black-hawk_101
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14 are still remaining.
Pakistan F-16 Discussions 2
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Imran Khan
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forget them USnwill release them when they have nothing left they went to 510 TW at Edwards AFB for use in the USAF Test Pilot school.aggressors sqn fucked them hard really hard
Viper0011.
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You got 18 block 52's. I think more used ones are under discussion. Which 14 are you talking about? And these are not "PAF's" F-16's. These are US's F-16's which have been (and probably will be) given to Pakistan.
mosu
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Nishan
Dr. Strangelove
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the ones we paid for in late 90s but never recieved
peace
zeeshanvita
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Yesterday Raheel Shareef met Norwagian defence minister i hope something constructive comes out of it..
DrWatson775
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BAE Electronic Systems has been awarded a $221 million contract to provide equipment for F-16 fighter jets sold to Morocco, Egypt, Oman, Pakistan, Indonesia and Portugal, the Air Force announced on Tuesday. - See more at: NH Business Newsreel: BAE lands $221 million F-16 contract | New Hampshire
NH Business Newsreel: BAE lands $221 million F-16 contract | New Hampshire
NH Business Newsreel: BAE lands $221 million F-16 contract | New Hampshire
black-hawk_101
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Yes they might be coming soon. Also, will PAF going to order more 38 F-16s Block-52s?
IrbiS
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And WHEN did PAF REQUESTED ANOTHER 38 -52s and U.S Approved it let alone the ordering part?
black-hawk_101
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I am saying will PAF going to do that?
Also sir you are senior member, I would like to ask one more thing. Heard that Pak loan has crossed over a $100 Billions++ which is really worrying too much. Why not Govt. push the privatization quickly and make it possible to sell their companies within 1-2 years and finalize deals.
IrbiS
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PAF should and sure will, so do I want 'em to get as many as possible ASAP. But it'll take time the availability being an issue not mentioning the U.S approval necessary for direct buying or from third parties either for new or used examples which seems most likely to be PAF's choice for future procurements, As production lines drawing toward end; We'll have to wait for others to free some machines for us. And money too.
Debt per capita is over 90,000 RS but I'm in no mood to discuss ishaq dar and ganja s**t on this thread.
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IrbiS
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McDonnell-Douglas ACES II - F-16 Fighting Falcon version
The F-16 Fighting Falcon is equipped with this version of the ACES II. It replaced an Escapac seat used in the prototypes and early aircraft. This version differs from most of the rest of the ACES II seats in the configuration of the main ejection handles. The F-16 and the F-22 ACES II seats use a center-pull handle similar to that of the Escapac seats. They also vary in the angle of the seat back to the seat pan which is more obtuse to allow for better comfort in the cockpit. The F-16 ACES II is setup with a seat back angle of 30 degrees to allow for the pilot's physiological response to the G-forces of combat maneuvering. (The F-22 is closer to a 22 degree tilt for the same reason. The large bubble canopy of the F-16 is stressed to resist birdstrikes and can not be effectively penetrated by the seat ejection force, hence the seat is not fitted with canopy breakers.
The Advanced Concept Ejection Seat (ACES) Was developed to provide a standard Ejection seat to be utilized in all United States Air Force jets from the mid-1970s. It was first flown in a A-10 Thunderbolt II from the Fairchild Republic Co. at the Farmingdale Long Island (N.Y.) plant in April 1978. The driving reasons for the development of the ACES II were to standardize on one type of ejection seat*- this would lead to reduction in training of both mechanics and pilots, also the design was intended to provide better performance in low altitude/adverse attitude conditions as well as to improve high speed seat stablity. It also allowed the government to purchase larger lots of spare parts.
The initial ACES II production contract was awarded to McDonnell-Douglas Corp. (MDC) in November 1976. The contract was a 'Leader/Follower' type contract which meant that MDC would be the Leader and would train the Follower to build the seat as well. Weber Aircraft Co. (WAC) was selected and trained as the follower. Thereafter, each additional contract from 1982-1990 was bid upon by both MCD and WAC, with the competition helping keep the unit cost low. In 1990, with fewer seats to be ordered, the entire production was awarded to McDonnell-Douglas Corp. Soon thereafter Weber Aircraft Co. ceased manufacturing ejection seats and concentrated on the manufacture of crew seats.
Production of the seats has totaled about 8000 as of May 1997, with some 416 non-combat and 10 combat ejections worldwide. The official USAF success rate is 94.4% in envelope, and 89.9% including out of envelope ejections. MCD manufactured some 6500 and WAC the remaining 1500.
Since its development it has been used in various forms in the following aircraft:
F-15 Eagle Has add-on Canopy Breakers
F-16 Fighting Falcon Center pull W/Trajectory Divergence rockets
A-10 Warthog
B-1B Lancer With arm and leg restraints
T-46A With Asymetrical Canopy Breakers
B-2 Spirit Has Flip-up Pitots
F-22 Raptor
The ACES II is a third-generation seat, capable of ejecting a pilot from zero-zero conditions up to maximum altitude and airspeeds in the 600 KEAS range. The peak catapult accelleration is about 12g, with a extra 2g pulse from a stabilizing rocket. The ACES II has three main operating modes, one each for the low speed/low altitude, medium speed, and high speed/high altitude. In Mode 1, which includes 0-0, the parachute is inflating in less than two seconds. In Mode 2 the chute is inflating in less than 6 seconds. Mode 3 deployment is delayed by the sequencer until the seat-man package reaches either Mode 2, or Mode 1 conditions, whichever comes first.
The F-16 Fighting Falcon is equipped with this version of the ACES II. It replaced an Escapac seat used in the prototypes and early aircraft. This version differs from most of the rest of the ACES II seats in the configuration of the main ejection handles. The F-16 and the F-22 ACES II seats use a center-pull handle similar to that of the Escapac seats. They also vary in the angle of the seat back to the seat pan which is more obtuse to allow for better comfort in the cockpit. The F-16 ACES II is setup with a seat back angle of 30 degrees to allow for the pilot's physiological response to the G-forces of combat maneuvering. (The F-22 is closer to a 22 degree tilt for the same reason. The large bubble canopy of the F-16 is stressed to resist birdstrikes and can not be effectively penetrated by the seat ejection force, hence the seat is not fitted with canopy breakers.
The Advanced Concept Ejection Seat (ACES) Was developed to provide a standard Ejection seat to be utilized in all United States Air Force jets from the mid-1970s. It was first flown in a A-10 Thunderbolt II from the Fairchild Republic Co. at the Farmingdale Long Island (N.Y.) plant in April 1978. The driving reasons for the development of the ACES II were to standardize on one type of ejection seat*- this would lead to reduction in training of both mechanics and pilots, also the design was intended to provide better performance in low altitude/adverse attitude conditions as well as to improve high speed seat stablity. It also allowed the government to purchase larger lots of spare parts.
The initial ACES II production contract was awarded to McDonnell-Douglas Corp. (MDC) in November 1976. The contract was a 'Leader/Follower' type contract which meant that MDC would be the Leader and would train the Follower to build the seat as well. Weber Aircraft Co. (WAC) was selected and trained as the follower. Thereafter, each additional contract from 1982-1990 was bid upon by both MCD and WAC, with the competition helping keep the unit cost low. In 1990, with fewer seats to be ordered, the entire production was awarded to McDonnell-Douglas Corp. Soon thereafter Weber Aircraft Co. ceased manufacturing ejection seats and concentrated on the manufacture of crew seats.
Production of the seats has totaled about 8000 as of May 1997, with some 416 non-combat and 10 combat ejections worldwide. The official USAF success rate is 94.4% in envelope, and 89.9% including out of envelope ejections. MCD manufactured some 6500 and WAC the remaining 1500.
Since its development it has been used in various forms in the following aircraft:
F-15 Eagle Has add-on Canopy Breakers
F-16 Fighting Falcon Center pull W/Trajectory Divergence rockets
A-10 Warthog
B-1B Lancer With arm and leg restraints
T-46A With Asymetrical Canopy Breakers
B-2 Spirit Has Flip-up Pitots
F-22 Raptor
The ACES II is a third-generation seat, capable of ejecting a pilot from zero-zero conditions up to maximum altitude and airspeeds in the 600 KEAS range. The peak catapult accelleration is about 12g, with a extra 2g pulse from a stabilizing rocket. The ACES II has three main operating modes, one each for the low speed/low altitude, medium speed, and high speed/high altitude. In Mode 1, which includes 0-0, the parachute is inflating in less than two seconds. In Mode 2 the chute is inflating in less than 6 seconds. Mode 3 deployment is delayed by the sequencer until the seat-man package reaches either Mode 2, or Mode 1 conditions, whichever comes first.
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