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Description
| Manufacturer: | General Dynamics | |
| Base model: | F-16 | |
| Designation: | F-16 | |
| Version: | XL/A | |
| Nickname: | Fighting Falcon | |
| Designation System: | U.S. Tri-Service | |
| Designation Period: | 1962-Present | |
| Basic role: | Fighter | |
| Crew: | Pilot | |
| First Flew: | 1982/10/29 | |
Specifications
| Length: | 54' 2" | 16.5 m | |
| Height: | 17' 7" | 5.3 m | |
| Wingspan: | 34' 4" | 10.4 m | |
| Max Weight: | 48,000 lb | 21,768 kg | |
Propulsion
| No. of Engines: | 1 | ||
| Powerplant: | Pratt and Whitney F100-PW-100 (A/B 23,830Lb) | ||
Performance
| Range: | 2,870 miles | 4,630 km | |
| Max Speed: | 1,260 mph | 2,028 km/h | 1,096 kt |
Recent comments by our visitors
| Guy E. Franklin Ft George Meade, MD | F-16XL Supersonic Laminar Flow
Laminar flow at supersonic speeds was successfully achieved in a two-phased NASA flight research program that used two delta-wing F-16XL aircraft from 1988 to 1996 to investigate active and passive laminar flow control (LFC) as a potential technology for a future High Speed Civil Transport (HSCT). The porous titanium LFC glove is clearly seen on the left wing of test aircraft No. 2, the two-seat F-16XL. A suction system beneath the wing's surface was used to achieve laminar flow over 46 percent of the glove's surface while flying at a speed of Mach 2 in a successful demonstration of laminar flow at supersonic speeds. (NASA Photo EC96-43548-7) The goal of the LFC research program was to achieve laminar flow at supersonic speeds over 50 to 60 percent of the chord (from leading edge to the trailing edge) on the swept wing. The program ended with laminar flow demonstrated at a speed of Mach 2 over 46 percent of the wing's chord, slightly less than the original objective but considered extremely impressive to program researchers and engineers. The F-16XLs were chosen for the LFC program because their cranked arrow (double delta) wings, maximum speed (Mach 2), and maximum operating altitude (55,000 ft) were similar to the wing design, cruise speed (Mach 2.4), and cruise altitude (60,000 ft) of the proposed HSCT. The cranked arrow configuration presents an inboard leading edge sweep of 70 degrees and an outboard leading edge sweep of 50 degrees. Potential benefits of laminar flow over an aircraft's wings include increased range, improved fuel economy, and reduced aircraft weight. These benefits add up to improved economic conditions for those operating the aircraft, while also reducing the impact of exhaust emissions in the upper atmosphere where a supersonic transport would normally operate. Other benefits stemming from a large high-speed transport incorporating laminar flow technology would be a reduced sonic boom signature at ground level due to weight reduction, and a reduction in airport takeoff noise levels. Aerodynamic heating due to skin friction would also be reduced with laminar flow, compared to increased skin friction created by turbulent boundary layers. The two-phased LFC program commenced in 1988 with initial planning and development and continued until November 1996. All of the aircraft modifications and flights were carried out at the NASA Dryden Flight Research Center, Edwards AFB, Calif. Phase 1 flights with XL No. 1 (single-seat aircraft) began in May 1990 and ended in September 1992 and studied the use of both active (suction) and passive gloves fitted on the left wing. Initial Phase 2 flights with XL No. 2 (two-seat aircraft) studied a passive glove on the aircraft's right wing between January 1992 and July 1993. After a two-year modification period, an active glove made of extremely porous titanium was tested in Phase 2 between October 1995 and November 1996. It was during the 1995-96 flights that the 46% LFC measurements were charted. Managing the LFC program was the NASA Langley Research Center, Hampton, Va. Team members were NASA Dryden, which handled all flight operations, Rockwell International, Boeing Commercial Airplane Group, and McDonnell Douglas Corporation. 02/14/2008 @ 03:40 [ref: 19669] |
| Guy E. Franklin Ft George Meade, MD | F-16XL 1982 = Converted YF-16A with cranked-arrow wing, double the area of the standard F-16, to increase fuel capacity and provide supersonic cruise capability; 25000# P&W F100-PW-200; span: 34'3" length: 54'2" v: Mach 2; ff: 7/3/82. POP: 1 F-16XL/A single-seat [75-0749] and 1 F-16XL/B two-seat [75-0747]; redesignated as F-16E.
02/14/2008 @ 03:37 [ref: 19668] |
| Kragh Von Washington, DC | I think this version of the F-16 should be used now, replacing the older versions of the falcon. With its cranked arrow wings, increased size, increased range ,increased payload the advantages are all there. Some time ago, I created a 1/24 scale version of the F-16XL Scamp modifying a balsa wood kit. I would be willing to donate the model to the museum if they are interested. Yes I do have photos available. Thanks 10/12/2005 @ 15:45 [ref: 11462] |
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