Showing posts with label AESA. Show all posts
Showing posts with label AESA. Show all posts

Friday 17 January 2020

Gimme STOVL : Singapore Decides On The F-35B






F-35B of the Marine Fighter Attack Training Squadron 501
Photo : Lockheed Martin





On 9th Jan 2020, the Defense Security Cooperation Agency ( DSCA ) announced that the US Department of State had just approved a potential Foreign Military Sale ( FMS ) to Singapore of up to 12 F-35B Short Take-Off And Vertical Landing ( STOVL ) aircraft and related equipment for an estimated cost of USD 2.75 billion.

Singapore's interest in the F-35 Joint Strike Fighter ( JSF ) program had began in Mar 2004 when it became a security cooperative participant. For a very long time the Singapore government seemed contented to just monitor the progress of the JSF program as it matured. There were numerous instances when defense analysts and news agencies had indicated that Singapore might be ready to acquire the F-35 but the JSF deal had remained elusive. It even failed to materialize during Prime Minister Lee Hsien Loong's visit to the White House in 2016, at the invitation of President Obama.

All that changed in Jan 2019 when Minister for Defense Ng Eng Hen announced that Singapore had identified the F-35 as a suitable candidate to replace its ageing F-16 fighters and would be acquiring a small number of the stealthy 5th generation fighter for a full evaluation of its capabilities and suitability before deciding on a full fleet.

By Mar 2019 it was revealed that Singapore would be requesting for an initial four F-35 JSF with an option for eight more, variant unspecified. Months of media speculation followed, but we now know that Singapore has selected the F-35B, the STOVL version which is the most expensive among the three F-35 variants.


The F-35 In A Nutshell


At a cost of more than USD 400 billion, the F-35 Joint Strike Fighter program is the most expensive weapons program the world has seen. Its aim is to produce an affordable fifth generation multi-role stealth fighter to replace various legacy fighters of the US and its closest allies. The F-35 comes in three variants, all having similar performance characteristics and share commonality in parts and processes in order to capitalize on the economies of scale to reduce procurement and sustainment costs. The variants cater to the differing service-specific requirements by the Air Force, Navy and Marines. To put it simply, the F-35A is the conventional take-off and landing ( CTOL ) version for the Air Force, the F-35B is the STOVL version for the Marines while the F-35C is the carrier variant ( CV ) for the Navy.

The JSF program is plagued with multiple issues from technical deficiencies, delays to cost overruns and the root of its many problems can be traced to its developmental concept of " concurrency ". The idea that in an era where new technology is emerging at an unprecedented rate, an aircraft design will be obsolete the moment its development has concluded. In order to field aircrafts with the latest technologies earlier, they will be produced before tests and trials are completed and eventually upgraded along the way to the latest standards.

Despite its troubled past, the JSF program has matured over the years and has seemed to turn around to deliver what was originally promised - affordable stealth. Unit prices have continuously fallen in the past several years due in part to an increase in production efficiency and to the economy of scale from an increase in aircraft orders.



New Capabilities for the RSAF



Acquiring the F-35B will bring two completely new capabilities to the Republic of Singapore Air Force ( RSAF ) - STOVL and Stealth. Between the two, I would believe STOVL is the most unique since there is not another country in the Asia Pacific region save Japan that has confirmed plans for such a capability.

Stealth technology can become an increasing crucial capability to have as Singapore's regional near-peer rivals begin to acquire sophisticated aircrafts like the Su-30 and Su-35 which can out-class even the RSAF's most advance fighter like the F-15SG. It can ensure higher survivability of the aircraft and pilot in an extremely hostile threat environment.

STOVL is equally important to ensure sustained generation of air operations in the event of disruptive attacks to Singapore's airbases. Aircrafts with short field capabilities can be dispersed and hidden more effectively on the ground and can have alternative means of take-off and landing even when the conventional runway is made unavailable by a pre-emptive strike.

In addition, having STOVL capable jets means that should the Singapore Navy decide to replace its Endurance-class landing ship tank with something bigger like the Endurance-160 Joint Multi-Mission Ship, these helicopter assault ships can be potentially modified for F-35B operations as well, converting them into light aircraft carriers. The JMMS then becomes mobile airfields at sea, projecting airpower and will be an added insurance against complete annihilation through a coordinated attack on Singapore's land based runway infrastructure.




F-35B of the Patuxent River Integrated Test Force
attempts vertical landing on the Queen Elizabeth II
3rd Nov 2018. Photo : USN 



STOVL : Unique Capability At A Price



The F-35B is not just the only modern STOVL jet fighter that is currently in production, it is also capable of supersonic flight. Its predecessor the AV-8B Harrier II which is also STOVL capable is at best only sub-sonic. This short field and austere field capability is the unique selling point of the F-35B but it comes at a price.

The requirement for STOVL capability in the F-35B meant that its design is the most complex among the three F-35 variants. It needed a proprietary shaft driven LiftFan propulsion system and an engine nozzle that can swivel 90 degrees when in STOVL mode. This in turns imposes limits on the size of the internal weapon bay and the internal fuel capacity which translates to a reduction in the weapons payload and combat radius. It even imposes structural limits and the F-35B has the lowest maximum g-rating among all the variants. Understandably the unit cost of the F-35B is also consistently the highest compared to the other variants.

So in view of the various technical setbacks peculiar to the F-35B, is the STOVL a capability worth having? The answer has to be an absolute yes if you intend to have fixed-wing flight operations on non-catapult equipped aircraft carriers like the navies of the United kingdom, Italy and Japan. It will also be a resounding yes for a small nation like Singapore which lacks strategic depth and has air bases that can be vulnerable to a determined attack by rocket, artillery and mortar fire from across its boarders.

Looking at the broader picture, the non-STOVL variants, the F-35A and the F-35C, also suffered similar functional and structural setbacks albeit to a lesser degree simply because of the requirement that all three variants had to have shared design and components with various degrees of commonality. In other words, the Marine Corps' insistent that STOVL capability must be included in their variant essentially resulted in the Air Force and the Navy having to accept compromises on their variants too. Compared with its 4th generation peers that it is meant to replace, the F-35 is frequently found to be a little lacking in maximum speed, agility, range and payload. The saving grace is that the F-35 more than makes up for all these shortfalls through its superior suite of sensors, avionics, sensor fusion and low observable technology, all of which shall be briefly reviewed below.



F-35 specifications. Source : LMC


Very Low Observable



The F-35 is a fifth generation fighter which, according to its main contractor Lockheed Martin, is defined by the combination of Very Low Observable ( VLO ) stealth, advanced sensors, information fusion and network connectivity within a supersonic, long range and highly maneuverable aircraft.

VLO stealth technology is an integral part of the F-35's design. The clever use of shapes to deflect radar waves, the careful selection of materials that can dissipate radar energy and the internal carriage of weapons, fuel and embedded sensors means that it is much harder for the enemy to detect the F-35. The radar cross section ( RCS ) of the F-35 is the smallest when it is viewed head-on but less so when viewed from the side and even worse when viewed from the rear so it is hardly all-aspect stealth. It is also mainly stealthy in the X-Band, the most common frequency used by fire control radars and less so in other lower frequencies.

As much as it is hyped, stealth is not equivalent to invisibility to radar but rather a significant reduction in the detectability. Any advantage a stealth aircraft has can be undermined by several means including the use of infra-red search and tract technology to detect the heat signature of a stealthy aircraft and through the use of radar operating in frequencies other than the X Band, like L-Band or VHF.

While the level of stealth afforded by the F-35 is not at the same level as that of the F-22 Raptor, it is less costly to maintain as there is less dependency on expensive radar absorbing coating and that is definitely a good thing.


Distributed Aperture System



The electro-optical Distributed Aperture System ( DAS ) is a new generation of sensor system currently only found on the F-35 consisting of six identical high resolution mid-wave infrared ( MWIR ) sensors mounted all around the airframe in such a way as to provide an unobstructed 360 degree coverage for enhanced situational awareness. The DAS sends high resolution augmented reality imagery in real time to the pilot's helmet mounted display allowing them to see their surrounding environment with clarity day or night. It can provide functions including missile detection and tracking, launch point detection and countermeasures cueing, aircraft detection and tracking ( situation awareness IRST and air-to-air weapons cueing ), day and night navigation, and precision tracking of friendly aircraft for tactical maneuvering. Designated the AN/AAQ-37, the DAS is developed by Northrop Grumman Electronic Systems and has its fair share of teething problems though they have largely been resolved by now. More than a thousand DAS units have been delivered by Northrop Grumman so far, for installation on aircrafts up to and including LRIP Lot 14.

In 2018, Lockheed Martin announced that Raytheon has been selected to develop the next generation DAS which will be expected to have better performance, higher reliability and lower sustainment costs. They will be installed on all Low Rate Initial Production ( LRIP ) Lot 15 aircrafts for delivery in 2023.



Raytheon's next generation DAS. Source : LMC

 
 

Electro-Optical Targeting System

 
 
The AN/AAQ-40 Electro-Optical Targeting System ( EOTS ) is an internally mounted advance MWIR targeting sensor developed by Lockheed Martin Missiles and Fire Control Sensors. The EOTS integrates targeting forward looking infrared ( TFLIR ), infrared search and track ( IRST ), laser range finder / designator and laser spot tracker functionalities to provide the F-35 with precision air-to-air and air-to ground targeting capability. The low drag, stealthy EOTS is integrated into the F-35's fuselage ventrally just behind the nose cone with a faceted sapphire window and is linked to the aircraft's central processor by a high-speed fiber-optic interface. Utilizing the mid-wave portion of the IR spectrum provides a sharper image and is less susceptible to target obstruction by smoke or haze.
 
Lockheed Martin has already developed the next generation Advanced EOTS which will provide a range of multi-spectral sensing options including high-resolution mid-wave infrared, short-wave infrared and near infrared. It will have enhanced image detector resolution, high-definition TV and IR marker. The advanced EOTS will  be available for integration on the F-35's Block 4 development and will sharpen the F-35's close air support capabilities.
 
 
 
Source ; F-35 Joint Program Office


The EOTS on a F-35A. Source : LMC

 
EOTS functionalities. Source  LMC


Multi-Mission Active Electronically Scanned Array Radar



The AN/APG-81 active electronically scanned array ( AESA ) radar installed on the F-35 is developed by Northrop Grumman Electronic Systems. It is the next generation version of the AN/APG-77 AESA radar that was first fielded on the F-22A Raptor. It allows the F-35 to engage air and ground targets at long range and also has significant electronic warfare and intelligence, surveillance and reconnaissance functions. Its solid state technology and elimination of moving parts ensure better reliability compared with mechanically scanned antenna radars. The AN/APG-81 also has inherent low probability of intercept ( LPI ) features to minimize the likelihood of its emissions being usefully detected by enemy airborne or ground based receivers.

The AN/APG-81 is designed to operate as a radar, an electronic support measures ( ESM ) receiver, and a jammer. It has passive and active air-to-air and air-to-surface target detection, track and identification capabilities. It also enables synthetic aperture radar mapping, ground and sea moving target detection and track and air-to-surface ranging. As good as it is, the AN/APG-81 is still lacking a wide field capability in its sea search mode, being able only to seek out a narrow zone in front of it. This deficiency will be rectified in the F-35 Block 4 upgrade being carried out from 2019 to 2024. Together with the integration of partner nation ordnance like Norway's Joint Strike Missile which will also happen during Block 4 upgrades, the maritime strike capabilities of the F-35 will be greatly enhanced.


AN/APG-81 AESA radar. Source : Northrop Grumman



Integrated Communications, Navigation and Identification Avionics



The AN/ASQ-242 integrated communications, navigation and identification ( CNI ) avionics suite developed by Northrop Grumman is designed to provide the F-35 with secure, electronic countermeasures resistant voice and data communications; precise radio-navigation and landing capabilities; self-identification and BVR target identification; and network connectivity with off-board sources of information. All these at a reduction in size, weight and power requirements compared with legacy systems.

The CNI sub-systems includes the Multifunction Advanced Data Link (MADL), Link 16 data link, single-channel ground and airborne radio system (SINCGARS), IFF interrogator and transponder, HAVE QUICK radio, AM, VHF, UHF AM, and UHF FM radio systems, GUARD survival radio, radar altimeter; tactical air navigation (TACAN), inertial navigation system ( INS ), anti-jam GPS, instrument landing system ( ILS ) for conventional runways and aircraft carriers, the Joint Precision Approach and Landing System (JPALS), and the TADIL-J tactical digital information link with Joint-Variable-Message-Format (JVMF) communications.

The CNI system provides inter-operability with existing legacy military and civilian communications, radio-frequency navigation, and identify friend or foe ( IFF ) / surveillance systems. It is also interoperable with the appropriate civilian systems for US and European airspace operations.


Electronic Warfare / Countermeasures System



The AN/ASQ-239 electronic warfare / countermeasures ( EW/CM ) system developed by BAE is designed to provide the F-35 with a high degree of air-to-air and surface-to-air threat detection and self protection. It can search, detect, identify, locate and counter radio-frequency and infrared threats.

Its advance avionics and sensors enables real time, all aspect, broad-band coverage of the battlefield, maximizing detection ranges and giving the F-35 pilots evasion, engagement, countermeasure or jamming options. In other words it allows the F-35 to dominate the electromagnetic spectrum.

The EW subsystem serves as a signals collector which provides radar warning, identifies the geolocation of electronic emitters, tracks multiple aircrafts simultaneously, provides high gain electronic support measures ( ESM ), high gain electronic countermeasures ( ECM ) and high gain electronic attack via the AN/APG-81 radar's multifunction array.

The countermeasures subsystem provides multiple self-defense responses, including pre-emptive and reactive techniques, based on available expendable payload ( MJU-61/64/68/69 IRCM flares and ALE-70 RFCM fiber-optic towed decoys ) and threat-specific self-protection plans.

Lockheed Martin claims that due to the inherent, built-in electronic warfare capabilities the F-35 does not require a dedicated electronic attack aircraft to support it. That could potentially free up other aircraft to perform electronic attack missions to protect less stealthy aircraft. This organic jamming capability of the F-35 through its AESA radar, teamed with advanced jamming algorithm packages, can potentially provide 10 times the jamming power of legacy aircraft.



Various elements of the AN/ASQ-239
Source : LMC



The F-35's T-1687/ALE-70(V) fiber-optic towed decoy
works similarly to the F/A-18's AN/ALE-55 shown above.
Source : BAE Systems


Sensor Fusion



The F-35's advanced sensor fusion allow pilots to harness information received from all their onboard sensors to create a single integrated picture of the battlefield. Such information is then automatically shared with other pilots and command and control operating centers on their network via a secure datalink such as the Multifunction Advanced Data Link ( MADL ).


Helmet Mounted Display System



The F-35's Gen III Helmet Mounted Display System ( HMDS ) is an interface that provides pilots with intuitive access to vast quantities of flight, tactical and sensor information for advanced situational awareness, safety and precision. All the information that the pilots need to complete their mission is projected onto the helmet visor rather than on a traditional Heads-up Display. It reduces the pilot's workload and increases responsiveness. In addition, real-time imagery from the DAS's six IR cameras streamed to the helmet allows the pilot to virtually look through the airframe providing the equivalent of x-ray vision. The HMDS enables pilots to target weapons by looking at and designating targets. It does so by tracking the position of the helmet to determine the gaze of the pilot and supplies information such as target identity and distance. This off-boresight targeting capability is especially useful when used in combination with modern all-aspect air-to-air missiles like the AIM-9X. The helmet also offers visor-projected night vision and eliminates the separate use of night vision goggles.

All these functionality comes at a price though. The F-35's super helmet costs a whopping $400000 and has to be custom made for each aviator to ensure a precise fit for the tracking system to work accurately. Rockwell Collins, the maker of the helmet, estimated that every F-35 on order will need 2.5 to 3 helmets over their service life due to wear and tear, damage and pilot attrition and replacement.


F-35 Helmet. Source : USAF


Auto Ground Collision Avoidance System



Work done on the F-16's auto ground collision avoidance system ( AGCAS ) has enabled fielding of this revolutionary flight safety system on the F-35 seven years earlier than originally scheduled. The AGCAS integration could have began as early as 2019 and has been estimated to prevent more than 26 ground collisions over the service life of the F-35.



Autonomic Logistic Information System


The Autonomic Logistic Information System ( ALIS ) of the F-35's fleet managing system is the web enabled IT infrastructure that was meant to support cost effective sustainment throughout the life time of the aircraft. It however did not live up to expectations and has been blamed for, among other things, the F-35's poor mission capability rates in the past. It will be replaced by a new system known as Operational Data Integrated Network ( ODIN ) starting from late 2020 which it is hoped will be more user-friendly, secure and less prone to error. Full implementation will be expected by 2022.

 


Core Missions



Armed with such a dazzling array of advanced sensors and capabilities, the multi-role F-35 can be tasked to perform the following missions :

Air superiority - offensive and defensive counterair
Strategic attack / Air Interdiction against high value strategic and mobile targets
Close air support
Suppression / destruction of enemy air defense
Electronic Warfare
Intelligence, surveillance and reconnaissance
Extended surface warfare - maritime strike  ( with future F-35 Block 4 upgrades )

 
 
F-35 releasing JSM from its internal weapon bay
during maritime interdiction. Illustration : Kongsberg



Singapore's Cautious Buy



The F-35 has come a long way since the commencement of the JSF program in 2001. All three variants have achieved initial operational capability ( IOC ), with the F-35B of the Marine Corps first to do so in 2015 with Block 2B software which allows for initial warfighting capability. It was followed by the USAF's declaration of IOC for the F-35A in 2016 with the Block 3i software and lastly the USN for the F-35C with the Block 3F full warfighting capability software by Feb 2019. The long drawn system development and demonstration ( SDD ) phase has concluded in April 2018 and a new phase known as Initial Operational Test And Evaluation ( IOT&E ) has began. The successful conclusion of the IOT&E, initially due in Jul 2019 but currently delayed by problems relating to the Joint Simulation Environment facility, will pave the way for the commencement of full rate production ( FRP ).

Production numbers are peaking with a record number of 134 F-35s delivered in 2019 and that figure is expected to be surpassed in 2020. The combined all variants production numbers have reach 491 aircrafts by December 2019. The unit cost of all variants have continued to fall for the past few years and the latest LRIP Lot 14 F-35B for delivery in 2022 has a unit cost of S101.3 million, significantly lower than the LRIP Lot 11's $115.5 million or the LRIP Lot 10's $122.4 million. With the latest LRIP Lot 12 to Lot 14 F-35A CTOL variant Lockheed Martin even managed to lower the unit cost to their promised less than $80 million target, a year ahead of schedule.




Yet the F-35 has still not ironed out all its teething problems, though it probably will in time to come. Also, although unit prices have steadily fallen, operating costs have not. At between $34000 to $36000 per hour, the F-35 cost significantly more to operate compared with the legacy aircrafts it was meant to replace, like the F-16 ( $24000 per hour ) or F/A-18 ( $24400 per hour ). The fatal crash of a F-35A of the Japan Air Self Defense Force in April 2019 would have added uncertainties to its air worthiness and safety record but it was eventually attributed to spatial disorientation of the pilot. The event nonetheless delayed Singapore's decision making process to buy the F-35. It is therefore not surprising that the Singapore government only committed itself to an initial four aircraft purchase, with an option for eight more. It is not even enough to form half a squadron, and as declared the initial four aircrafts will be used for tests and evaluation. It will be crucial to find out, among other things, if the Pratt & Whitney F135 engine can actually produce enough vertical thrust in the typically hot and humid environment of Singapore to allow for hovering and vertical landing of a laden F-35B.


 

STOVL Above Stealth



Singapore's selection of the F-35B demonstrates that above all, it values the STOVL capability and the basing flexibility and operational flexibility it brings. If stealth and sensor fusion were its main focus, it would have chosen the F-35A CTOL variant like most other non-US operators of the F-35. It is even willing to trade physical attributes like range, payload and agility for the inclusion of STOVL, which in retrospect makes a lot of sense. The greatest strength of the F-35 is not about its absolute speed, rate of climb, range on internal fuel, sustained turn rate, maximum payload or maximum g-rating. Many legacy 4th generation fighters do better on those parameters. The real value of the F-35 is its survivability in an access denied high threat environment and its superior networking capability thanks to its VLO technology, all-encompassing sensors, organic self-protection mechanisms and connectivity. The planned closure of the Paya Lebar Air Base after 2030 will have the Republic of Singapore Air Force operating out of its three other remaining air bases, Sembawang, Tengah and Changi. That makes the adoption of STOVL capabilities very sensible as it can mitigate some of the risks of air operations disruption from airfield denial attacks.

In the United States, the F-35B has not only changed the way which the Marine Corps' Amphibious Ready Groups conduct their missions, it has given them new blue-water capabilities in the absence of a carrier nearby. The LHAs and LHDs have suddenly turned into mini-carriers in their own right and find themselves taking on missions normally assigned to carrier strike groups. These are mind boggling stuff that was just impossible a few years ago.




Mini carrier : USS America ( LHA-6 ) staged with 13 F-35B
of the VMFA-122 in the eastern Pacific 8th Oct 2019.
Photo : USN




What Happens Next



The Department of State has in principle given the green light for Singapore to acquire up to 12 F-35B fighters but Congress must still approve the deal. Congress was formally notified of the proposed sale on 9th Jan 2020 and has 30 days to review it before it is approved. Given the good bilateral relations between Singapore and the US and the fact that Singapore is a strategic friend and a major security cooperation partner of the US in the Asia Pacific region, the Congressional Note, a necessary FMS formality, will likely be approved without issues. With Congressional approval, final terms will be negotiated for the Letter of Offer and Acceptance.

Singapore may have deliberately timed its F-35 purchase to coincide with the end of LRIP and the beginning of full-rate production. Since current LRIP Lot 12 to Lot 14 for delivery between 2020 and 2022 are likely to have been fully allocated, the assembly of Singapore's initial four F-35B could be assigned to later production lots like LRIP Lot 15 / FRP. Whichever production lot they come from, Singapore is likely to receive the F-35B Block 4 with the latest software upgrades and enhanced warfighting capaibities.

All four initial F-35B are likely to end up at Marine Corps Air Station Beaufort in South Carolina where all international F-35B pilots and maintainers are trained. They will form a training detachment where the first batches of RSAF pilots and ground personnel will undergo training with their USMC counterparts from the Marine Fighter Attack Training Squadron 501 ( VMFAT-501 )  and other foreign entities from the UK, Italy and Japan.

Only when sufficient numbers of F-35Bs have been procured, such as when the addition option of eight F-35B have been exercised and sufficient pilots and maintainers trained will some of these new generation fighters be brought back to Singapore for integration with the rest of the Air Force. What follows will be the achievement of IOC and FOC.

The RSAF already has some of the assets and capabilities that will be essential for supporting 5th generation fighter operations, such as the Leonardo M-346 lead-in fighter trainer for pilot training prior to F-35 operational conversion and the Airbus A-330 Multi-Role Tanker Transport ( MRTT ) for aerial refueling during deployments. It is worthwhile to note that the F-35B ultilises the probe-and-drogue method for aerial refueling similar to all other USN and USMC fixed wing aircrafts, instead of the flying boom method common to USAF tactical fighters, including the F-35A. So apart from the MRTT, perhaps the refueling capabilities of the RSAF's ageing KC-130B and KC-130H might again be put to good use, provided they are still in service in the 2030s!




F-35B of VMFA-121 refuels from a KC-130J
over the East China Sea Oct 2018. Photo : USN
 
 
F-35B refueling from KC-130J near MCAS Beaufort
18th Mar 2015. Photo LMC


Sending A Message To China?



Hardly. The news media had it all wrong. While nobody apart from totalitarian and despotic regimes loves China, it does not mean that Singapore's F-35 buy is directed at China, or any other country for that matter, as the Ministry of Defence has claimed. This is especially true as Singapore does not have any territorial disputes with China and China is also one of Singapore's largest trading partners. But it does have a vested interest in ensuring its sea lines of communication remains secure and open so that trade flows are not disrupted.

The notion that Singapore can work together with the other F-35 operating countries in the Asia Pacific, namely Australia, Japan and South Korea, to contain China is also without merit. Why would Singapore want to get involved with the squabbles between China and each of these countries? Has it not had enough of its own problems?

Therefore this F-35 acquisition is just another routine force renewal exercise aimed at replacing the ageing F-16 fighters which have been in service with the RSAF since 1998. Nobody should really read too much into it or worry about it .... at least until the Joint Multi-Mission Ship is constructed.




F-35B performs ramp-assisted take-off onboard
HMS QEII in Nov 2018. Photo : USN





















Friday 22 January 2016

Kawasaki P-1 Maritime Patrol Aircraft : Japan's Brand New Submarine Hunter

 
 

The Kawasaki P-1 maritime patrol aircraft of the Japan Maritime Self Defense Force.
 JMSDF Photo.


Introduction


From the same folks who brought you the legendary Kawasaki Z-1 in 1972 that revolutionalised the motorcycle industry comes a spanking new submarine hunter? It's not surprising since Japan's Kawasaki Heavy Industries ( KHI ) is a huge industrial conglomerate made up of multiple divisions and disciplines. KHI's product portfolio includes anything from the Soryu class Submarine, bulk carriers, LNG carriers, the T-4 Advanced Jet Trainer, Boeing 787 ( Joint Production ), helicopters, space rockets and space station components, motorcycles and ATV, jet skis, high speed rail, industrial robots .... the list goes on and on. KHI is known as 川崎重工業 or Kawasaki Jukogyo in Japanese.



A legend was born : The 1972 Kawasaki Z-1, air-cooled,
4 stroke, 4 cylinders, 903cc DOHC super bike.
This was what catapulted Kawasaki into the global lime light. Photo : KHI



Maritime Patrol Aircraft : A Brief History



A maritime patrol aircraft ( MPA ) is a fixed-wing surveillance aircraft that is designed to operate over open water for extended duration in sea patrol duties, in particular anti-submarine, anti-ship and search and rescue roles. Its history can be traced as far back as World War I, when bombers and floatplanes were converted into patrol aircrafts to counter the German U-boat menace. These early generation MPAs were frequently armed with machine guns, bombs and depth charges.

The requirement for high endurance aircrafts to patrol vast expanses of oceans meant that by WWII, many MPAs were converted from long range bombers ( Consolidated B-24 Liberator ) or airliners ( Focke-Wulf Fw-200 Condor ). Some like the Consolidated PBY Catalina amphibious plane were purpose-built. The emergence of air to surface vessel radars during that era was one of the most significant technological advancement that would change the nature of naval warfare. MPAs armed with high resolution centimetric radars like the ASV III can easily detect small objects like the periscope or snorkel of a submerged submarine making them highly effective in anti-submarine warfare ( ASW ).

The immediate post-WWII period ushered in the jet era, and MPAs continued to evolve in operational capabilities with new technologies like sonobuoys and the magnetic anomaly detector ( MAD ), though due to their unique operational requirement of high loiter time at low speed and low altitude, they remained largely piston engine or turboprop driven. The Lockheed P-2V Neptune from which the Japanese variant the P-2J was based on was a typical example from that time. And yes, the P-2J was license-produced by Kawasaki.

During the Cold War, the emerging threat of ballistic missile carrying submarines raining death and destruction onto large population centres with their multiple nuclear warheads from thousands of miles away meant that MPAs continue to be relevant and in demand. Many of the MPAs currently in service throughout the world like the Lockheed P-3C Orion, the Tupolev Tu-142 Bear and the Ilyushin Il-38 May are products of that era. It was also during that time jet-powered MPAs began to appear, the first to enter service being the Hawker Siddeley Nimrod MR1.

Today, most MPAs continue the tradition of having airframes derived from proven civilian platforms, especially jetliners. The Boeing P-8A Poseidon based on the venerable 737-800 is a typical example. In the future we would undoubtedly have MPAs in the form of unmanned aerial vehicles like the soon to be operational Northrop Grumman MQ-4C Triton developed under the Broad Area Maritime Surveillance programme.


Japan's MPA Fleet


When Japan's Maritime Self-Defense Force ( JMSDF ) was formed in 1954, it operated obsolete WWII aircraft donated by the United States which included 17 Lockheed PV-2 Harpoon patrol bombers and 20 Grumman TBF Avenger torpedo bombers.

From 1956, 60 Lockheed P-2V7 Neptune MPA were added to the fleet, and starting from 1957, 60 Grumman S-2F Tracker ASW aircraft. The Japanese loved the P-2V7 so much that when the time came to have them replaced by the more advanced but expensive Lockheed P-3A Orion, they opted instead to develop an improved version, the P-2V7 Kai ( 改 - kai in Japanese means upgrade or to improve ), later licence produced and designated P-2J. A total of 83 P-2J were produced and they were operational between 1971 to 1994.

The P-2J was eventually replaced by the P-3C, 98 of which was licence produced between 1978 and 1997. Five P-3C had been converted to the OP-3C reconnaissance version and the remaining 93 P-3C are currently the backbone of the JMSDF MPA fleet. Add to that number another 5 EP-3, 1 UP-3C and 3 UP-3D, the grand total is 107 making Japan the largest P-3 operator after the United States.  They will ultimately be replaced by the P-1 of which 70 aircrafts have been planned. The JMSDF classifies the P-3C and the P-1 as Fixed Wing Patrol Aircraft (  固定翼哨戒機 Koteiyoku Shokaiki )




A Kawasaki P-3C Orion based at Atsugi Air Base, Kanagawa Prefecture
flies overland with Mount Fuji in the background.
The JMSDF currently has 93 P-3C in its inventory. Photo : JMSDF 



The UP-3D of the 91st Fleet Air Sqn is an ESM-trainer aircraft
 for the ships of the JMSDF. Its mission is similar to the EP-3J of the USN.
 This particular aircraft with serial number 9163 is the last P-3 ever produced.
Notice the lack of a MAD boom. Photo JMSDF 



The Future MPA P-X Programme


Shortly after the last P-3C ( actually a UP-3D variant, see photo above ) was delivered to the JMSDF by KHI on 1st Feb 2000, marking the end of a production run that lasted for 38 years, the Japanese were already planning for its successor. The Cold War had ended and in the United States, Lockheed's next generation MPA programme, the P-7 Long Range Air ASW Capable Aircraft ( LRAACA ), failed to materialise due to budgetary problems and after incurring huge cost overruns. Existing European alternatives like the United Kingdom's Nimrod MR2 did not meet Japanese requirements. Eventually the Japanese decided that they would have to develop their own MPA.

The P-X future MPA programme was thus initiated in 2001 by the Japanese Ministry of Defence concurrently with the next generation transport aircraft C-X programme to replace the C-130 Hercules and the C-1. These two developments were to be managed as a single project and Kawasaki was appointed the main contractor. The P-X and C-X shared structural components and sub-systems and utilized commercial off the shelf products to save on development and production costs.

First flight for the P-X prototype, by then re-designated the XP-1, took place on 28th Sep 2007. By March 2010 four XP-1 had been delivered to the MOD for testing and trials. They were introduced into service in 2013 as the Kawasaki P-1 to gradually replace JMSDF's ageing P-3C Orion. They were supposed to have attained full operational capability by Sep 2015.



The XP-1 Prototype in Technical Research and Development Institute (TRDI)
 colours at Atsugi Air Base, April 2011. Photo : Wikipaedia



The Kawasaki P1



The Kawasaki P-1 at RIAT 2015, RAF Fairford. Photo : Wikipaedia



The P-1 is unique among all the various modern maritime patrol aircraft as it one of a few that is completely designed from the ground up and not adapted from some bomber or commercial airliner. That means every single part is purpose designed and purpose built. Also, it was originally created for just one customer, the JMSDF, since the post-war Constitution of Japan forbade the export of weapons and weapon systems until very recently. As such, throughout its development and even as it is being deployed in active service, very few outside the defense circles have heard about this mysterious Japanese multi-mission maritime aircraft.


General Characteristics


The P-1 has the appearance and size of a 90 - 100 seat regional jet. It has a length of 38m, height of 12m and a wingspan of 35.4m making it significantly bigger than the P-3C and only marginally smaller than the P-8A which it is frequently compared with. The full complement comprises of 2 flight crew and 11 mission crew. Its maximum take-off weight is 79700kg or 176000lbs. Maximum speed is said to be 996km/h ( 538 knots ) while the cruising speed is 833 km/h ( 450 knots ). The P-1's maximum range is 8000km ( 4320 nm ) and the maximum operational ceiling is 13520m ( 44200 ft ).


Compare and contrast : the Boeing P-8A and the Kawasaki P-1 side by side at
Naval Air Facility Atsugi. USN Photo



Fuselage and Wings


The P-1 has an aerodynamic profile most suited for low speed and low altitude flight. It has a relatively long wing span with the leading edge swept back at 25 degrees but an almost straight trailing edge. A large wing area of  170m² generates more lift, decreases stall speed and increases agility.

Part of the fuselage is made of light weight composite material like carbon fiber.  KHI is responsible for fabricating the horizontal stabilisers, Fuji Heavy Industries the main wings and the vertical stabilisers, Mitsubishi Heavy Industries the mid and rear portions of the fuselage and Sumitomo Precision Products the landing gears.


Power Plant


Unlike its turboprop powered predecessor, the P-1 is powered by four IHI F7-10 high bypass turbofan engines. Japan's IHI Corporation developed the F-7-10 specifically for the P-1, using metal alloys that are corrosion resistant in salt environments. Sound absorbing panels are also used to lower the acoustic signature of the engines, achieving a sound level 5 to 10 dB below the P-3C's Allison T-56-A-14 turboprops. The F7-10 turbofan has a bypass ratio of 8.2:1 and each delivers a maximum thrust of 60kN or 13500lbs. The jet engines enables the P-1 to achieve a greater maximum speed, a higher operating ceiling, a longer range and carry a heavier load compared with the P-3C.


Having four engines instead of two is advantageous for MPAs as they frequently fly over open bodies of water at remote locations where airfields may not be readily available for emergency landings in case of engine failure. In addition, MPAs often have to execute their combat missions at low altitudes where bird strikes can be common. A single engine failure in a twin engine MPA like the P-8A would probably have necessitated a turn around whereas an MPA with four engines could still continue its mission with one engine shutdown. If fact, P-3C jockeys are known to deliberately shut down one or two of the Orion's four turboprop engines when on-station to reduce fuel consumption and increase on-station time. The P-1 with four turbofans could supposedly do the same but it would be suicidal to try that on a P-8A.




The IHI F7-10 Turbofan on the P-1 aircraft number 5506 taken at
 Iwakuni Air Base on 14th Sep 2014. Photo : Wikipedia


Postero-lateral view of the IHI F7-10 on the same aircraft as above. Photo : Wikipaedia 


Frontal view of the IHI F7-10 on the same aircraft as above. Photo : Wikipaedia

In addition, the P-1 has a Honeywell 131-9 Auxiliary Power Unit ( APU ) installed in the fuselage forward of the horizontal stabilizer to avoid interference with the MAD apparatus in the rear.


Avionics


Unlike the mostly analogue instruments of the P-3C, the P-1 has, in common with the Kawasaki C-2 transport, a modern digital " glass cockpit " with 6 large LCD multifunction displays and 2 sets of Head-Up Displays ( HUD ). The cockpit also features huge glass windows reflecting the Japanese emphasis on low altitude visual searches.


The cockpit windows are huge. Seen also are two HUDs and
the multi-function LCD displays. Image : Mainichi Shimbun




External view of the P-1's large windows. Image : Mainichi Shimbun




Flight Control


You have heard of fly-by-wire where flight control of an inherently aerodynamically unstable design is achieved by onboard computers continuously micro-adjusting the control surfaces. The P-1 is a generation ahead, being the first production aircraft to feature " fly-by-light " ( FBL ) where flight control commands are transmitted via optical fibre to the actuators. This decreases the risk of electromagnetic interference with the multitude of electronic sensors onboard. FBL also has the advantage of reducing the weight of the installed wiring and reduce power consumption. The technology had been extensively tested on the UP-3C before being implemented on the P-1.


Radar


The P-1 is equipped with the HPS-106 X-Band Active Electronically Scanned Array ( AESA ) radar system jointly developed by Toshiba and the Technical Research and Development Institute ( TRDI ) of the Japanese Defence Ministry. Consisting of 4 arrays, one mounted in the nose, two side-looking panels below the cockpit area and another in the tail, the HPS-106 has a constant 360 degree coverage. It can be used in multiple modes including surface search, air search, navigational and meteorological, synthetic aperture and inverse synthetic aperture. An inverse synthetic aperture radar ( ISAR ) utilizes the motion of the target to create a high resolution 2D image that can allow for threat identification.


The HPS-106 side-looking array is housed beneath this panel just below the cockpit. Wikipaedia Photo



Electro-Optical / Infrared


The P-1 features the Fujitsu HAQ-2 EO/IR suite mounted on a ball-like turret aft of the nose cone for tracking and examining surface targets. It consists of a Forward Looking Infrared ( FLIR ) device for thermal imaging, night vision and navigation, as well as cameras for capturing images in the visible light and near-infrared spectrum.


The Electro-Optical / FLIR Turret which can be retracted and
stowed within the fuselage when not in use. JMSDF Photo


Magnetic Anomaly Detector


The HSQ-102 magnetic anomaly detector housed in the sting-like MAD boom at the rear of the P-1 is a licence produced version of the Canadian CAE AN/ASQ-508(v) by Mitsubishi Electric. CAE is the world leader in the design, manufacture and integration of MAD systems. They have been designing MAD systems for more than 40 years and had delivered more than 2000 MAD systems to the military worldwide. The AN/ASQ-508(v) is also known as the Advanced Integrated MAD System ( AIMS ) and consists of a highly sensitive magnetometer with associated electronics mounted in the tail area of an aircraft to minimize magnetic interference. It detects the variations in the earth's magnetic field caused by the presence of metallic objects in the vicinity like a submerged submarine. The detection range is in the region of 1200m, meaning the MAD will work best with the aircraft flying at low altitudes and at low speeds, both of which the P-1 excels in. One of the key differences between the P-1 and the P-8 is that the P-8 does not have a MAD system.


Close-up view of the P-1's MAD boom which houses the HSQ-102 MAD system. Photo : Wikipaedia 


The " stinger " or MAD boom places the magnetometer as far away
from the aircraft as possible to minimize self interference.
Photo : Sunburn1979 via Creativecommons


Acoustic System and Sonobuoys


The P-1 can carry 30 pre-loaded sonobuoys and another 60 in racks in the cabin for reloading. The Acoustic Processor HQA-7 is manufactured by NEC. Other components of the acoustic system includes the  HRQ-1 Sonobuoy Receiver, HQH-106 Acoustic Data Recorder and the HAS-107 Sonobuoy Controller.



Sonobuoy launcher can be seen in the under-fuselage in this photo of the P-1 at RIAT 2015.
Wikipaedia Photo.


Sonobuoy Launcher Close-up. Image : Mainichi Shimbun

Sonobuoy rack with capacity for 96 sonobuoys. Image : Mainichi Shimbun

Rotary sonobuoy launcher. Image : Mainichi Shimbun


Acoustic workstation. Image : Mainichi Shimbun



Command and Control


The P-1 has a Combat Command System designated the HYQ-3 by Toshiba which is basically an onboard combat information processor, some sort of artificial intelligence that can assist the mission commander in planning for the best respond to an encountered threat, like delivering the optimal firing solution on an enemy submarine based on the combined information collected by all the plane's sensors and sensors from other friendly platforms nearby.

 

Communications


The P-1 is fitted with the HRC-124 UHF/VHF Radio and the HRC-123 satellite communications equipment made by Mitsubishi Electric.


Tactical Data Link


Equipped with Link 16 compatible MIDS-LVT terminal, the P-1 can share targeting and any other information with similarly equipped aircrafts like the F-15J, P-3C, E-767 AWACS, E-2C AEW, MH-60 naval helicopters, F-35 JSF, and surface vessels like the JMSDF's Aegis destroyers.


IFF


The HPX-105 Identification Friend or Foe system is installed with the two sets of four N-AT-347 IFF antennae mounted in front of the cockpit wind screen and at the under-fuselage area.


4 IFF antennae clearly seen above nose cone. Image : Mainichi Shimbun



Armaments


The P-1 has a total of 8 hard points under its wings which can be used to carry air to surface missiles like the AGM-84 Harpoon, the AGM-65 Maverick and the indigenously developed ASM-1C. These pylons, also known as the BRU-47/A Bomb Release Unit are rated to carry up to 2000lbs of ordnance each.

It also has an internal bomb bay with an additional 8 hard points which can be loaded with bombs, mines, depth charges and light weight torpedoes including the Mk46, the Japanese Type 97 ( G-RX4 ) and the latest Type 12 ( G-RX5 ). Up to 9000kg or 20000lbs of ordnance could be carried.


Weapon pylons ( BRU-47/A bomb release unit ) under the port wing
 and the internal bomb bay whose outline you can see just aft of the front landing gear
( with 3 red-tipped N-AS-331 and 1 yellow-tipped N-AS-330 antennae for the HRQ-1 sonobuoy receiver ).
 Wikipaedia photo.

XP-1 prototype fires AGM-65 Maverick missile in 2012. Photo : TRDI



The Type 97 ( G-RX4 ) 324mm light weight torpedo. Inert version displayed. Photo : Wikipaedia

 

Self-Protection System 


The P-1 is equipped with the Mitsubishi Electric HLQ-9 self-protection suite which includes the missile approach warning system ( MAWS ) and the radar warning receiver ( RWR ), accompanied by the usual dispensers for flare and chaff.


P-1 dispensing flares against heat seeking missiles 18th Oct 2015. Japanese MOD photo.

An Electronic Support Measures ( ESM ) suite, the Mitsubishi Electric HLR-109B is installed. You can see the ESM flaring which is the prominent bulge on top of the fuselage slightly behind the cockpit. The ESM suite detects and classifies enemy radar emissions and gives the P-1 a secondary role as an  Intelligence, Surveillance and Reconnaissance ( ISR ) platform.

Close-up of the ESM flaring just above and behind the cockpit windows. Photo : Wikipaedia


Air-to-Air Refueling


All indications seem to point towards the fact that unlike the Boeing P-8A or the Kawasaki C-2 with which it shares some common components, the P-1 does not have a probe or receptacle for accepting fuel transfers midair. It is highly unlikely that the meticulous Japanese designers would have overlooked this feature. Most probably it was intentionally omitted as a cost saving move. Further more, with a range of 8000km, perhaps the JMSDF chose to live without air-to-air refueling.


P-1 Variants


Just like its predecessor the P-3C Orion which had spawned many variants to serve different combat missions, the P-1 can potentially be similarly modified into different hardware configurations :

UP-1 : Utility / multi-purpose aircraft that can be used as a test bed for systems and equipment or in a supportive role as a training platform.

EP-1 : Signals Intelligence ( SIGINT ), Electronic Intelligence ( ELINT ) platform.

OP-1 : Observation / Visual Imaging platform.

AEW :  To replace the ageing E-2C Hawkeye airborne early warning aircraft. But the US had just approved the sale of four E-2D to Japan last year, so AEW conversion is currently less urgent or likely.

AIRBOSS : As an Advanced InfraRed Ballistic Missile Observation Sensor System platform. Obviously with Dear Leader as one's neighbour, the capability to detect ICBM / IRBM / SLBM launches in a timely manner can be a matter of utmost importance.

In Jun 2015, the first XP-1 prototype number 5501 had been converted to the UP-1 configuration with the aircraft number correspondingly reassigned 9501.



A UP-3C and a P-1 flying in formation. JMSDF Photo

 

Numbers Ordered


Based on Japanese Defence Ministry annual budget reports of the past few years, these are the current number of P-1 ordered and on order.

FY2008  4   units  ¥ 67.9billion
FY2010  1   unit    ¥ 21.1billion
FY2011  3   units  ¥ 54.4billion
FY2013  2   units  ¥ 40.9billion
FY2014  3   units  ¥ 59.4billion
FY2015  20 units  ¥ 350.4billion

Total P-1 ordered so far is 33 aircrafts, excluding the four XP-1 prototypes. The first 13 units from FY2008 to FY2014 are probably the low rate initial production ( LRIP ) tranches. Mass production really starts with FY2015's 20 unit order. All operational P-1s are deployed at Atsugi Air Base in Kanagawa Prefecture.



Exporting the P-1



Japanese weapon systems have traditionally been expensive due to the fact that they cannot be exported and so production runs are relatively small and cater to only the local defense agencies. Economy of scale can hardly be achieved with a such a small captive market. That has changed since last year when Prime Minister Abe tweaked the Constitution, paving the way for future weapon exports. And Kawasaki has been hard at work trying to sell the P-1 overseas.

Among the potential clients was the United Kingdom, a maritime nation whom in 2010 foolishly retired its Nimrod MR2 MPAs and then abruptly cancelled its replacement, the MRA.4 who's development was by then almost near completion, leaving them with absolutely no MPAs. In July 2015, the P-1 made its first overseas public appearance at the Royal International Air Tattoo ( RIAT ) at RAF Fairford, Gloucestershire, England, in an attempt to generate British interest in the aircraft. If successful, the deal could advance defence co-operation between the two countries and could be worth up to one billion dollars. Two aircrafts flew over to Fairford, number 5504 and 5507, one for static display and one for flight demonstration. You can watch and hear the flight demo here. After the airshow the P-1 went on to Djibouti to carry out hot weather tests before returning to Atsugi Air Base. The P-1's appearance at RIAT was well received and brought the exposure and generated the awareness it needed to compete successfully on the international stage. Hopefully we can begin to see the P-1 at more international airshows in the near future. Unfortunately for the Japanese, on 23rd Nov 2015 the UK announced their intention to buy nine P-8A Poseidon as part of the Strategic Defence and Security Review 2015, without going through any tender or competition.


Kaneohe Bay, Hawaii 7th Feb 2015. Private visit, private flight :
then COMPACFLT Adm Harry B. Harris Jr. walks with JMSDF Cmdr. Kazutaka Sugimoto
 following a flight on a Kawasaki P-1. USN Photo



However, apart from the UK, there are many other navies worldwide that operate the ageing P-3C Orion and they would soon need a replacement. So Kawasaki should in theory have no shortage of potential clients. The main competition would be the Boeing P-8A as they both have very similar capabilities, not surprising as they were intended to be replacements for the same aircraft. Already, Australia, a major P-3C ( AP-3C ) operator has selected the P-8A as its next generation MPA at a cost of A$4 billion for a total of 8 planes with support facilities. So has India, which will operate the P-8I. Still, at an estimated US$250 million per plane, the P-8A is significantly more expensive than the P-1 which costs half as much at $150 million ( based on Japanese MOD figures, FY 2015 acquisition of 20 P-1 at ¥350.4billion ). This would make the P-1 a value buy for current P-3C operators as well as any MPA operator looking to renew their fleet.



P-1 for Singapore?


Why not? The Republic of Singapore Air Force ( RSAF ) currently operates a fleet of 5 Fokker F-50 Enforcer II MPAs. These aircrafts have been in service since 1994 and are close to their end-of-life. Upgrading these MPAs would be challenging as the maker, Dutch aviation company Fokker had gone into receivership in 1996 and is now defunct. RSAF had apparently requested to inspect ex-USN P-3Cs in storage in Dec 2010 which meant it was considering the refurbished Orion as replacement for the F-50. Now, five years on, the P-1 has completed its development and has emerged a viable option since it is technically more advanced than the venerable P-3C and is a whole lot cheaper than the P-8A whose capability it mostly matches.



The Fokker F-50 Enforcer II MPA of RSAF's 121 Squadron. Photo credit on pic.

How much cheaper is it to restore a mothballed P-3C to active duty with modernized avionics and 15000 hours of life extension compared to buying a new build P-1 is anybody's guess, but I'll pick the a P-1 over the P-3 anytime.


P-1 and the State of the Japanese Defence Industry



For the past 70 years, the Japanese defence industry had lead a frustrating existence where restricted by the Constitution, their quality products were procured in anaemic quantities only for the domestic market. This dated, self-imposed restriction had finally been lifted paving the way for major arms export. Already, we are seeing Japanese defence companies participating in international trade shows for the first time.

The Kawasaki P-1 is a highly capable maritime patrol aircraft and a worthy successor to the P-3C. Its success in Japan had probably been guaranteed even before the maiden flight of the first prototype. Currently the planned procurement is for 70 aircrafts to replace 107 P-3C of all variants. Funding for the first 33 P-1 had already been disbursed / approved. The next logical milestone would be to secure export customers so that production volume can be ramped up further and unit cost can come down. Together with the AIP capable Soryu class submarine, and the ShinMaywa US-2 amphibious search and rescue plane, the P-1 maritime patrol aircraft would spearhead the Japanese effort to break into the international arms market. There would hopefully be some successes soon.










































Monday 28 December 2015

F-16SG? Upgrading Singapore's Fighting Falcons



 The F-16 Fighting Falcon





Maiden flight of the F-16V with the Northrop Grumman
APG-83 SABR AESA radar on 16th Oct 2015
 over the skies of Fort Worth, Texas. Lockheed Martin Photo


The F-16 Fighting Falcon is arguably America's most successful fighter aircraft of the modern era. It was conceptualized in the late sixties as a light weight, super-sonic, air superiority day fighter with a high thrust to weight ratio, good range and good agility, lessons learnt from the Vietnam War. It saw first flight in 1974 and was first introduced into active service with the United States Air Force ( USAF ) in 1978. Since then, incremental upgrades to the F-16's radar, engines and avionics have transformed the Falcon from a day interceptor into an all-weather multi-role combat aircraft capable of anything from ground attack to SEAD/DEAD to air superiority missions.




The General Dynamics YF-16 : the Mother of All F-16s on an
aerial refueling mission Mar 1975.
In 1993 the Aerospace Division of General Dynamics was sold to Lockheed.
 Photo : Lockheed Martin


The F-16 is currently in active service in not just the USAF but also the Air National Guard (ANG), the Air Force Reserve Command, the USAF Thunderbirds aerial demonstration team and in the US Navy's Naval Strike And Air Warfare Center (NSAWC) as aggressor aircrafts.



F-16s of the Texas Air National Guard flying in formation
in a photo dated 28th Oct 2011.
Texas is also known as the Lone Star State. Lockheed Martin Photo.





An F-16 of the USAF Thunderbirds aerial demonstration team
banks right over the Rocky Mountains after being refueled
in-flight by a KC-135 Stratotanker 21st May 2015. U.S. Air Force photo





An F-16 Fighting Falcon assigned to the 64th Aggressor Squadron
 takes off during Red Flag 14-1 on Jan. 28, 2014,
at Nellis Air Force Base, Nevada. Aggressor aircrafts
 have the most exotic paint schemes to create the
visual resemblance of enemy aircrafts. U.S. Air Force photo


In addition, the F-16 had been exported to 28 other foreign operators including Israel (362 aircrafts of various models and variants), Turkey (270), Egypt (220), the Netherlands (213), South Korea (180), Greece (170), Belgium (160), Taiwan (150), Morocco, the UAE, Oman, Iraq, Singapore, Indonesia, Thailand, Pakistan, Poland, Romania and a few others. Along the way, it had also spawned a Japanese variant, the Mitsubishi F-2, which looked like an oversized Falcon, not to mention being overpriced too!

To date, a total of 4550 F-16s had been built and the production lines at Lockheed Martin are still open. There are sufficient orders to keep them busy till at least the year 2017.

Viper or Falcon?


Every American military aircraft has an official name, but pilots and ground crew often have other ideas. The Lockheed Martin F-16 is officially known as the Fighting Falcon, but it has always been nicknamed the Viper, apparently by the folks at Hill Air Force Base, Utah, home to the very first operational F-16 unit of the USAF. The story goes that the F-16 does resemble a cobra when viewed from the end of the runway ( see picture below ), but the Cobra name had already been claimed by the Northrop YF-17, predecessor of the F/A-18 Hornet fighter, and so the Viper it was.

The Viper nickname predates the official USAF given name of Fighting Falcon, which was the winning entry of the Name-the-Plane Contest organized by the Air Force in 1976. That name was submitted by TSgt. Joseph A. Kurdell of the 1st TFW, MacDill AFB, Florida. The official USAF naming ceremony however, only took place on 21st July 1980 at where else but Hill AFB!

 
With some imagination, the F-16 taking off or landing does
 actually resemble a cobra rearing up and ready to strike.
As the cobra nickname has already been taken, the viper name stuck.
 A USAF F-16 Fighting Falcon lands after a Red Flag 15-2 sortie
March 11, 2015, at Nellis Air Force Base, Nevada.
The F-16 is assigned to the 421st Fighter Squadron
 at Hill AFB, Utah. U.S. Air Force photo


The Variants

Like most fighter jets, the F-16 comes in 2 primary variants, single-seat or twin-seat. Single-seat fighters are usually used for air superiority roles whereas the twin-seat fighters carry an additional weapon systems officer (WSO) aka wizzo which is advantageous in a ground attack situation. The earliest batches of the F-16 had the A suffix to indicate a single-seat version and a B suffix to denote a twin-seat version. Later batches carry the C suffix for single-seat and the D suffix for twin-seat. The latest batch have correspondingly the E and the F suffixes.

Over the decades since its introduction, the F-16 had constantly evolved to enable it to take on new combat roles and deliver new weapon systems. The variants are further differentiated by their block number, bigger number indicating more advanced versions. For example the initial F-16A and F-16Bs evolved from Block 1 to 5, 10,15, 15OCU and 20. This was followed on by the F-16C and F-16Ds with block numbers ranging from 25, 30, 32, 40, 42, 50, 52 and 50+/52+ indicating advanced versions beyond Block 50 and 52. The very latest variants are the F-16E and F-16F Block 60.



An F-16F Block 60 of the UAE, aka Desert Falcon,
currently the most advanced F-16 in production
with the Northrop Grumman AN/APG-80 AESA radar
in a photo dated 26th Oct 2011.
Notice the dorsal fairing ( the spine )
and the conformal fuel tanks
 ( the side bulge above the wing root ). Lockheed Martin Photo.

As a result of the USAF's Alternate Fighter Engine Program in 1984, F-16C/Ds from Block 30 or later have a common engine bay and can be powered by either a Pratt and Whitney or a General Electric turbofan. Block numbers ending with a 0 denotes an F-16 with a General Electric engine while those ending with a 2 are fitted with a Pratt and Whitney engine. So a Block 50 and a Block 52 are identical except for the engines.

Operational History



That the F-16 is combat proven is without doubt. The Israeli Air Force (IAF) scored the first F-16 air-to-air combat victory over the Bekaa Valley in April 1981 against a Syrian Mi-8 Helicopter. Barely two months later 8 F-16s of the IAF with F-15s providing top cover, carried out a pre-emptive strike against Saddam Hussain's Osirak nuclear reactor which was then under construction southeast of Bagdad and severely damaged it. It would otherwise have the capability of producing weapons-grade plutonium once operational. The 1982 Lebanon War saw intense fighting between the IAF and the Syrian Air Force and ended with 44 air-to-air kills credited to the IAF F-16s. The Falcons also saw action in Operation Desert Storm, the Balkans, Operations Enduring Freedom, Iraqi Freedom, and in Libya during the Arab Spring period while the most recent " Turkey Shoot " incident over the skies of Syria involved the downing of a Russian Su-24M Fencer by Turkish F-16 fighters.




A pair of Israeli Air Force F-16I Sufa with ECM
and Targeting Pods at Red Flag 09-4 Nellis Nevada. USAF Photo


Old Fighters Never Die ....


Neither do they fade away. They get upgraded! No air-frame would last forever. Maintenance costs escalate as the engine ages. Electronic components become obsolete from the moment they are installed! There are now many older F-16As and Bs and earlier versions of the Cs and Ds serving in the USAF and many other countries that could be upgraded cost effectively to boost their combat performance and extend their service life. In the US particularly, the delays that beset the F-35 Joint Strike Fighter programme, the very fighter that was supposed to be the F-16 replacement, meant that the Air Force had to postpone the retirement of its F-16 fleet and instead allocate funds to upgrade them. The number planned was 300 F-16s but the Sequestration is making that difficult. Elsewhere, some of the international F-16 customers that are embarking on their own upgrade programmes include South Korea, Taiwan and Singapore.



The F-35A Lightning II ( foreground ) would eventually replace
the ageing F-16 ( background ).
Both fighters from Luke AFB. Lockheed Martin Photo.

Interestingly, in recent history, the only US jet fighter that had been produced in greater numbers that the F-16 was the Vietnam War era McDonnell Douglas F-4 Phantom II ( a grand total of 5195 aircrafts ). They have all been retired from active service in the US since 1996 and a small number are converted into QF-4 unmanned aerial target drones. As the number of useable F-4 air-frames dwindle at the Davis-Monthan AFB aircraft boneyard in Arizona, the USAF is beginning to convert old F-16s into QF-16 drones. So old fighters do sometimes have to die ... but for a good cause.



No Pilot! A QF-16 Full Scale Aerial Target from
the 82nd Aerial Targets Squadron flies
 over the Gulf of Mexico during its first unmanned flight
 at Tyndall Air Force Base, Fla., 19th Sep 2013.
 The 82nd ATRS operates the Department of Defense’s
only full-scale aerial target program.
The QF-16 will provide fourth generation fighter representation
of real world threats for testing and training. U.S. Air Force photo


Singapore's F-16 Fleet


Back in 1985, Singapore placed an initial order of 8 F-16A/B Block 15OCU ( Operational Capability Upgrade ) aircrafts to replace the Republic of Singapore Air Force's (RSAF) ageing 1950 era Hawker Hunter fighters. This was done under the Peace Carvin I Foreign Military Sales programme. The aircrafts, four F-16A and four F-16B were delivered in 1988 to Luke Air Force Base, Arizona, where the RSAF conducts its F-16 pilot training with the USAF. The F-16 fighters were not brought back to Singapore until 1990.

This unusual training arrangement was necessary because Singapore, being only slightly bigger than 700 km² in terms of land area, also has an extremely limited sovereign air space for pilot training. Luke AFB belongs to the Air Education and Training Command ( AETC ) and is responsible for training US and foreign F-16, F-15 and F-35 pilots. Occupying about 7700 km² of the Sonoran Desert, it is more than ten times the size of Singapore. Training at Luke AFB enabled the RSAF pilots to learn from and to be benchmarked against the best of the best F-16 operators and the opportunity to participate in large scale, multi-national air combat exercises like the annual Red Flag series at Nellis AFB, Nevada and Eielson AFB, Alaska. It had allowed the RSAF to achieve full operational capability with the single-seat F-16C and twin-seat F-16D within an accelerated time frame of 5 years when the new fighter type was first introduced into service. The current Peace Carvin II training agreement was started in 1993 and is now in its 22nd year. It had be extended a couple of times and will end in 2018, unless further extended!

Other interesting facts about Luke AFB : the millionth F-16 Fighting Falcon flying training hour at Luke Air Force Base was reached on 13th March 2013. F-16s first touched down at Luke AFB on 6th Dec 1982. By March 2013, Luke has graduated 18,164 F-16 fighter pilots. Approximately 2,000 F-16 hours are flown a month by Luke pilots and students.



F-16 fighters from various squadrons based at Luke AFB
fly in formation celebrating the Viper's 30th anniversary
at the base in 2012. The F-16C in the foreground from the
425th Fighter Squadron bearing the RSAF's lion roundel
is part of the Peace Carvin II deteachment.
 
Over the next 15 years, Singapore were to order a total of another 62 advanced F-16C/D block 52/52+ aircrafts in four installments. These are the breakdown.

Peace Carvin II ( 1994 ) 18 aircrafts comprising 8 F-16C and 10 F-16D Block 52
Lease and buy*   ( 199? ) 12 aircrafts comprising 4 F-16C and 8 F-16D Block 52
Peace Carvin III ( 1997 ) 12 aircrafts comprising 10 F-16C and 2 F-16D Block 52
Peace Carvin IV ( 2000 ) 20 aircrafts comprising of 20 F-16D Block 52+

* Direct from Lockheed Martin, not through Foreign Military Sales programme. Only those aircrafts bought under FMS have a Peace ~ designation.

Shortly after being brought back to Singapore in 1990, two of RSAF's F-16A fighters were involved in a mid-air collision over the South China Sea. One of the F-16A was lost. The remaining 7 F-16A/B aircrafts were eventually transferred/donated to Thailand, a friendly neighbor who also operates a small fleet of F-16A/B on 18th Nov 2004. By getting rid of the early model F-16A/B, RSAF became an operator of all advanced block 52/52+ F-16.


RSAF's Block 52 and 52+ Features and Capabilities




RSAF's F-16C and F-16D fighters.


The RSAF's Block 52 and 52+ Falcons, though not of the latest versions, are capable machines nonetheless. They have been extensively modified with Israeli avionics and also upgrades to the onboard mission computer by the local defense company ST Aerospace and are therefore not your usual Block 52/52+.

They are powered by the Pratt and Whitney F100 PW-229 afterburning turbofan with a relatively low bypass ratio of 36%. This jet engine has a weight of 3826 pounds and produces 17800 pounds of dry thrust and 29160 pounds of wet thrust ( with afterburner ). Hence it is said to have a thrust to weight ratio of 7.6 ( 29160/3826 ). First available in 1989, the PW-229 powers the USAF's F-15E Strike Eagle fleet ( twin-engine ) and most of the world's late model F-16C/D fleet ( single engine ). Note that the RSAF's F-15SG fighters have the higher-thrust General Electric F110-GE-129C in place of the Pratt and Whitney F100 engines that power most other F-15s and this will ensure that any potential F100 engine issues would not ground the entire high-end fighter fleet of the RSAF all at one go.

This compact but powerful engine allows the F-16 to achieve a speed of Mach 1.2 at sea level and up to Mach 2.0 at altitude. It has a rate of climb of 50000ft/min and an effective combat radius of 550km carrying 4 x 1000lb bombs in a hi-lo-hi mission profile. Its ferry range is 4220km with drop tanks.

As always, the fire control radar plays a crucial role in determining a fighter aircraft's combat capabilities. The Block 52 Falcons are equipped with the Northrop Grumman AN/APG-68(V)5 long range pulse-doppler radar while the Block 52+ are equipped with the AN/APG-68(V)9 radar. The (V) 9 version has a 33% increase in detection range compared to the older (V)5 version from which it evolved. It is also lighter, cooler and more reliable and less prone to failure and easier to maintain. Best of all, it features a high resolution synthetic aperture radar (SAR) which can generate highly detailed terrain maps which allows the pilot to locate and recognize tactical ground targets from considerable distances. Combined with GPS-guided weapons like the GBU-54 and the JDAM munitions which the RSAF have in its inventory, it allows the F-16 to perform precision strikes against ground targets in all weather conditions.

Using commercial of the shelf components, the AN/APG(V)9 has a processor with 5 times the processing power of its predecessor and 10 times its memory and therefore would be more resistant to electromagnetic interference and countermeasures. Track-while-scan and single target track performance are all improved. Replacing this already capable fire-control radar with an even more advanced Active Electronically Scanned Array (AESA) radar similar to the Northrop Grumman AN/APG-80 radar equipping the F-16E/F Block 60 Falcons would be a key part of any future Block 52/52+ upgrade.



The Northop Grumman AN/APG-68 fire control radar sits within the small
and narrow nose cone of the F-16 fighter. NGC Photo

Other important features of the Block 52/52+ F-16 include compatibility with various legacy and advanced targeting add-on pods like the LANTIRN series and its successor the Sniper Series from Lockheed Martin. LANTIRN is the acronym for Low Altitude Navigation and Targeting Infrared for Night and consisted of two separate external pods, the AN/AAQ-13 Navigation Pod and the AN/AAQ-14 Targeting Pod. Such add on pods increases the combat effectiveness of the aircraft by enabling it to fly at low altitudes, in the night, under all weather conditions, to deliver precision strike against surface targets. The RSAF has in its inventory an undisclosed number of LANTIRN and Sniper pods for their fleet of F-16 and F-15.


Upgrading RSAF's F-16 Fleet


Singapore's Minister for Defence Dr Ng Eng Hen revealed in Sep 2013 that the RSAF planned to upgrade its fleet of F-16 Fighting Falcons to modernise their avionics and extend their lifespan. On 13 Jan 2014, the Defense Security Coorporation Agency ( DSCA ) notified the American Congress about a possible Foreign Military Sale to Singapore for an upgrade of F-16 block 52 aircraft and associated equipment, parts, training and logistical support for an estimated cost of USD 2.43 billion. This will involve 60 F-16C/D/D+ aircrafts and an assortment of weapons and equipment including :

70 Active Electronically Scanned Array Radars ( AESA )
70 LN-260 Embedded Global Positioning System / Inertial Navigation Systems ( GPS/INS )
70 Joint Helmet Mounted Cueing Systems ( JHMCS )
70 APX-125 Advanced Identification Friend or Foe ( IFF ) Interrogator / Transponders
3 AIM-9X block II Captive Air Training Missiles ( CATM )
3 TGM-65G Maverick Missiles
4 GBU-50 Guided Bomb Units
5 GBU-38 Joint Direct Attack Munitions ( JDAM )
3 CBU-105 Sensor Fused Weapon ( SFW )
4 GBU-49 Enhanced Paveway ( Laser Guided Munition )
6 GBU-12 Paveway II Guidance Control Units
2 DSU-38 Laser Seekers

And many other items like secure communications equipment, mission computers, ground support equipment and tools, training support. See the DSCA News Release Transmittal 13-67 dated 14th Jan 2014 below for complete details. Notification to Congress is a necessary procedure for any Foreign Military Sales and is by no means a confirmation that the sale is secured. But it is mostly a formality as by this stage in-principle approval must have been given by the regulating authorities already.




DSCA News Release Transmittal 13-67 : Upgrading of RSAF F-16
dated 14th Jan 2014

By 3Q2015, MINDEF further revealed that the upgrading works would commence from 2016 and would be conducted in phases, with the entire process taking 5 or 6 years. Then news emerged earlier this month that the US Department of Defense awarded the F-16 upgrading contract worth USD 914 million to Lockheed Martin Corporation ( LMC ). Before this it was a choice between BAE Systems ( BAE ) or LMC. As the original equipment manufacturer, LMC probably is the most qualified to upgrade the F-16 but BAE also has accumulated credible experience with this aircraft. The upgraded F-16, perhaps it would be called the F-16SG, with its yet to be publically revealed AESA radar selection, will have capabilities similar to LMC's very own upgrade offering- the F-16V.


AESA Radar : SABR or RACR


While LMC has emerged as the appointed prime contractor for RSAF's F-16 upgrade programme, the question of the AESA Radar type is still not made public. Currently there are 2 options and both have similar capabilities.

The Northrop Grumman Scalable Agile Beam Radar ( SABR ) designated AN/APG-83 is the preferred AESA radar offered by LMC for its F-16V and for the upgrade programs for the USAF and the Taiwanese Air Force. It is tipped to be selected by the RSAF as well. It is designed to be retrofitted into F-16s without the need for any structural, power or cooling modifications. Just how scalable is it? A variant of the SABR known as the SABR-Global Strike has been developed for the Rockwell B-1B Lancer supersonic bomber.

Apart from providing the F-16E/F Block 60 Desert Falcon's AN/APG-80 radar, Northrop Grumman Corporation ( NGC ) also manufactures the AN/APG-77 AESA radar for the F-22 Raptor and the AN/APG-81 for the F-35 Joint Strike Fighter and therefore would have had a good history of co-operation with LMC, the prime contractor / systems integrator. Selecting the SABR for RSAF's F-16 could mean a smoother and less risky integration.



Northrop Grumman APG-83 SABR for the F-16 Source : NGC



Close-up view of the SABR AESA fire control radar. Source NGC



The other option is the Raytheon Advanced Combat Radar ( RACR ) touted to be a compact, light weight drop-in upgrade solution for the F-16. It claims 90% commonality with Raytheon's existing range of AESA radars like the APG-63v3 which are installed in RSAF's F-15SG Eagles. Choosing this radar for RSAF's F-16 could translate to cost savings from commonality between the F-15 and F-16 radars. The RACR is the radar selected by the South Koreans for their F-16 upgrade program.



The RACR for the F-16 ( far right ) is the smallest among Raytheon's AESA
offering for the various fighters. From left to right APG-82 ( F-15E upgrade ),
APG-63v3 ( F-15SG ), APG-79 ( F/A-18E/F ) and RACR for F/A18 upgrade ).
 Photo : Raytheon


The Raytheon RACR AESA radar for the F-16. Photo : Raytheon

 The LN-260 Advanced Embedded GPS/INS Navigation System


The LN-260 is Northrop Grumman's high performance, light weight and low cost INS/GPS that ultilises a fibre-optic gyroscope-based inertial navigation sensor assembly together with a Selective Availability Anti-Spoofing Module GPS. The non-dithered, low noise fibre-optic gyroscope technology eliminates self-induced artifacts like acceleration and velocity noise, resulting in superior navigation and Synthetic Aperture Radar stabilization performance, as well as the highest accuracy in target location. It weighs less than 11.79kg, according to NGC.



NGC LN-260 product brochure image.

Joint Helmet Mounted Cueing System


The JHMCS is a natural evolution of the Head-Up Display ( HUD ) of the 1970s. It is the fighter pilot's look and shoot targeting device, putting the HUD into the helmet. It combines a magnetic head tracker with a display projected onto the pilot's visor, giving the pilot a targeting device that can be use to aim sensors and weapons at whatever direction he is looking. It synchronises the aircraft's sensors with the pilot's head movements so that they automatically point where the pilot looks. More importantly, the flight and targeting information are displayed on the inside of the helmet visor so that the data is always available no matter where the pilot looks to. The JHMCS is modular and can be configured for day or night sensors. The latest generation JHMCS II and its equivalent even have integrated day and night modes.

The JHMCS gives the wearer previously unimaginable situational awareness at a single glance and when combined with the latest generation AIM-9X and AIM9X2 sidewinder missiles with high off-boresight capability allows the pilot to engage an enemy fighter at  more than 80 degrees away from his axis of movement with only a turn of his head! The JHMCS and the AIM-9X are made for each other and are collectively known as the High Off-Boresight Seeker ( HOBS ) system.

The RSAF supposedly already has in its inventory the Elbit DASH III helmet mounted display and the Python 4 high off-boresight air-to-air missile so the JHMCS is not an entirely new capability. Anyway, the Soviets got that part figured out close to thirty years ago when they integrated a helmet mounted display with the R-73 ( AA-11 Archer ) on the MiG-29 Fulcrum towards the end of the Cold War. The US managed to field the JHMCS only by 2003.



Joint Helmet Mounted Cueing System. Photo : Boeing

 

The AN/APX-125 Advanced IFF Transponder / Receiver


As radars become more powerful with greater detection range and with the proliferation of BVR air-to-air missiles, modern day air battles are increasing being fought from stand-off distances. So it is natural that one would also need to rapidly and accurately distinguish between friend and enemy at those astounding BVR distances. Upgrading to a more powerful IFF device with greater detection range and higher reliability is therefore a no brainer.

The BAE Systems AN/APX-125 Advanced Identification Friend or Foe combined interrogator / transponder ( CIT ) system is adapted from the older AN/APX-113 and is specifically developed for the F-16. It enables the warfighter to rapidly differentiate between friendly and potentially hostile forces at distances way beyond visual range. BAE's product brochure states that the APX-125 includes Mode S Elementary and Enhanced Surveillance ( ELS and EHS ) transponder capabilities and Mode 5 interrogator and transponder capabilities. The interrogator subsystem has a detection range beyond 100 nautical miles. Apart from threat identification, IFF has an important role in preventing accidental blue-on-blue incidences.



The AN/APX-125 Advanced IFF combined interrogator / transponder. Photo : BAE


IRST : Glaring Omission?


IRST is the abbreviation for Infra-Red Search and Tract. They are essentially thermal detectors which could be useful in detecting the heat signature of otherwise stealthy aircraft that are difficult to detect by the usual X-Band radars. They are also good for detecting the thermal flare of missile launch from enemy fighters. IRST devices have been staple for Russian and European fighters for the past two decades but their development and implementation on US combat aircrafts have been hampered for eons presumably due to the flawed perception that the American radar technology and missile technology was 2 or 3 generations ahead of that of the Soviet Union, therefore reducing the need for an additional detection device. The F-16 never had one to begin with.

 
With the impending fielding of 5th generation very low observable ( VLO ) fighters from Russia and China and the eventuality that they could be exported to regional countries, it makes sense to future-proof an expensive investment by including an IRST device.


Part of the cover of IHS Jane's Defence Weekly 19th Nov 2014
Vol 51 Issue 47 : J-31 for export!



To be fair the F-15SG Strike Eagles of the RSAF already have an advanced electro-optical sensor suite from Lockheed Martin that includes the Sniper / Pantera targeting pods, Tiger Eyes FLIR for targeting and navigation, and IRST for passive air-to-air detection. So it might not be that critical for the upgraded Falcons not to have it. Still it could be a nice capability to acquire. My guess is that Lockheed Martin's advanced generation IRST21 which had just this year been approved for low rate initial production for the F'A-18E/F Super Hornet might eventually be purchased separately and integrated into RSAF's upgraded F-16 which could take the form of an add-on external pod. Works is still in progress at LMC.


Lockheed Martin's IRST21 is compact and can be mounted on the nose section
of the F/A-18's centerline fuel tank or be placed in an add-on pod. LMC photo.



Why Upgrade?


If the F-16 is such a capable multi-role fighter, why bother to upgrade it at all? Well the most obvious reason to upgrade a platform is to enhance its capabilities even further. Weapons technology is always advancing and previously unavailable options might now be on the table : better sensors, more powerful munitions etc. When the first F-16C/D Block 52 were delivered to the RSAF in 1998, their potential adversaries in the region were the MiG-29N Fulcrum, F-5E Tiger II and F/A-18 Hornet from the Royal Malaysian Air Force ( RMAF ) for which the advance block 52 F-16 are more than a match. By 2007, RMAF added the Su-30MKM and the AA-12 Adder beyond visual range air-to-air missile to its ranks and that represents a tremendous enhancement in capability. Similarly, the Indonesian Air Force was operating a mix of early generation F-16A/B Block 15OCU and F-5E at the turn of the century. Now they still have the F-16A/B but will soon receive additional F-16C/D refurbished to Block 50/52 standard, they have also a fleet of Su-27 Flanker and Su-30MK2 and will be replacing the F-5E with ..... Su-35 Flanker-E aka Super Flanker with thrust vectoring and the works. So unless RSAF upgrades its F-16 fleet, they would soon be rendered obsolete by the Flankers, Advanced Flankers and soon Super Flankers of its immediate neighbours.




You want to fight this? Sukhoi Su-35 with AA-11 and AA-12 AAM.
 Legacy US teens series fighters are completely outclassed by
the advanced Flankers. Photo : Sukhoi



Based on the total cost of USD 2.43 billion, the average cost of upgrading each F-16 will amount to US$40.5 million. This is significantly cheaper than buying newly build F-16Vs which cost about $60 million. Compare that to the F-35A which currently cost US$98 million without the engines ( the total cost of the F-35 is so prohibitively high that it is too vulgar to publish ), you would realize that replacing the F-16 with the F-35 like what the USAF intends to do is not economically feasible for most of America's allies.


F-16V or F-16SG


Will the RSAF's upgraded Falcons be designated the F-16V or will they be unique enough to form a sub-class by themselves, earning a separate F-16SG designation? From past experiences, chances are high that the upgrade would include additional components developed by Singapore's DSO National Laboratories and other non-US aerospace companies.

The upgraded fighters will have advanced fire control radars, advanced navigation, communications and IFF equipment, helmet mounted sights, and the ability to launch advanced precision munitions like laser JDAMs and enhanced Paveway II laser / GPS guided bombs.

Upgrading the F-16s makes a lot of sense as it would postpone the need to acquire the next generation fighter, namely the F-35 JSF, for some years. The early adopters always end up paying more as unit price will drop with later tranches and volume production.

The F-16 is an incredibly well designed and well built aircraft. Although the F-16 Block 50 was originally rated for 8000 Equivalent Flight Hours ( EFH ) of service life, Lockheed Martin has recently completed 25000 hours of simulated flight time on a F-16C Block 50 airframe at its Full Scale Durability Test Facility in Fort Worth, Texas. The FSDT results will eventually be used to extend the service life of the F-16 to 12000 EFH. That's an additional 20 years of service life, assuming on average an annual flight time of 200 hours. So it might not be inconceivable to see the F-16 flying along with the F-15SG and probably the F-35B in 2035 during the SG70 celebrations, maybe even SG75, depending on the cost of the F-35. Time will tell.

Update : The latest developments on the F-16 Block 70/72 and possible shifting of F-16 production to India here.




RSAF's F-16D block 52 with dorsal fairing similar to those seen on
Israeli Air Force F-16Ds. They are rumoured to house the
Israeli Elisra SPS-3000 ECM suite ( self-protection jammer ). 




Another RSAF F-16D block 52 with the dorsal fairing and what looks like
the Sniper Advanced Targeting Pod.