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Showing posts with label F-16. Show all posts
Showing posts with label F-16. Show all posts


Lu sur 7s7: Quatorze décollages d'alerte des F-16 belges en deux ans pour des avions civils

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Quatorze décollages d'alerte des F-16 belges en deux ans pour des avions civils

Les avions de combat F-16 belges ont effectué six décollages d'alerte en 2017 et huit en 2018 pour identifier dans l'espace aérien belge des avions civils ne répondant pas aux injonctions du contrôle aérien, a indiqué le ministre de la Défense, ...
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[] L'inde pourrait acheter des F-16 Block 70

Since Jaguars delivered to the Indian Air Force in 1979 are still in service, we can imagine F-16's are still there for a very long time.

Modi va devoir construire une relation de confiance avec Trump
Mission très délicate pour le Premier ministre indien.
L'inde pourrait acheter des F-16 Block 70
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F-16 Block 70
The F-16 Block 70 advances its strong, combat-proven legacy and goes beyond - to meet needs for tomorrow. Meet the newest generation of Fighting Falcon.
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Lu sur 7s7: Les F-16 belges rentrent fin juin: et ensuite?

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Les F-16 belges rentrent fin juin: et ensuite?

La Belgique mettra fin comme prévu fin juin à la mission de ses avions de combat F-16 engagés dans les opérations de la coalition internationale dirigée par les Etats-Unis contre le groupe djihadiste Etat islamique (EI), a confirmé jeudi le ...
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BOOK : Les Faucons Belges au-dessus de l'Afghanistan : no time to wait to buy it

Seen Benoit yesterday, last 100 books now on sale.

If in 1 year, 10 years or 100 years, you will need to know what was the involment of Belgium and Compopsair (Belgian Air Force) in the history of the last 10 years you need this book.

If you have your own copy, offer another copy to a friend or to a kid interested in aviation.

This is more than a book, this is the testimony of the persons who take care of Peace for us.

Please find here after an excellent article of Jean-Pierre about this book  

Les Faucons Belges au-dessus de l'Afghanistan | Hangar Flying vzw
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Lu sur 7s7: Nos F-16 en route pour la Jordanie et l'EI

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Nos F-16 en route pour la Jordanie et l'EI

Une bonne demi-douzaine de chasseurs-bombardiers F-16 se sont envolés lundi matin de la base aérienne de Kleine-Brogel (Limbourg) à destination de la Jordanie, d'où ils opèreront durant un an contre le groupe djihadiste État islamique (EI) en ...
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Lu sur 7s7: Les F-16 belges également en Syrie?

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Les F-16 belges également en Syrie?

La Chambre débattra sans doute la semaine prochaine d'une éventuelle implication des F-16 au-dessus de la Syrie, est-il ressorti mercredi d'échanges en commission de la Défense. Les avions de combat de l'armée belge ont été actifs par le passé ...
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F-35, F-35 and F-35 again ...

This is not my intention and I am not in the capability to have any influence in the choice of the future fighter to be ordered to replace our F-16's. In the last weeks, the F-35 made at last significant progresses with the first aircraft delivered in Italy and in the UK demonstrating the capability of the fighter to cross the Atlantic Ocean.

Everyonehope to see at least one F-35 at the next Belgian Air force airshow.

However there is still a lot of discussion about this aircraft. You will find hereafter 2 articles I received about the Lightning II.

In conclusion, 2 reflexions I heard a few days ago. "In the last years, The Belgian Air Force always selected the best solutions in term of technology, potential and capability. This is particulary true with the SF-260, the Sea King, the Embraer or the F-16. We can hope the persons in charge of the F-16 will make the same good choice"

"More and more and specially with the new generation of fighters operating in complex environment, the training of the pilots is critical and the needed ressources must be available." This is another reason to be stay optimistic as the training of our pilots stay a high priority for our air force. 

The Planned Acquisition of the F-35 Lightning II (Joint Strike Fighter)
(Source: compiled by; posted Feb 26, 2016)
PARIS --- The Australian Senate’s Foreign Affairs, Defence and Trade Committee is currently conducting an inquiry into Australia’s planned acquisition of the F-35 fighter, on which it is due to report in May.

The committee sought submissions from interested parties, and had received 36 by the closing date of Feb. 19. All are available in PDF format on the committee’s web page.

The great majority of these submissions are opposed to the F-35 acquisition, but three – submitted by retired Australian general officers and a Danish air force pilot – are of special interest as their authors, at some point, were involved with the F-35 program and so recount their direct experience rather than opinions. 
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Le F-35 toujours à la peine
Un nouveau rapport du Pentagone met en lumière les déficiences du F-35 de Lockheed Martin. On trouve du connu et du moins connu dans la prose du (...)
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Israel pourrait reconsidérer l'acquisition de F-35 - Air&Cosmos

Israel pourrait reconsidérer l'acquisition de F-35 - Air&Cosmos
Si en 2008 l'acquisition de JSF paraissait très attirante pour la force aérienne israélienne, il semblerait qu'il en soit tout autrement...
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2015-12-24 : 'Wil België NAVO-lid blijven, dan is investeren in Defensie cruciaal'

'Wil België NAVO-lid blijven, dan is investeren in Defensie cruciaal'

'Wil België NAVO-lid blijven, dan is investeren in Defensie cruciaal'

Ewald Pironet - Natuurlijk kan betreurd worden dat er zo veel geld gaat naar Defensie, schrijft senior writer bij Knack Ewald Pironet. 'Maar als België lid wil blijven van de NAVO had het weinig keuze, zeker in deze tijden van moslimextremisme en waarin de Russische president Vladimir Poetin graag met de spierballen rolt.'


Fwd: Protection et entraînement des F-16 en Pologne | Belgium Defence

Thx Phil for sharing
Forwarded message -  From: Philippe levecq

La Belgique a déployé quatre F-16 et une cinquantaine de militaires en Pologne depuis janvier 2015. Ils renforcent la sécurité de l'espace aérien balte.

2015-01-12 Questionnements pour remplacer le F-16 / Rondvraag naar vervanger F-16

Thx Phil for sharing


Defensie verkent momenteel hoe het in de toekomst zijn luchtgevechtscapaciteit kan verzekeren. Om die marktverkenning zo open mogelijk te laten verlopen, heeft de minister, samen met specialisten van de Defensiestaf, die rondvraag toegelicht aan de commissie Landsverdediging. 

La Défense étudie la manière dont elle assurera sa capacité du combat aérien à l'avenir. Dans un esprit de transparence dans cette prospection de marché, le ministre, accompagné de spécialistes de l'état-major de la Défense, a présenté un questionnaire à la commission de la Défense nationale.


F-16 at Forty ... YF-16 First Flight (Flight 0)

Thx Jean-Luc

Forwarded message - From: <ailesetplumes>  

Souvenirs...Souvenirs ...
Avec les compliments de

 Here is a great account of the F-16 history complete with a clip of the "unplanned" first flight. Lyman Joseph's and I showed that clip at the Hotel Mayfair in Feb 1974 to the Belgian Aerospace writers. I believe that is where I first met you. 


Jim Murphy 

What A Wonderful Airplane: YF-16 First Flight (Flight 0)
By Joe Stout Posted 15 July 1992    (Twenty years ago!!!)
The fundamental strengths of the original F-16 design remain. At the heart of every Fighting Falcon is the lightweight fighter concept championed by John Boyd and the other members of what came to be known as the Lightweight Fighter Mafia in the Air Force and Department of Defense.
Phil Oestricher, the first pilot to fly YF-16 No. 1, was less than emotional when he saw the prototype again for the first time in years. The airplane showed considerable wear and tear after a lengthy "storage" at Wright-Patterson AFB in Ohio. No. 1's use in an escape systems study had left it in a condition reminiscent of some bizarre medical experiment. Oestricher's first comment: "Paint it, please!"
But after walking around the airplane for a few minutes, looking it over and kicking the tires, Oestricher smiled and revealed the place the craft must hold in his heart: "What a wonderful airplane."
Oestricher was shortly joined by Jim Rider, Neil Anderson, and Duke Johnston, who followed Oestricher as the second, third, and fourth pilots, respectively, to fly the prototype. No. 1 had returned to the place of its construction - Hangar 4 at the Fort Worth Division. Its first four pilots, all GD employees today, would have ample opportunity to reminisce about the early Viper test program during the several weeks it would take to prepare the airplane for its new life as the centerpiece of an aviation gallery.
One of the most frequently told, and retold, stories about the airplane concerns the events of 20 January 1974, when Oestricher, an unwilling hero, made what has since come to be called "the unintentional first flight."
For those Code One readers who are relative neophytes in F-16 lore, acquainted with the airplane no longer than it has carried the name Fighting Falcon, this is the story. Nothing more than a high-speed taxi was planned for that day at Edwards AFB. Oestricher, who was to split flights in the initial test program with fellow GD pilot Anderson, had a run card to taxi the airplane up to 135 knots and then bring it safely to a halt after checking out the pre-takeoff handling characteristics. The first flight wasn't scheduled to occur until two weeks later on 2 February.
From here the tale tends to differ, depending on who's telling it and which version was heard. This much is fact: The high-speed taxi turned into a wild series of roll oscillations that ultimately caused the right horizontal stabilizer to strike the runway, at which point Oestricher took the airplane up to avoid wrecking it.
Thus, the high-speed taxi run became a highly unexpected first flight, and the YF-16 joined the ranks of real airplanes that have actually gotten off the ground, versus the legions of those that exist in the minds of engineers or as concepts on blueprint paper (in computer memory, nowadays). And Oestricher became the Man of the Day for saving GD's best hope for the future, the first airplane of a program that would bring the company one of the longest periods of employment growth in the up-and-down history of the aerospace industry.
But eighteen years later, Oestricher would have the disconcerting experience of standing in a hangar and looking at the bedraggled shell of the prototype while some well-meaning and much younger GD employees told him fractured versions of the first-flight story.
Some renditions of the tale are only slightly inaccurate, while others are enormously exaggerated. Most popular versions have it that an unintentional liftoff resulted from fly-by-wire flight controls that were much more sensitive than anyone had expected. This version is close, but not exactly correct. A Washington, DC, publication proclaimed as recently as last May that the unintentional prototype flight resulted from a "software problem." The YF-16's analog flight controls had no software.
At their most colorful, the stories have the tail and both wings hitting the runway. At their worst, some go so far as to say the unintentional first flight was intentional. According to this version, Oestricher - in a race with Anderson - wanted to ensure that he would be the first pilot to fly the F-16. This story doesn't hold water either because Oestricher had already been designated to make the first official flight, which he did on schedule twelve days later. Anderson would later gain distinction by making a wheels-up landing in the YF-16 No. 2 prototype (more about this later) and being the first to fly the full-scale development and production airplanes.
The return of the first F-16 prototype to Fort Worth prompted many to approach its first pilot for his recollections of flying the aircraft. Oestricher grumbles at the requests (he's had to retell the story thousands of times). But usually - out of a desire to set the record straight - he finally agrees.
Oestricher plays down the significance of the event. "We'd progressively taxied the airplane faster and faster and wanted to get a better idea of how it handled," he said. "Few people know this, but we actually intended to lift the airplane off the ground that day. Our intention was to move the throttle to military power for a few seconds and let the main gear come up a couple of feet while we went down the runway.
"We encountered two problems," Oestricher continued. "First, the roll control was too sensitive, too much roll rate as a function of stick force. Second, the exhaust nozzle control for the prototype was wired incorrectly. You had to be on the ground for the nozzle to be wide open, so as soon as you took the weight off the wheels, the nozzle closed and essentially doubled the thrust at idle.
The pilot's report for that day shows that Oestricher rotated the airplane to about ten degrees when he reached a taxi speed of 130 knots, with the airplane still accelerating slightly. He made small lateral stick inputs to get a feel for the roll response but got nothing, presumably because the main gear were on the ground, which stopped the airplane from rolling. At this point, he slightly increased the angle of attack. Immediately upon rotating the second time, the airplane lifted off with the left wing dropping rather rapidly, the report states. After a right roll command was applied, the airplane immediately went into a fairly high-frequency, pilot-induced oscillation.
"Every time I tried to correct the oscillation, I got a full-rate roll," Oestricher explained. "And the airplane was continuing to accelerate all the while because the nozzle had closed, even though I had the throttle at idle power. We had way too much idle thrust to have a practical airplane."
Before the roll oscillation could be stopped, a rolleron wheel of the AIM-9 missile on the left wingtip lightly touched the runway, the right horizontal tail struck the ground, and the aircraft bounced off its main gear several times. This bouncing pointed the airplane off the runway. The latter factor prompted Oestricher to fly out of the situation, as he felt that it would be impossible to keep the airplane on the runway, even if the nose wheel could be quickly brought down.
Oestricher applied intermediate power and allowed the airplane to climb slowly in a shallow left turn. The report refers to the style of flying as, "understandably somewhat conservative." Oestricher flew a wide pattern to a long, decelerating final approach and touched down six minutes after the takeoff.
GD engineers had the problem of control sensitivity solved by that evening. "We just put in logic where you selected half-gain for taxiing, for takeoff, and for landing," he said. "You want the controls to be sensitive up-and-away, but you don't want that level of sensitivity down in the pattern." Oestricher said the control problem would have been discovered before the first flight if better visual displays had been available for flight simulators in the early 1970s. The YF-16 program taught General Dynamics a lot about the value of engineering flight simulators.
The knock on the runway badly damaged the airplane's right stabilizer. It required repair before the airplane could fly again. (The patchwork is still evident in the form of a diagonal seam on the stabilizer.) With the control change and a replacement stabilizer in place, Oestricher made the first planned flight on 2 February 1974. That one-and-one-half-hour sortie was fairly uneventful. The pilot's report previewed some of the characteristics that would prove to be major selling points for the F-16:
The airplane was comfortable and enjoyable to fly immediately. No difficulty was experienced in adapting to the sidestick or to the thirty-degree inclined seat... The visibility is so great that it requires some time to adapt... The airplane is highly responsive about all three axes but can be flown smoothly with little effort...
The first flights also showed that the YF-16 could easily outperform the F-4 and T-38 chase aircraft while running them out of fuel.
The nozzle problem wasn't fixed until after the fifth prototype flight, which was made by Jim Rider, then an Air Force lieutenant colonel. The fix involved a change in switching logic to allow the nozzle to be commanded open with weight off the wheels.
YF-16 No. 1 reached Mach 1 on 5 February 1974 and Mach 2 on 11 March.
The No. 2 prototype flew for the first time in May 1974. No. 2 was nearly identical to No. 1, except that it had a gun, external tanks, and the ability to transfer fuel, which means it could be flown long distances with less need to refuel. Plans were made to take No. 2 to Le Bourget and on a tour of several European nations in the summer of 1975. By this time USAF had selected the F-16 as its new fighter. And Belgium, Denmark, the Netherlands, and Norway were considering the airplane.
No. 2's tour of Europe was canceled by the first real mishap in the YF-16 program's brief history, however. Neil Anderson performed a flight demonstration at a Fort Worth Division open house in May 1975. After completing his routine, he was unable to lower the landing gear. He finally had to skid the airplane in on its belly in the grass beside the Carswell AFB runway. Damage was surprisingly light, and the pilot walked away unharmed. But Paris was definitely out for ship No. 2. (No. 2 now resides at Rome Air Development Center in New York state.)
As a result of the mishap, YF-16 No. 1 made the first transatlantic flight for the Viper that same month.
Anderson, Rider, and Lt. Col. Duke Johnston were the demonstration pilots for aerial displays presented at Paris and at military bases throughout Europe. An RF-4 accompanied the airplane to transport two of the pilots, fly comparison shows, and to be No. 1's eyes, since the prototype had no navigational equipment. "We made it a point to stay within visual range of the RF-4 at all times," Johnston recalled. "Otherwise we were lost."
The trip to Europe proved to be a high point of the early F-16 program. Those who participated as pilots or support personnel also remember it as a high point of their careers. The aircraft flew fifty-two times in fifty days, including nearly forty air shows. They remembered the excitement, too, like the time GD flight test engineer Gordon Smith had to fly commercially from Fort Worth to Spain on short notice to deliver a spare part to prevent cancellation of a flight demo.
While the return trip from Europe to Langley AFB in Virginia marked the end of No. 1's life in its original prototype configuration, the trip did not mark the end of its service. During the next few months, the prototype was modified to the Control Configured Vehicle configuration with canards, or fins, mounted below the inlet on the forward fuselage. When the CCV airplane flew for the first time on 8 April 1976, a company press release said the canards gave the airplane a "fishy" appearance. The CCV used the canards and fly-by-wire flight controls to demonstrate such capabilities as pointing the nose without changing the aircraft's flight path.
CCV flight testing was cut short after company pilot Dave Thigpen made a hard landing just short of the planned touchdown point during one mission at Edwards, just ten weeks into the planned eight-month program. The accident was attributed to a loss of power. The basic features of the CCV configuration would appear later on the highly successful AFTI/F-16 flying testbed.
The CCV's hard landing, however, wasn't the end of experimentation with the No. 1 airframe. The airplane was eventually sent to Wright-Patterson AFB, where it was used in studies of a potential escape module application for the F-16. The fuselage skins were cut all the way around the cockpit to show how it could be converted to an ejection capsule similar to those on the F-111 and B-58 Hustler. Hiding evidence of this study was a major part of the recent restoration task.
The escape system modification was apparently abandoned before much could be accomplished. After this program, the airplane was more or less forgotten, stowed away somewhere at Wright-Patterson. It remained there until the Virginia Air and Space Center arranged custody, and GD agreed to make it look presentable for a berth at the Hampton Roads History Center. That's its history.
Some say the F-16 was never quite the same after development progressed from the prototype to full-scale development. The pilots who flew the prototype agree that it had unique handling characteristics, owing to the absence of weapons and radar. The airplane was thus lighter than later versions. It also had a trimmer nose, which provided some advantages in maneuverability. In fact, the whole airplane was smaller than subsequent F-16s.
While attesting that the YF-16 was great fun to fly, however, the pilots point out that it would have been absolutely useless in combat. The F-16 has continuously gained capability at the same time it has gained weight and girth, all the way from the original production airplanes to the most modern Block 50.
Oestricher maintains that the first flight of the YF-16 was no big deal, even though it occurred the way it did. The brief flight was a useful step toward making a longer one. "It's nice to sneak up on a plane," he said, "and learn as much as you can before you commit to taking off and flying it for an extended period."
He pointed out that the prototype of the F-4 Phantom was flown for the first time in similar circumstances after pitch oscillations occurred during a high-speed taxi. "I'm beginning to believe that events like this can be good omens," he said.
The thirty-degree seatback angle and a raised heel rest line provided increased tolerance to g forces in the YF-16. Side-mounted stick and throttle controllers allowed for more precise control under high g's. Locating combat-critical functions on these side-mounted throttle and stick controllers furhter enhanced the pilot-vehicle interface for the high-g regime. The bubble canopy on the YF-16 design improved pilot vision for air-to-air combat.
The two YF-16 prototypes were built in Fort Worth, Texas.
The two YF-16 prototypes came together in Fort Worth, Texas. This photo shows progress as of August 1973 on the second YF-16 forward fuselage.
YF-16 No. 1 fuselage comes together in Fort Worth in June 1973. These were the first two major components to be joined.
First YF-16 is staged for a photo next to a mockup of a Pratt & Whitney F100 engine.
The initial YF-16 taxi tests took place in Fort Worth, Texas, before the aircraft rolled out (under its own power) in a public rollout ceremony on 13 December 1973.
Phil Oestricher in the cockpit of YF-16 No. 1 during a photo session at Compass Rose at Carswell AFB, Fort Worth, Texas, before the official rollout on 13 December 1973.
The rollout of the first YF-16, on 13 December 1973, came just twenty months after General Dynamics and Northrop were selected as finalists on the lightweight fighter program.
The aircraft taxied in to the rollout ceremony.
The lightweight fighter technology effort was formally launched in January 1972. Five firms responded with proposals. In April, the military chose two to proceed: the General Dynamics YF-16 and Northrop’s YF-17. The first rollout of the YF-16 came just 20 months later, on 13 December 1973.
Phil Oestricher poses next to the YF-16 in Fort Worth, Texas. Oestricher would later become the first pilot to fly the YF-16.
The first YF-16 was transported from Fort Worth, Texas, to Edwards AFB, California, for flight testing. It was partially disassembled and loaded onto a Lockheed C-5A for the move on 7 January 1974.
The first flight of YF-16 was an unintentional takeoff at Edwards AFB on 20 January 1974. Phil Oestricher was the test pilot. This well-known image was pulled from the 16mm film of the flight.
The right horizontal tail was damaged in the inadvertent first flight of the YF-16. It was replaced in about three days during which the flight control system was adjusted to compensate for over-sensitive stick inputs during takeoff rolls.
Besides the damage to the right stabilator, the YF-16 sustained minor damage to the rolleron assembly of the dummy sidewinder missile on the right wing when the wingtip scraped the runway. The rollerons are in the tailfins of the missile.
The first official flight of YF-16 took place at Edwards AFB, California, on 2 February 1973, just two weeks after the unintentional takeoff. Phil Oestricher was the test pilot. The successful flight lasted ninety minutes and included wind up turns to 3 g's at 350 knots airspeed and 30,000 feet altitude. The flight was without incident.
During the lightweight fighter flyoff, the two YF-16s accumulated 268 flights and 324 flight hours, which included more than twelve hours at supersonic speeds. The aircraft reached 60,000 feet altitude and a maximum speed of Mach 2.
The lightweight fighter flight evaluation in 1974 included many aerial engagements with F-4 Phantoms.
The turning ability of the YF-16 (inner trail) was compared with the F-4 (outer trail) during the lightweight fighter competition.
This patch for the F-16 prototype was created during the lightweight fighter competition.
The second YF-16 sported a blue and white camouflage scheme during the lightweight fighter competition. The second YF-16 was delivered to Edwards on 27 February 1974. Neil Anderson was at the controls of the first flight of the aircraft on 9 May 1974. The aircraft was later painted to a red, white, and blue scheme similar to YF-16 No. 1.
While the instrumentation was basic and analog, the YF-16 cockpit was the first to combine several features to improve high-g operations, including a head-up display, reclined ejection seat, and sidestick controllers. It also featured a hands-on throttle and stick philosophy that allows pilots to focus their attention on the tactical situation outside the aircraft instead of on switches inside the aircraft.
In January 1975, Air Force Secretary John L. McLucas formally declared the General Dynamics YF-16 the winner of the competition. Initial plans called for a buy of 650 aircraft at a cost of $4.35 billion.
The first flight of the YF-17 occurred on 6 June 1974 at Edwards AFB, California. The second YF-17 flew on 21 August 1974. While never flown head-to-head, the YF-16 and YF-17 went through the same highly structured evaluation process during the competition.
Throughout 1974, the YF-16 and YF-17 went through a series of tests and air combat trials against everything from F-106 Delta Darts and F-4 Phantoms to clandestinely obtained Soviet MiGs. In close air combat, the YF-16 appeared clearly superior. At one point, a YF-16 prototype took three straight engagements against an F-4, which then had to land to refuel. Still airborne, the YF-16 then bested a second Phantom sent up to resume the fight.
YF-16 No. 2 refuels from a KC-135 during the lightweight fighter competition.
During the flight evaluation for the lightweight fighter competition, six pilots flew the YF-16. They conducted subsonic and supersonic AIM-9 launches, fired more than 12,000 rounds of 20mm rounds from the internal gun, and dropped ten Mk-82 2,000-pound bombs from the YF-16.
A spin chute was attached to YF-16 No. 1 for high angle of attack testing.
After the lightweight fighter competition, YF-16 No. 2 was used at Edwards in a variety of weapon tests.
A variety of configurations were evaluated for mounting the AIM-7 Sparrow air-to-air missile on the YF-16, including mounting them on pylons attached to the doors for the main landing gear. These configurations were flight tested.
YF-16 No. 2 was later painted in the red, white, and blue scheme similar to YF-16 No. 1.
The first YF-16 was rebuilt in December 1975 to become the USAF Flight Dynamics Laboratory's Control Configured Vehicle. The F-16 CCV had independent or decoupled flight control surfaces, which made it possible to maneuver in one plane without movement in another. The feature allowed the F-16 to turn without having to bank.
The CCV YF-1 first flew on 16 March 1976 at Edwards AFB, California, with company test pilot David Thigpen at the controls. The flight test program lasted into July 1977.
A precision strike system was integrated and tested on YF-16 No. 2 in 1978. The system consisted of the ATLIS II laser targeting pod built by Martin Marietta, Paveway laser-guided bombs built by Texas Instruments, and a helmet mounted sight system built by Polhemus Navigation Sciences. The seven-month program included full integration of the system,  forty-six flights, and nine bomb drops, including 1,000-pound GBU-16 and 2,000-pound GBU-10 weapons.
YF-16 parked with the first full-scale development F-16. The overall length grew by thirteen inches. The nose, which accounts for about three of those additional inches, acquired a slight droop to accommodate the Westinghouse APG-66 multimode radar.
YF-16 Nos. 1 and 2 parked with the first two full-scale development F-16s.

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