F-16A and F-16B Blocks 1 through 20

Block 1
  F-16B Block 1 J-259
When this picture was taken during the Royal Netherlands Air Force Open Day in September 1979, F-16B J-259, a Block 1 two-seater had only been delivered three months earlier and was still gleaming new. It's fin bears the badge of 322 sq, the Leeuwarden based unit which at the time still flew F-104G Starfighters. Block 1 F-16's, the initial production version, can be distinguished by their black nose radomes. The coating that gives F-16 nose radomes their grey colour was not available at the time. At least in the Royal Netherlands Air Force, black noses did not last long and had mostly vanished by 1983. Production totalled just 94 aircraft, including this first of all Dutch F-16's, J-259. After almost two decades of service,it ended it's days as an instructional airframe.

Twenthe, 15 September 1979.

 

Block 5 and Block 10

 
F-16A Block 10 J-252
Differences between these sub-variants and the Block 1 were small and limited to internal changes. Suffice to say that from Block 5 (197 new built) onwards, the black nose radome was introduced. A common feature of Blocks 1 through 10 (312 new built) was the UHF blade aerial mounted beneath the air intake and the squared off horizontal stabilizers. The trailing edges of these stabilizers lay flush with the trailing edges of the speedbrakes in their closed positions.

The UHF antenna is clearly visible in this picture. The squared-off tailplane is more difficult to see in profile, but in plan view it is very prominent. Many Block 1 and 5 Vipers were modified to Block 10 standard.

Volkel, 14 april 1982.

 

Block 15

 
The Block 15 F-16A/B introduced a host of improvements. It is also the most produced of all variants. 983 Block 15 Vipers left the assembly lines. In contrast to the differences between the first three blocks, which were small, Block 15 jets can be recognised quickly. In order to give the tailplane more authority, it has been increased in area by some 30%. In plan view, this shows because the trailing edges of the tailplanes do not lie flush anymore with the closed speedbrakes, but are extended backwards somewhat. In parallel, Block 15 introduced the intake chin stations nowadays used by laser guidance kits like LANTIRN. Of course, there are many more internal changes. 
In the KLu, the Block 15 outnumbers all other Blocks. Indeed, many of the older aircraft were brought up to Block 15 standard for as far as possible.
 Block 15 spawned a number of interesting developments over the years. Since 1988, new built Block 15's were in the OCU (Operational Capability Upgrade) configuration enabling use of the more reliable Pratt & Whitney F100-PW220E engine, recognizable by the characteristic whining sound during spooling up to full power. In addition, Beyond Visual Range AIM-7 Sparrow missiles may be carried. In contrast, earlier Blocks were Interceptor Day Fighters only, armed with AIM-9 Sidewinders. F-16A Block 15 J-617 is an early example of this configuration.
Volkel, 25 April 1984

 

In case of the Royal Netherlands Air Force, the F-16 initially replaced the F-104G Starfighter. From 1986 onwards, the Northrop NF-5 light fighter bomber was replaced with the F-16 as well. Operations with the NF-5 frequently took place in the arctic Norway. This involved iced runways. For this reason, the Royal Norwegian Air Force had specified a breaking chute housing, as examplified by F-16B Block 15 689 of 338 Skvadron
although General Dynamics boasted in the F-16's early days that this would not be required. The KLu followed suite, and starting in the late 1980's, all Dutch F-16's were fitted or retrofitted with this braking chute housing under under a program known as Pacer Tail.

Leeuwarden, 25 March 1995.

 

Interestingly, the Belgian Air Force also began incorporating this modification. The intention was not to use the housing for a tail chute, but to house an internal Electronic Counter Measures (ECM) suite. Initially, the Loral RAPPORT system had been selected. However, due to technical and financial difficulties, the system was never fitted. In the end, the Belgians decided in favour of the French Dassault CARAPACE system, which is now installed. In this picture F-16A Block 15 FA-102  is seen when in service with No. 2 Smaldeel of the Belgian Air Forces No. 3 Wing from Florennes. 

Leeuwarden, 25 March 1995.

 

This left the Danish F-16A and F-16B's as the only ones in Western Europe to retain the original tail configuration.
Compare the view of the Belgian example with this of F-16A Block 15 E-600 of the Royal Danish Air Force. Another feature of the Scandinavian machines is the interception identification light. Fitted to single seaters, it enables visual identification of intercepted aircraft.

Leeuwarden, 25 March 1995.

 

 

In the USAF, the Block 15 was replaced at an early stage in front line units by the F-16C and F-16D. For these versions, see the web page which will appear soon. However, there was a use for many of the Block 15 machines thus released. In the 1960's and 1970's, the USA's territory was guarded by the magnificent Convair F-106 Delta Dart. In the 1980's this type began to reach the end of it's useful life and a replacement was sought. Some Delta Darts were replaced with the F-15 Eagle but many were replaced by a version of the F-16.
Enter the Air Defense Fighter (ADF)
The F-16A/B Block 15ADF incorporates modifications that makes it especially suitable to the interception role, but this by no means resulted in the loss of it's air-to-ground capabilities. Some 217 F-16A Block 15's and 24 F-16B Block 15's of the USAF gained the APX-109 Mk.XII Advanced Identification Friend or Foe (AIFF) system visible in the shape of four antennas in front of the windscreen. These are known as bird slicers. Another distinguishing feature is the bulge in the base of the fin. This was caused by relocating the rudder actuator which had to make way for an HF antenna.
The ADF also is AIM-7F Sparrow semi-active radar guided missile capable.

Nowadays, no ADF's are in the USAF's inventory anymore. With it's Air Defense task it was considered redundant,at least until September 11 2001. F-16A Block 15 ADF 81-0732/FL served with the Florida Air National Guard's 159 Fighter Interceptor Squadron at Jacksonville International Air Port, Florida, until the end of 1995. At the time this picture was taken, the Florida Guardsmen were already making the transition to the F-15 Eagle.
Tyndall Air Force Base, Florida, 15 November 1995.

 

The Block 15 ADF was not adopted by any foreign user. However, the Block 15 Vipers for Portugal do include some of the ADF's features like the relocated rudder actuator and thus the bulged fin base.
Portugal received 17 F-16A Block 15's and three F-16B Block 15's. They serve with Escuadra 201 at Monte Real and are the belated replacements of F-86F Sabres retired in the late 1970's. F-16A Block 15 15102 is seen taxying out from the static park at RAF Fairford following RIAT 97.
RAF Fairford, 21 July 1997.

 

In lieu of buying new airplanes, the four original F-16 customers Belgium, Denmark, the Netherlands and Norway set about modernising most of their remaining jets. Originally, the USAF was to modernise 130 of it's Block 15OCU's and even some Block 10's but the end of the Cold War resulted in the USAF's withdrawal from the programme. The other countries also reduced their share. Nevertheless, the MLU programme resulted in a Viper based on the Block 10/15OCU but with the capabilities of the F-16C/D Block 52.
The modernised aircraft revceived the cockpit similar to that of the Block 52, a modernised radar set capable of working with the AIM-120 AMRAAM active radar guided Advanced Medium Range Air to Air Missile, GPS navigation and the APX-113 IFF system. For the latter equipment, the antennas have been mounted in the same fashion as those of the AIFF set in the Block 15 ADF, namely in the distinctive "bird slicers". So sensitive is the world of IFF that the Dutch and Norwegians were denied the APX-109 AIFF. Furthermore, the Block 15MLU finally uses the chin stations for the carriage of targeting pods. European MLU aircraft use the AAQ-14 LANTIRN (Low Altitude Navigation and Targeting Infra Red for Night) targeting pod. The AAQ-13 navigation pod has not been procured. The Royal Netherlands Air Force for instance opting for the GEC ATLANTIC navigation pod. Due to a shift from low to medium altitude operations, the pod is rarely seen, however. Carriage of the pods necessitated the relocation of the landing lights from the main wheel legs to the nose wheel door.

The Air Forces involved now refer to the upgraded F-16's as F-16AM and F-16BM respectively.

In this view of Belgian F-16AM FA-96 which was sadly lost on 8 January 2002 the IFF antennas, the AAQ-13 targeting pod and the relocated landing lights are clearly visible. Also note the AGM-65G2 Maverick training round. Nowadays, with live broadcast of warfare through the media, precision guided weapons are a must to avoid the publicity surrounding collateral damage.
Kleine Brogel, 18 June 2001

If the final F-16A and F-16B lots were known as Block 15 and if the first F-16C and F-16D began life as Block 25, then what happened to Block 20? For some reason, Block 20 was not used initially. However, a 1991 order for 120 F-16A and 30 F-16B from the Republic of China Air Force meant the resurrection for Block 20. For political reasons, the ROCAF was denied the F-16C Block 40 or 42 then in production and had to make do with the earlier version. However, the F-16A's and B's for Taiwan were delivered, but for some minor differences, to Block 15MLU standard. Because they were new-built, the term Block 20 was used for them. The F-16's serve with the 4 Tactical Fighter Wing at Chiayi and the 7 Tactical Fighter Wing at Hualien. They replaced Northrop F-5E/F Tiger II's. One of the jets at Chiayi is F-16A Block 20 6647.
Chiayi, 17 August 2000.

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