale del velivolo di sole 4000 ore di volo e il raggiungimento di 7,33 g con l'80% del carburante, gli ingegneri della General Dynamics decisero fin dall'inizio di progettare un velivolo con almeno 8000 ore di volo come vita utile e il raggiungimento di 9 g con il pieno di carburante. Tuttavia, nell'evoluzione del progetto, l'aggiunta di ulteriori sistemi comportò un aumento del peso massimo al decollo e di conseguenza alcune modifiche furono introdotte per irrobustire la struttura. Controlli di volo Stabilità statica negativa L'F-16 fu il primo aereo intenzionalmente progettato per essere leggermente instabile da punto di vista aerodinamico. Questa tecnica, chiamata stabilità statica rilassata, fu impiegata per migliorare ulteriormente le prestazioni di manovra dell'aereo. La maggior parte degli aerei è progettata con stabilità statica positiva, che fa recuperare l'assetto precedente del velivolo a seguito di una variazione. Tuttavia, la stabilità positiva ostacola la manovrabilità, poiché la tendenza a mantenere l'assetto si oppone agli sforzi del pilota che invece lo vuole modificare; d'altro lato, un aereo con stabilità negativa, in assenza di controlli, si allontana velocemente da un volo rettilineo e livellato. Per questo motivo, un aereo con stabilità negativa sarà maggiormente manovrabile, ma dovrà essere costantemente mantenuto sotto controllo. A velocità supersonica un tale aereo possiede una stabilità maggiore a causa delle forze aerodinamiche, mentre a velocità subsonica l'aereo è sempre sull'orlo di perdere il controllo. Fly-by-wire Per controllare la tendenza dell'aereo ad allontanarsi da un assetto stabile ed evitare al pilota la necessità di controbilanciare costantemente con la cloche, l'F-16 possiede un sistema fly-by-wire a quattro canali. Il computer per il controllo del volo, componente chiave del sistema, rileva i comandi del pilota dalla cloche e dal timone e comanda le superfici di controllo del volo per produrre la manovra desiderata senza perdere il controllo del velivolo. Il computer effettua ogni secondo migliaia di rilevazioni dell'assetto ed effettua correzioni automatiche per controbilanciare le deviazioni dal percorso di volo che non sono state inviate dal pilota, permettendo così un volo stabile. L'aforisma che circola tra molti piloti di F-16 è: "Non piloti un F-16: è lui che ti pilota". Il computer incorpora una serie di limitatori che governano i movimenti nei tre assi principali (imbardata, beccheggio e rollio), in base all'assetto dell'aereo, alla velocità e all'angolo di attacco, impedendo i movimenti delle superfici di controllo che potrebbero generare delle instabilità come una "derapata" o una "scivolata", oppure aumentare eccessivamente l'angolo di attacco fino ad entrare in stallo. I limitatori inoltre impediscono di raggiungere accelerazioni superiori al limite di 9 g. A differenza dell'YF-17, che possedeva un sistema di controllo fly-by-wire, con impianti idromeccanici di riserva, i progettisti dell'F-16 presero la decisione innovativa di eliminare ogni connessione meccanica tra i comandi e le superfici di controllo aerodinamiche. Il controllo di volo, affidato solo all'elettronica e ai cavi, fece guadagnare all'F-16 il nomignolo di "jet elettrico". La ridondanza quadrupla permette una degradazione dolce nella risposta dei comandi di volo nel caso un canale sia malfunzionante. Mentre nelle varianti A/B il sistema era affidato a componenti elettroniche di tipo analogico, a partire dai modelli F-16 C/D Block 40 venne sostituito da un sistema digitale. Abitacolo Dalla prospettiva del pilota, una delle caratteristiche più evidenti dell'F-16 è l'eccezionale visuale dall'abitacolo, caratteristica vitale durante il combattimento aria-aria. Il tettuccio in policarbonato a prova di impatto con i volatili, fornisce una visuale a 360°, con 40° gradi verso il basso dai lati e 15° verso il basso sul davanti (in confronto ai 12-13° dei predecessori); il seggiolino eiettabile del pilota è montato in posizione più elevata. Inoltre, il tettuccio è costruito come un pezzo singolo, senza giunture o connessioni tra le parti che possano impedire la buona visuale del pilota. Solo nelle versioni a due posti è presente un elemento di rinforzo che crea un'interruzione, necessaria a causa della lunghezza del tettuccio. Il sedile ACES II è reclinato all'indietro di 30° per migliorare la tolleranza dei piloti alle alte forze di accelerazione, diminuendo la probabilità di perdere conoscenza. Questa configurazione deve essere tuttavia associata all'uso di un poggiatesta al fine di evitare dolori o traumi al collo. Successivamente i progettisti del sedile hanno diminuito l'angolo a 20°. Il pilota fa volare il velivolo principalmente attraverso un joystick montato sul poggiabraccio di destra (invece della comune posizione centrale), e una manetta per il propulsore nella parte sinistra. Sono presenti pedali convenzionali per il timone. Per migliorare il controllo del pilota in manovra ad alti g, molti controlli sono stati raggruppati e resi accessibili sui due gruppi di controllo posizionati su entrambi i lati con sistema HOTAS (Hands On Throttle And Stick). Una leggera pressione della mano sul controllo provoca la trasmissione dei segnali elettrici attraverso il sistema fly-by-wire alle varie superfici di controllo. Inizialmente il joystick era fisso, ma questa soluzione si rivelò scomoda e difficile da gestire per i piloti, quindi venne inserito una certa quantità di "gioco" sulla manopola. Dalla loro introduzione nell'F-16, i controlli HOTAS sono diventati standard nei moderni aerei da combattimento. L'abitacolo possiede un display a testa alta (head up display - HUD), che proietta le informazioni di volo e di combattimento attraverso icone e simboli di fronte al pilota, senza ostruirne la visuale. Potendo tenere la testa sopra la linea dell'abitacolo, questo sistema migliora la consapevolezza da parte del pilota di quello che sta succedendo attorno a lui. Dai modelli del Block 52 è possibile impiegare il sistema JHMCS della Boeing per il lancio di missili aria-aria con controllo del puntamento dalla visiera dell'elmetto. Questo sistema permette al pilota di mirare il missile direttamente nella direzione della sua testa - anche fuori dalla visuale dell'HUD. Il primo impiego operativo del JHMCS fu nella Guerra d'Iraq. Il pilota ottiene le informazioni sul volo e sullo stato dei sistemi dai display multifunzione. Il display di sinistra è quello primario e mostra generalmente mappe e rilevazioni radar, quello di destra è il display di sistema, che mostra le informazioni fondamentali sul propulsore, sul carrello di atterraggio, sulle impostazioni dei flap e degli slat, la quantità di carburante e lo stato delle armi. Inizialmente i modelli F-16 A/B possedevano un singolo display monocromatico a tubo catodico (CRT), mentre le informazioni di sistema erano fornite da una serie di indicatori tradizionali. Questi display CRT vennero sostituiti da display a cristalli liquidi a colori, a partire dal Block 50/52. Gli esemplari appartenenti al Block 60 possiedono tre display a colori programmabili e interscambiabili, dotati della funzionalità "picture-in-picture", in grado di sovrapporre le informazioni tattiche sulla mappa. Radar La versione F-16 A/B era originalmente equipaggiata con il radar Westinghouse (ora Northrop Grumman) AN/APG-66. L'antenna ad array era sufficientemente compatta da essere contenuta nel relativamente piccolo muso dell'aereo. Possedeva quattro frequenze operative all'interno della banda X (8-12 GHz), e forniva quattro modalità di combattimento aria-aria e sette modalità aria-terra, anche di notte o con maltempo. La versione successiva del radar, l'APG-66(V) 2, equipaggiata a partire dal Block 15, aggiunse un nuovo e più potente processore, migliore affidabilità e un range aumentato in ambienti disturbati o in presenza di contromisure radar. Il programma di aggiornamento lo sostituì con la versione successiva, chiamata APG-66(V) 2A, con un ulteriore aumento di velocità e di memoria. A partire dai modelli F-16 C/D Block 25 venne introdotta l'evoluzione dell'AN/APG-66, chiamata AN/APG-68. Questo radar possedeva un maggiore range e una migliore risoluzione, 25 modalità di funzionamento, tra cui la mappatura del terreno, la rilevazione di bersagli a terra in movimento, di bersagli in mare e la funzionalità track-while-scan che permetteva di gestire fino a dieci bersagli. Dal Block 40/42, il modello APG-68(V) 1 ha aggiunto piena compatibilità con i pod LANTIRN e una modalità high PRF pulse Doppler per fornire una illuminazione del bersaglio adatta all'impiego di missili Semi-active radar homing (SARH), come l'AIM-7 Sparrow. Dal Block 50/52 venne inizialmente impiegato il più affidabile APG-68(V) 5, con un DSP costruito con tecnologia VHSI. I successivi Block 50+/52+ ricevettero la versione APG-68(V) 9, con un range ulteriormente aumentato del 30%, una modalità ad apertura sintetica per la mappatura ad alta risoluzione e per l'individuazione ed il riconoscimento dei bersagli. Nell'agosto 2004 la Northrop Grumman ricevette un contratto per iniziare l'aggiornamento dei radar APG-68 degli aerei appartenenti ai Block 40/42/50/52 alla versione (V) 10, che possiede un sistema autonomo di rilevazione dei bersagli per l'impiego di armi di precisione guidate dal GPS. La versione F-16 E/F è equipaggiata con il radar AN/APG-80. Raytheon annunciò nel luglio 2007 che stava sviluppando un nuovo radar chiamato Raytheon Next Generation Radar (RANGR), basato sul precedente AN/APG-79, come candidato alternativo ai radar AN/APG-68 e AN/APG-80 per i nuovi esemplari di F-16 e l'aggiornamento di quelli già prodotti. Il 1º novembre 2007 la Boeing selezionò questo progetto nell'ambito del programma di ammodernamento dei sistemi radar dell'Aeronautica. Nel 2022 l'US Air Force stava facendo installare il nuovo radar AESA AN/APG-83 SABR su 608 dei suoi caccia F-16C/D Block 40-42 e Block 50-52. Struttura La cellula ha una struttura abbastanza semplice e tradizionale, anche se molto leggera. La presa d'aria è semplice e senza sistema di variazioni del flusso all'entrata. Oltre a questo, le ali sono a delta molto allungato con le rotaie di lancio all'estremità. Hanno grandi estensioni chiamate LERX (Leading Edge Root Extension - estensioni alla radice del bordo d'attacco) sul bordo d'attacco per incrementare la maneggevolezza. La coda è singola, ma la stabilità direzionale è aiutata da due pinne ventrali. Il carico utile è di circa 5 tonnellate, teoricamente 9 (in questo caso non potrebbe essere effettuato alcun carico di carburante senza superare il massimo peso al decollo). Siccome l'ala, per lasciare abbastanza spazio, ha una posizione intermedia, il carrello d'atterraggio è sistemato nella fusoliera ed ha carreggiata stretta. L'avionica comprende, oltre ai sistemi summenzionati, un ricevitore di allarme radar della serie ALR, radar-altimetro, radio UHF/VHF, IFF ed altro ancora, tra cui la predisposizione per pod ECM quali l'ALQ 119, ALQ 131 e ALQ 184. Alcune macchine, come quelle norvegesi, hanno un sistema di disturbo radar compreso nella dotazione interna. I lanciatori di inganni radar (decoy) trovano posto all'esterno della fusoliera. I modelli recenti hanno il sistema di navigazione-attacco LANTIRN, oppure il sistema di identificazione radar migliorato per le missioni SEAD (soppressione delle difese aeree). A parte questo, tutti gli strumenti sono stati via via aggiornati, inclusi gli schermi multifunzione, il radar, il sistema passivo, comunicazioni, la predisposizione per i missili Sparrow e AMRAAM. Propulsore Inizialmente venne selezionato il propulsore turboventola Pratt & Whitney F100-PW-200, una versione leggermente modificata del modello F100-PW-100 impiegato dall'F-15. Con una spinta di 106,0 kN, venne impiegato fino al Block 25. Gli esemplari del Block 15 facevano parte di un aggiornamento chiamato Operational Capability Update, che introdusse il modello F100-PW-220, in grado di generare una spinta di 105,7 kN. Quest'ultimo propulsore venne impiegato anche nella produzione dei velivoli Block 32 e 42. Anche se la nuova versione non forniva una differenza sostanziale nella spinta, il suo vantaggio era l'impiego di un componente chiamato DEEC (Digital Electronic Engine Control) con il compito di controllare il propulsore, aumentandone l'affidabilità e riducendo il rischio di stalli. La versione F-100-PW-200 aveva infatti a volte la spiacevole tendenza ad entrare in stallo, con la necessità di una riaccensione in volo del propulsore. Il nuovo modello entrò nella linea di produzione degli F-16 nel 1988, e sostituì il modello F100-PW-100 utilizzato negli F-15. Molti esemplari con il modello 220, a partire dal Block 25, vennero aggiornati da metà 1997 alla versione F100-PW-220E, capace di una affidabilità ulteriormente migliorata e una ridotta manutenzione come, ad esempio, la diminuzione del 35% del tempo impiegato per rimuovere il propulsore. Lo sviluppo del modello 220E fu il risultato del programma dell'aeronautica statunitense chiamato Alternate Fighter Engine (informalmente nota come "la grande guerra dei motori"), dove fece l'ingresso la General Electric. Il propulsore proposto da questo produttore, il motore turboventola F110-GE-100, richiedeva tuttavia la modifica della presa d'aria del velivolo. Infatti, mantenendo la presa d'aria originale, il propulsore soffriva di una diminuzione nella spinta massima da 128,9 kW a 114,5 kN (Per capire quale propulsore viene montato, gli esemplari con numero di Block che termina con "0", come il Block 30, montano il propulsore della General Electric, mentre quelli il cui numero termina con "2" impiegano il propulsore della Pratt & Whitney). Ulteriori sviluppi di questi motori da parte dei produttori, all'interno del programma Increased Performance Engine, portò alla produzione del modello F110-GE-129 con spinta di 131,6 kN (a partire dal Block 50) e il modello F100-PW-229 da 129,4 kN (a partire dal Block 52). Dei 1 446 F-16 C/D ordinati dalla USAF, 556 erano spinti dal F100 e 890 dall'F110. Gli esemplari del Block 60, in dotazione agli Emirati Arabi Uniti, sono alimentati dal modello F110-GE-132, che sviluppa 144,6 kN ed è il più potente motore montato sull'F-16. Varianti principali F-16 A/B Le versioni F-16A (posto singolo) e F-16B (doppio posto) vennero inizialmente equipaggiate con un radar AN/APG-66, un propulsore F100-PW-200 della Pratt & Whitney (64,9 kN / 106,0 kN con postbruciatore). Queste versioni includono i Block 1, 5, 10, 15, 20. La USAF acquistò 674 F-16 A e 121 F-16B, la cui consegna venne terminata nel 1985. Il costo unitario era 14,6 milioni di $ (valuta del 1992). Mentre le differenze tra gli esemplari dei Block 1, 5, 10 erano ridotte, gli aerei appartenenti al Block 15 ricevettero degli aggiornamenti significativi, tra cui stabilizzatori orizzontali maggiorati, la nuova versione AN/APG-66(V) 2 del radar e una strumentazione radio Have Quick II in banda UHF. Il Block 15 è stata la variante più numerosa, con 983 esemplari prodotti. Il Block 20 introdusse alcune migliorie appartenenti alla versione F-16 C/D, tra cui la versione AN/APG-66(V) 3 del radar, la capacità di impiegare i missili AGM-45 Shrike, AGM-84 Harpoon e AGM-88 HARM, oltre alla possibilità di impiego di pod di navigazione LANTIRN e di individuazione del bersaglio. Anche i computer vennero significativamente aggiornati rispetto a quelli dei Block precedenti. F-16 C/D Le versioni F-16C (posto singolo) e F-16D (biposto) entrarono in servizio nel 1984. Il Block 25 fu il primo ad appartenere a questa versione. Le differenze con quella precedente erano una migliore capacità di impiego in qualunque condizione atmosferica e la possibilità di utilizzare i missili "oltre il raggio visivo" aria-aria AIM-7 e AIM-120. Con il Block 25 venne migliorata l'avionica dell'abitacolo, il radar AN/APG-68. Inoltre, gli esemplari vennero equipaggiati con il nuovo propulsore F100-PW-200, successivamente aggiornato alla versione F100-PW-220E. Vennero consegnati un totale di 209 esemplari Block 25. Il costo unitario era di 18,8 milioni di $ (valuta del 1998). Con i Block 30/32 venne implementato il progetto Alternative Fighter Engine, con l'introduzione per la prima volta del propulsore General Electric F110-GE-100, oltre al consueto propulsore Pratt & Whitney. A partire dal Block 30 si decise di utilizzare il propulsore GE mentre il propulsore P&W si decise di installarlo nei Block il cui numero terminava con "2" (ad esempio Block 32). Gli aerei del Block 30 entrarono in servizio nel 1987. Le differenze principali erano la possibilità di impiego dei missili AGM-45 Shrike, AGM-88 HARM, e AIM-120. Dal Block 30D vennero utilizzati delle prese d'aria maggiorate (chiamate Modular Common Inlet Duct) per il propulsore GE. Vennero prodotti 733 esemplari appartenenti al Block 30/32. Nel 1988 entrò in servizio il Block 40/42, una versione migliorata con possibilità di impiego in ogni condizione atmosferica e di notte; non ufficialmente venne chiamato F-16 CG/DG e le sue capacità notturne gli fecero guadagnare il soprannome di "Night Falcon". Tra le altre modifiche, un aggancio rinforzato e maggiorato per i pod LANTIRN, un radar migliorato e un ricevitore GPS. Dal 2002, il Block 40/42 aumentò la varietà delle armi disponibili, con l'aggiunta di JDAM, AGM-154 Joint Standoff Weapon, Wind Corrected Munitions Dispenser e le bombe GBU-27 Paveway III. Vennero consegnati 615 esemplari. Nel 1991 entrò in servizio il Block 50/52, equipaggiato con un ricevitore GPS/INS migliorato e la possibilità di trasportare ulteriori missili. Il Block 50+/52+ venne consegnata all'aeronautica greca nell'aprile 2003. Le differenze principali sono l'impiego del radar APG-68(V) 9, un generatore di ossigeno di bordo e il casco JHMCS. F-16 E/F Le versioni F-16E (monoposto) e F-16F (biposto) sono le più recenti, non sono in dotazione all'USAF e sono destinate unicamente all'esportazione. Originalmente la sigla F-16 E/F doveva essere assegnata ai velivoli derivati dal General Dynamics F-16XL. Questo prototipo tuttavia fu accantonato dalla selezione dell'F-15E Strike Eagle nel 1984. Il Block 60 doveva essere riservato per la produzione della pianificata versione CAS (supporto aereo ravvicinato) A-16, ma il suo sviluppo venne cancellato. La variante F-16 E/F appartiene ad una versione speciale sviluppata per gli Emirati Arabi Uniti, ed è chiamata non ufficialmente "Falcone del Deserto". Il Block 60 è basato sui modelli F-16 C/D Block 50/52 e possiede un radar e un'avionica migliorata. È stato venduto solo agli Emirati Arabi. Gli aggiornamenti comprendono il radar AN/APG-80, che fornisce al velivolo la capacità di tracciare e distruggere simultaneamente bersagli aerei e terrestri. Il propulsore è il General Electric F110-GE-132, un aggiornamento del modello 129 ed in grado di sviluppare 144 kN. Gli armamenti sono compatibili con quelli del Block 50/52, oltre ai missili AIM-132 ASRAAM, AGM-84E SLAM. Il bus MIL-STD-1553 è stato sostituito con un bus dati MIL-STD-1773 a fibre ottiche, in grado di trasferire una quantità di dati 1000 volte superiore. Gli Emirati Arabi hanno investito circa 3 miliardi di $ per lo sviluppo del Block 60, in cambio di una percentuale nelle vendite dei modelli Block 60 alle altre nazioni. Per la prima volta, un modello destinato all'esportazione aveva caratteristiche superiori rispetto a quelle in dotazione all'USAF[70]. Il costo unitario è pari a 26,9 milioni di dollari (valuta del 2005). F-16V Block 70/72 L'F-16V, denominato anche F-16 Block 70/72, è una nuova versione del Fighting Falcon dotata del radar AESA Northrop Grumman AN/APG-83 (derivato dall'AN/APG-80 degli F-16E/F block 60) e conosciuto anche come Radar Scalabile Agile Beam (SABR), un nuovo computer di missione Raytheon, un Datalink Link 16, display moderni nel cockpit, un sistema di guerra elettronica avanzato e un sistema di anticollisione a terra. Questa versione sarà disponibile anche per aggiornamenti di flotte di precedenti block costruttivi. QF-16 FSAT Il 4 maggio 2012 ha effettuato il primo volo a sul NAS Cecil Field di Jacksonville (Florida) il primo QF-16 FSAT (Full Scale Aerial Target). Si tratta della conversione, effettuata da Boeing per conto dell'USAF, di vecchi esemplari di F-16, ritirati dal servizio, in aerei bersaglio a pilotaggio remoto utilizzati per sperimentare armi e sistemi difensivi. ….Gli attuali eventi storici ci devono insegnare che, se vuoi vivere in pace,  devi essere sempre pronto a difendere la tua Libertà…. La difesa è per noi rilevante poiché essa è la precondizione per la libertà e il benessere sociale. Dopo alcuni decenni di “pace”, alcuni si sono abituati a darla per scontata: una sorta di dono divino e non,  un bene pagato a carissimo prezzo dopo innumerevoli devastanti conflitti.… …Vorrei preservare la mia identità, difendere la mia cultura, conservare le mie tradizioni. L’importante non è che accanto a me ci sia un tripudio di fari, ma che io faccia la mia parte, donando quello che ho ricevuto dai miei AVI, fiamma modesta ma utile a trasmettere speranza ai popoli che difendono la propria Patria! (Fonti: https://svppbellum.blogspot.com/, Web, Google, Airandspaceforces, Lockheed Martin Corporation, Wikipedia, You Tube)