What exactly distinguishes or what are the differences when they speak of a Block 40 , Block 50 etc aircraft. Thanks for any replies.
ten
(just being a smart ass, I don’t know either, but the trick here is to put in the first post so later I can edit it with the right answer as soon as someone else puts it up here…)
To put it simply, it’s minor changes/mods introduced during different production runs where the mods aren’t necessarily significant enough to justify giving the aircraft a different “full” version change(eg.“A”/“B”/“C” etc.)
for example, look at the list of F-16 variants listed here. http://www.f-16.net/f-16_versions.html
Originally, you’d get a “dash-number,” as with the F86F-1, -5, -10, -15, -20, -25, -30, -35, -40. Nowadays we have to be more dramatic, so you get “block numbers.” Ignore the “Block,” and think “Dash,” and it’s easy.
Edgar
A block number change means a change has been made to the aircraft. Block 20 aircraft are different from early block numbers. A block 21 has something added to the aircraft. Each aircraft that has a change will have a higher block number such as 22, 23 etc. When the block number goes in increments of five, 25, 30, 35 etc, it means there is a major change to the airframe. Block numbers are important when ordering parts for an aircraft. Parts for a block 40 aircraft may not fit on a block 50 aircraft. The parts manual also includes a usable on code (UOC), so when ordering parts, maintenance will be sure to order the correct part for that specific aircraft.
Units try to operate aircraft of a specific block to cut down on spare parts needed for maintenance. If a unit is flying block 15 aircraft, then they can be sure the cockpit is the same. Less confusion for the pilot.
Thanks to all for the clarification on the meaning of " Block " #s of aircraft. It was very informative.
Could you imagine the operators manual for an F-16?? Or anything with an F in front of it??!![:O][;)]
And I thought the manual for my new camera was rediculous.
The manuals on an aircraft are called technical orders or TO’s. They start with the -1 (Dash one) which is for aircrews. Then come the -2 series which consist of sometimes 20 volumes or more. These are the maintenance TO’s. An example on the F-4E, TO 1F-4E-2-8 is the engine maintenance TO. TO 1F-4E-2-2 is servicing and ground handeling. They have smaller check list which are carried by maintenence such as 1F-4E-2-2CL-1 or 1F-4E-2-8CL-1. The CL’s are used for routine tasks like fueling, drag chute installation, towing, jacking and servicing. The 2-8CL-1 is used for engine ground runs by maintenance. Then come the -3’s, -4’s, -5’s, -6’s and so on. For the maintenance man it is the -2’s, -4’s (Illustrated Parts Break Down) and -6’s (Inspections) that he usually works with. The TO’s for an aircraft will fill almost an entire room. It is a nightmare when changes come out to a TO, so there is usually a dedicated person in charge of the TO’s.
But if your a Navy guy they are NAVAIR pubs. Dependant on the aircraft as to the centrer part of the title but the suffix on the manuals tell you what sub-systems are entailed in that book such as the one for naviagation electronics, weapons control systems, etc… And as in the Air Force block numbering systems it’s for a/c changes that don’t warrant a new letter designation following the number but are enough apart that some parts may not interchange, but sometimes they were just the build lot numbers.
Typical for the navy to call a manual a ‘pub’ I suppose [:)]
We gotta remember what’s important after all those dry days out at sea [;)]