Forum: F-16 Procedures

I'm curious in how far the upgrades and modifications of the F-16 have increased the workload of the pilot (for example in F-16CG or CJ aircraft). In some models (IF-16D comes to mind) the backseat can be used for a WSO, so apparently the workload has definitely increased.

In how far has the increase in pilot workload been compensated by better cockpit ergonomics or other improvements (e.g. color MFDs, wide-angle HUDS, ...) ?

marsu

F-16.net Sponsor

I'm kinda far behind (I guess, heh, I didn't even think HUDs existed just a year ago), but... aren't upgrades designed to reduce the workload on the pilot? Shocked

marsu wrote:

In how far has the increase in pilot workload been compensated by better cockpit ergonomics or other improvements (e.g. color MFDs, wide-angle HUDS, ...) ?

Direct Voice Input (DVI) is one of those aspects of military cockpit ergonomics which is likely to become increasingly important in the future. While DVI is not likely to be used for the operation of safety-critical systems or for weapons release applications for it are likely to expand.

Unfortunately, even with all the new MFD's, Helmet Mounted Displays (HMD) and DVI, ... there is still no such thing as a low-workload cockpit. Pilots are always given extra things to do.

However, one of the main benefits of the new displays is that it allows the pilot to concentrate primarily on the mission rather than on flying the aircraft per se.

Here is a good article on this topic ( USAF specific )

F-16 Common Configuration Implementation Program (CCIP)

Get all the F-16 cockpits to look the same...

http://www.f-16.net/modules.php?op=modl ... le&sid=650

So how close does the CCIP upgrade to Block 40/42/50/52 USAF birds get to the "52 Plus" avionics configuration? All have MMC and CMFDS and new OFPs, anything else?

In a few cases like JDAM, the workload is a bit less compared to a bomb run where you are going to drop a Laser Guided Bomb ( LGB )and people might be shooting at you and your wingman ( if he is buddy lasing ). Buddy lasing with the F-16 and night vision goggles breaks up the workload so it is a bit easier for two single seaters to do a LGB run.

Many times with JDAM you can drop it 10 or more miles away from high altitude and AAA and small SAMs can't touch you, and put a 3 meter CEP on a fixed target in any weather. A lot less stressful on the pilot.

The ill fated blue on blue in Afghanistan where the Guard F-16 hit the Canadians, besides being a tragic event, does show you in detail the procedure of how two ( night vision google (NVG ) qualified ) single seaters help each other out at night when hitting a target of opportunity with LGBs. They talk to each other, to confirm everything. One observes with the NVGs of where his buddy is pointing the laser; ( "I see the sparkles" : NVG observer confirming that the laser is hitting something and the location is agreed upon) and they talk it over and decide if it is a valid target and call back to the air borne command asset. A lot of talk goes back and forth. Obviously a preplaned target is different. The route in and out is usually planned.

In Allied Force '99 in former Yugoslavia, there are a few examples of 2 single seaters doing "DEAD" ( destruction of enemy air defense ) doing buddy lasing with F-16s. One points the laser at the target and the other rolls in and drops a LGB. Here again the workload is split.

UAVs also take off some of the workload for LGB work. Predators have a laser designator in them and lase the target of opportunity. Then an F-16 that is "in the stack" ( aircraft with various weapons orbiting around waiting for JSTARs to assign them a task) moves in and drops an LGB on the target. A lot of the work and decision making has been done for the pilot. Other times it might be a USAF ground Forward Air Controller ( FAC ) that is pointing a laser at the target and again some of the workload is taking off the pilot. ( the pilot is just there to show up and deliver a weapon that someone else has already done most of the thinking on ).

Falcon4,

Some upgrades definitely reduce pilot workload, e.g. better HUDs and MFDs which improve visualization of vital data, better signal processors which improve data from antenna's and receivers, etc.

A lot of upgrades however involve the addition of new hardware (e.g. Lantirn capability) which in turn increases the amount of information a pilot has to process. Also, various upgrades add data links to the F-16 (e.g. Gold/Sure Strike, Link-16, ...) which again increases the amount of data.

The advantage is of course that a pilot is aware of everything that's going on around him - the disadvantage is that a pilot has to keep track of everything that's going on around him Smile

stefaan

A lot of SA-builders in the MLU but if you start to f*** up things and suffer from the disease 'finger troubles' your SA is going down like hell...it can become warm in the cockpit.

Ya know........ you're right... there are a lot of things in the Viper that make life tough... You know - like excess thrust... low observability, GPS or PGM.... HARM/HTS..... OUTSTANDING PERMORMANCE AT A MERGE..... Jeremiah Weed.

Our lives just suck....... may God have mercy on our souls.

Cylon

Forum: F-16 Procedures

F-16 pilot workload/Cockpit ergonomics