Forum: General F-16 forum

VarkVet wrote:

We were wondering what Directive states how many different engines you can operate and remain current on (can’t find anything)

I'll have to look through our stuff and see if there is a limit? Shrug

Off the top of my head I don't believe there is a hard limit, only a limit on how many annual or 90-day re-certs you can do before your brains are mush..... LMAO

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Lockheed has a company test bird in Ft Worth, a Block 50 with a F110-GE-132 in it. Tell me that ain't fast...

VarkVet this goes back to the old days at Edwards but we had crew chiefs that were certified on all engines 200, 220/220e, 229, 110 and 129. It was up to the person on how many engines you want to be certified to run.

habu2 wrote:

Lockheed has a company test bird in Ft Worth, a Block 50 with a F110-GE-132 in it. Tell me that ain't fast...

Saw it in that recent F-35 video flying chase. Maybe it needs it? Wink

sferrin wrote:

habu2 wrote:

Lockheed has a company test bird in Ft Worth, a Block 50 with a F110-GE-132 in it. Tell me that ain't fast...

Saw it in that recent F-35 video flying chase. Maybe it needs it? Wink

Needs it and then some....

cdhstang wrote:

The two fastest Viper are at Edwards. One being 83-1120 that had or has the GE 110 or the 129 motor in it. 1120 also had the 129 on crack back in early 2001 and almost lost it. Or it would be 86-0359 that also had the GE 129 and was the test bed for the 132 block 60 motor. If I recall right both of them had no gun and just the SI packages.

Funny how times change ... 83-1120 is my puppy now. Blk 25 with F 110 -100

That_Engine_Guy wrote:

I'd love to shove a PW-229 into your pretty orange/white Block 15...... WOW! Devil

Just keep that tanker near by.

Great idea, but as long as the official plan is for the USAF to acquire 15-20 LRIP F-35s per year - eating up large portions of the procurement budget, when simultaneously heading into an indefinite period of austere budget environments - there has been and will continue to be limited resources available for making any serious evolutionary upgrades to the mighty late block mainstay F-16s (being depended on for the next decade and a half), let alone any older block which will no doubt face accelerated retirement in order to help fund fewer LRIP jets going forward. Respects.

what about SLEP? Do you think that'l happen?

deadseal wrote:

what about SLEP? Do you think that'l happen?

I think it will pan out ... you can't break the backbone of the fleet (no pun intended) when nothing else is available!

http://www.aviationweek.com/aw/generic/ ... 282270.xml

Once I had a dream that I was flying F-16 powered F119 at lower orbit.. something about a 100 miles up on MIL power.. then set AB and circle the black side of the Moon.

Geo,

What does "my viper is faster than yours" have anything to do with F-35 procurement? Ease up man. Your obsession with procurement strategies is ad nauseam. Read the post for what it is, a Top Gear F-16 episode if you will.

Patriot wrote:

Once I had a dream that I was flying F-16 powered F119 at lower orbit.. something about a 100 miles up on MIL power.. then set AB and circle the black side of the Moon.

Uh...that's called an acid trip, buddy Laughing

But seriously...that's a TW ratio of nearly 1.5, probably higher...

F119.... too big around for a Viper and too heavy.

Give me the F100-PW-232 test engine and let us crank it back up to the 37K she made on the test-bed about a decade ago...

We'll need a big-mouth inlet, and maybe some aux-doors for low-speed airflow...

That's the one in my dream Viper! Cool

TEG

PS - Then again I'd settle for a cherry gov-surplus F-16B Block 15 with a shiny new PW-229EEP!

TEG, it's little known, but the YF-16 had aux inlet doors on top of the inlet, just in front of the ECS inlets. They were spring loaded "suck in" doors. They made annoying clunk noises when shutting, so they were closed off without significant effect, never to appear on the production airplane.

johnwill wrote:

TEG, it's little known, but the YF-16 had aux inlet doors on top of the inlet, just in front of the ECS inlets. They were spring loaded "suck in" doors. They made annoying clunk noises when shutting, so they were closed off without significant effect, never to appear on the production airplane.

johnwill, you are one of the reasons I like this site. You always provide me with interesting info regarding the Viper that I did not know.

TEG, if you need a "driver" for that block 15 with the -229, give me a call. I might be able to get hold of a F-16BMLU block 10 with the old -200 if that will do instead of a block 15. We are de-commissioning most of our block 10's these days. They even have low airframe hours (less then 4000), and we might be able to sell the old-200 engine to some Viper geek if we just tell him that this is a vintage collectors item from the last operational user of this engine.....
This way we can make some money to by the -229, and with your abilities in the engine department we could get it installed and trimmed to max perform. If I may, I would like to suggest that we fly the thing on a very cold day, and if we have a tanker near by, we would just hold 2000 lb. of fuel for take-off, just to spice it up a bit. What do you say?

By the way, does any of the other engine types available for the Viper have a max power switch like in our -200 or is it not installed/required on newer engines? If the -229 have this switch we should fiddle with it so it would work in the entire speed regime and not only above mach 1.4

Forum: General F-16 forum

My Viper is faster than yours