THE NELLIS TEST TEAM were soon joined by operational test pilots and two more Block 50 jets from the 85th Test and Evaluation Squadron from Eglin AFB in Florida. The 422nd Test and Evaluation Squadron from Nellis played host. "We're validating software packages for Block 50/52 aircraft that have been upgraded in the Common Configuration Improvement Program, or CCIP," explained Brandt. "Most of the validation work concerns inertially guided munitions, like the JDAM and WCMD. We're also validating software that controls the interface between the jet and a targeting pod. As for the preview, the F-16 Combined Test Force at Edwards has two jets flying with Link-16 and helmet-mounted cueing systems."

CCIP Primer Pronounced C-sip, CCIP is an extensive upgrade to USAF Block 40/42 and Block 50/52 F-16s. The modifications significantly enhance the cockpit, avionics, and combat capability of about 650 F-16s in the USAF inventory. They merge many features that formerly distinguished Block 40 F-16s from Block 50 aircraft and the resulting hardware and software commonality between them will simplify logistics support and reduce the cost of future improvements. In addition, the modification provides a high degree of commonality with earlier model F-16s being upgraded by five European NATO countries and with advanced F-16 versions that are now being developed.

The first phase of the revamp deals with Block 50/52 F-16s only, adding a modular mission computer, colour multifunction displays, an advanced interrogator/transponder (APX-113) and software provisions for a targeting pod and the BRU-57 bomb rack.

The new computer replaces three large avionic units; provides increased processing power and room needed for new capabilities; reduces overall weight, volume and cooling requirements for the avionics system; and improves maintainability and reliability. Colour displays enhance situational awareness. Pilots can discriminate threats, friendly forces, and unknowns with a glance as does the interrogator/transponder especially when employing beyond visual range missiles, namely the AIM-120 AMRAAM. The targeting pod adds a precision strike capability to Block 50/52 F-16s and the BRU-57 allows the F-16 to carry four instead of two inertially aided munitions, including the JDAM, JSOW and WCMD.

The upgrades radically alter the character of the Block 50/52 F-16. "Block 50/52 F-16s usually fly as HARM shooters in the suppression of enemy air defence [SEAD] mission," noted Brandt. "USAF Block 50/52 F-16s have never carried targeting pods until now. The software we're testing at Nellis controls the interface between the targeting pod and the airplane. The same interface applies to both the LANTIRN and the new Sniper XR pod."

The Sniper XR (XR for extended range), built by Lockheed Martin in Orlando, Florida, was selected by the air force as its advanced targeting pod in August 2001. Its faceted nose incorporates a third-generation targeting FLIR that allows pilots to identify tactical targets at greatly improved stand-off ranges over current targeting systems. The modular, two-level maintenance design simplifies upkeep and lowers operating costs.

Targeting pods transform USAF Block 50/52 F-16s SEAD capability into a destruction of enemy air defence capability. CCIP Block 50/52 pilots will be able to locate radar-guided SAM sites with their HARM Targeting System, suppress the site with a HARM shot, target the site with the targeting pod and direct a laser-guided bomb to destroy the site. The pods also will improve the accuracy of GPS-guided munitions such as JDAM and WCMD.

The second phase of CCIP gives Block 50/52 F-16s an advanced datalink capability called Link-16, a helmet-mounted cueing system, and an electronic horizontal situation indicator. Link-16 - a jam-resistant, secure, high-capacity communication system that allows the F-16 to exchange data with other air and ground assets - was designated by Department of Defense (DoD) as its primary tactical datalink. It will be common across many military platforms designed to meet NATO requirements.

The helmet-mounted cueing system directs weapons and sensors to the pilot's line of sight. The system can be used to mark aerial targets for off-boresight missiles like the AIM-9X, or locate and identify ground targets visually from transmitted or stored GPS/inertial co-ordinates. An electronic horizontal situation indicator replaces the current electromechanical HIS and the more reliable electronic display offers more operating modes. It is also compatible with night- vision goggles (NVG).

The third phase of CCIP that begins in 2005, applies the improvements of the first two phases to USAF's Block 40/42 fleet. To add more useful information to that analysis, the weapons dropped at Nellis, like the aircraft dropping them, were highly instrumented. "We're dropping WCMDs equipped with telemetry kits," noted Maj. Bruce Stinar, a visiting operational test pilot from Eglin AFB. "We also have a large support pool here, including representatives from the programme offices for the joint air-to-surface stand-off missile and WCMD." "We all want to make sure the communication between the software and the weapon is solid."

Impetus While combined developmental and operational testing makes sense for many reasons, the most important reason for CCIP may be timing. The first Phase I CCIP F-16s rolled off the modification line at the Ogden Air Logistics Center at Hill AFB in January 2002. Operational squadrons began receiving the aircraft soon after. The 78th Fighter Squadron at Shaw AFB completely converted to CCIP F-16s in August 2002.

"When CCIP F-16s come out of Ogden," Stinar explains, "either they are going to have software ready for them or they are going to be sitting on the ramp waiting for the software. If the latter is the case, squadrons at Shaw and Mountain Home won't have any airplanes because they have sent all their F-16s to Ogden to be modified with CCIP. Software for the second CCIP phase must be complete before October. We came to Nellis to test every version of CCIP software that is under the hammer right now to get validated. BRU-57 is a big operational driver as well. We didn't have clearance to drop weapons from a BRU-57 until recently." "The air force wants BRU-57 operational for its latest CCIP airplanes."

Combined benefits While a tight schedule may be the impetus for combining developmental and operational tests, the other benefits are just as significant. "This is the first time we've had such a large group together for combined developmental and operational testing," says Stinar. "Nellis and Eglin can use these drops in our operational evaluation and Edwards can use the associated data analysis for its developmental evaluation."

"We are getting combined data and combined weapons upfront and early," Stinar continues. "We are sharing the costs and getting information that we all can use. We've pooled our resources to satisfy a large test matrix. Testing sequentially or independently would take more time and money." For Brandt, the end of one software upgrade test leads to the beginning of another software upgrade test. "At the end of the week's testing, we want to sign off on this CCIP software and get the capabilities to operational units. If everything goes well here, we will have checked off a major block on the capabilities of the software that goes to the field in four to five months' time." "From here I go back to Edwards and spin up for the next software update that introduces Link-16 and the helmet-mounted cueing system to operational units."