F-16 Risk Analysis: Block 60 FLIR-Assisted Landing Instruction

Air Force Journal of Logistics, Fall, 2006 by Gary P. Moynihan, Joseph Thomas

Introduction

Some of the greatest advances in infrared (IR) technology have occurred in military aviation. Through the use of IR imaging equipment, military aviators are now able to mitigate some of the risks of flying in low light and night conditions. This technology is based on the measurement of the thermal energy of an object against its background. By distinguishing small variations in thermal radiation, IR equipment can display a thermal image on a monitor. (1) This enables one to see in total darkness, through fog, and in other low visibility settings. In military aviation, this IR scene is usually displayed to the pilot on a small screen that must be referenced while flying. The result is similar to looking at a small black and white television screen commonly associated with surveillance cameras. The biggest difference is that the pilot is not seeing a representation of visible light on the display, but rather a representation of IR light and what the IR world looks like. The implications of bringing this thermal sensing capability into the cockpit are immense. Whereas before, when military aviators operated at night with decreased effectiveness due to little or no awareness of the outside horizon and surrounding terrain, IR sensors can now provide distinct scene detail of the current flying environment.

In the F-16, these IR sensors are incorporated into what is called the Forward Looking Infrared (FLIR) system. The F-16 FLIR is a forward sensor because it is fixed mainly to view what is directly in front of the aircraft. It is also a forward sensor in that it is displayed to the pilot through the aircraft's heads-up display (HUD). For example, the pilot is able to view an IR picture of the world by looking straight ahead without having to reference a small screen imbedded somewhere heads down in the cockpit.

This article reviews the evolution of the F-16 FLIR, specifically how the FLIR applies to the newest F- 16, Block 60 under contract by the United Arab Emirates (UAE). Part 1 of this article examines significant historical FLIRs prior to the F-16 Block 60 series. Significant predecessor aircraft, as well as conflicts in the recent past, are examined to show their impact on current FLIR philosophy. Part 2 of this article investigates the hazards associated with landing an F-16 at night, in addition to the potential utility of a FLIR-assisted landing. Finally, in Part 3, a United States Air Force Operational Risk Management analysis of the integration of teaching FLIR-assisted landings to new UAE Block 60 pilots is provided

Background

Predecessor FLIR technology was originally developed by the United States Navy to help identify and target enemy forces. (2) These early systems were expensive, large, and heavy. The incorporation of modern FLIR in military aircraft was influenced both by technological progress (for example, reduction in size, weight, and cost; improvement in capabilities) and by combat necessity. In 1965, the existing combat necessity of the United States military was winning the war in Vietnam. At this point in the conflict, the enemy at the time, the Viet Cong (VC), dominated the night. (3) South Vietnamese Army outposts were routinely attacked by night assaults of the Viet Cong. Even though the United States maintained a very capable air arsenal that included 149 helicopters, the VC would almost always hear the noisy aircraft. They would quickly withdraw as the helicopters approached. In an effort to affect the night war in Vietnam, a quiet observation aircraft was recommended to orbit at dangerously low attitudes above the VC at night, while observing the enemy through the use of the then current Night Optical Device technology. (4) The result of this commission was the development of the Y0-3A Quiet Star aircraft. In January 1968, the Quiet Star arrived in theater, and soon began flying combat missions with great success. The observers in the front of the aircraft were able to identify many targets, particularly VC resupply boats moving down the Mekong River from Cambodia. (5) These observers initially carried hand-held Starlight scopes to aid them in target acquisition. (6) The Starlight scope evolved from technology first developed during World War II, and was based upon image intensification.

Image intensification gathers ambient light from the moon and stars and then intensifies this light. These systems operate by amplifying light in the Near IR/visible spectrum, and have led to the modern invention of night vision goggles or NVG. (7) As the use of image intensifying technology began for military aircraft in the Vietnam War, so did the use of Mid IR sensors in military aircraft. History shows that the Vietnam War is the beginning of the split between NVG and FLIR, both of which greatly enhance night military aviation operations. The primary difference between the two technologies lies in the operating wavelengths required. As mentioned earlier, NVGs require a minimal amount of ambient visible light to be present, and that there is nothing obscuring visibility (for example, fog, smoke, dust or haze). (8) FLIRs, on the other hand, operate solely in the middle IR range, and require no ambient light to be present. FLIRs can see in total darkness or obscured visibility. (9)