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What are all of the variants/blocks of the F-16 Fighting Falcon/Viper and what changes were made for each variation?

Oh Boy…. I am going to have to tackle this a bit at a time, because you could fill a book (or several) on the history and specs for the various versions of the F-16. So expect this answer to get updated and extended in the coming days… Anyway lets start at the beginning.The F-16 is a truly amazing aircraft. Over 4,500 have been built over the 4 decades it has been in service. If you count air frames inspired by and built under license that number jumps to over 5000.The F-16 was the fruit of many early fighter studies and development programs. These included efforts like The Advanced Day Fighter program and the F-X program, both in the 60’s to counter the performance of the new Mig-21s.Then in 1971 the Light Weight Fighter program was kicked off with the intent of providing a cheaper, lighter fighter to supplement the brand new fleet of F-15s coming on line.5 defense contractors submitted proposals for the LWF program; Boeing, Northrop, General Dynamics, Ling-Temco-Vought, and Lockheed.In the initial source selection, the Boeing Model 908-909 was considered the front runner, with the General Dynamics Model 401 rated a close runner up. Northrop’s submit was also considered strong, but the other two contractors were eliminated early on. As the concepts matured, the Boeing Model 908–909 was considered so similar to the General Dynamics model, that it was decided to down select between the two for a fly off with the Northrop model. General Dynamics model 401 was chosen over Boeing because it was perceived as having greater technology maturation potential (as one of the stated goals of the program was to mature new emerging technology).Concept Model LWF-401-16BThus the General Dynamics offering, re-designated the YF-16, flew off against the Northrop YF-17 as the two American entries into the LWF program (there were 2 foreign military entries as well).As you probably could have guessed, the YF-16 won the fly off. Fun fact, the YF-17 would go on to be developed into the F-18 aircraft for the navy. So they were both excellent aircraft.Thus the first variant of the F-16 was the…YF-16A.A single engine, single seat, light fighter aircraft. It was powered by an Pratt & Whitney F100 engine, right off the F-15 then in production.The US Air Force ordered 6 Full Scale Development aircraft. These where the first F-16s to be delivered to the Air Force, and consisted of 4 F-16As and 2 F-16Bs, and they started off the production line for Block 1 of the F-16.F-16 Block 194 Block 1 aircraft were produced. Block 1 consists of F-16A and B variants (Single and dual seat respectively). They were all powered by a PW100–200 engine rated at 14,670 lbf dry thrust and 23,830 lbf max. They had a sophisticated (for the time) avionics suit including a Westinghouse AN/APG-66 pulse-Doppler fire-control radar, Dalmo Victor AN/ALR-69 Radar Warning Receiver, Singer-Kearfott SKN-2400 Inertial Navigation System and a central air data computer system. Block 1 aircraft can be easily distinguished by the black colored radome ( a feature that would inspire many pilot complaints) and small horizontal control surfaces on the tail. Two features that were among the very first design changes and/or upgrades the F-16 would undergo.Bock 1 was followed byBlock 5No photo for Block 5. Why? Because they look almost identical! The only notable exterior difference between Block 1 and Block 5 is they painted the radome grey this time! There are a handful of internal differences however, including oil drain holes added to the tail, and some air-frame structure parts that were tweaked and/or consolidated for manufacturing and maintenance purposes. 197 Block 5 F-16s where built (Still A and B models). And on their heels cameBlock 10Block 10 provided some more substantial changes. The AN/APG-66 radar was updated and improved. Also between block 5 and 10 many internal components changed material from Titanium to Aluminum, and Aluminium honeycomb materials changed manufacturing and assembly processes from being epoxied sandwich structures to bolt on. Again though, from the outside Blocks 1–10 all looked pretty much the same. 312 Block 10 aircraft were produced, and most in service Block 1 and 5 aircraft would eventually be upgraded to Block 10 standards.Block 10 production ended in 1980, and gave birth to….Block 15Block 15 introduced some pretty significant changes to the F-16. First, Block 15 gives the Falcon a new tail (30% more area). Gone is that small horizontal control surface. Also provisions for new systems were added (such as strengthening of the air frame structure and wire routing). Block 15 also added 2 new hardpoints to the inlet (designation 5L and 5R).Block 15 was massive. It spanned 3 production lines across 14 years for 939 aircraft to 11 customers! Starting in 1987, Block 15 would have its own “Block within a Block” type upgrade which would be designated Block 15OCU (Operational Capability Upgrade). These would see the Block 15 aircraft get a new engine, the PW100–220 with significant reliability and performance improvements. It would also gain a suit of improvements already proven out on the F-15C/Ds to include a radar altimeter, Wide Angle Heads Up Display, AN/APX-101 IFF (Identify Friend or Foe) and AN/ALE-40 Chaff and flare dispenser. It also included the capability to utilize a slew of new weapons, including;AGM-119 Penguin Mk 3 Anti-Ship MissileAIM-120 AMRAAM (Advanced Medium Range Air to Air Missile)AGM-65 Maverick Air to Ground MissileBlock 15 and Block 20 ended the production of the F-16A/B variants in March of 1985. All totaled 674 F-16As and 121 F-16Bs were produced for the USAF. The remaining went to our allies and foreign military customers.You may have noted, I sort of glossed over Block 20. That is because Block 20 was just the designation used for Block 15OCU aircraft produced for Taiwan.Obviously we didn’t just stop making F-16s though. Oh no, we just tacked a new set of letters on the end and rolled on. Enter the F-16C/Ds (Not compact discs)F-16C/DBlock 25Pictured above: USAF Block 25E F-16C (84–1299, Photo taken during Operation Desert Storm. Specific Aircraft retired 05 December 2007)The F-16C/D variants (again single and dual seat configurations, respectively) began production with Block 25. First flight of the F-16C was in on June 19th of 1985 and delivered to the Air Force a month later. Production of the variant then kicked off in December of that year. The F-16C was the first fighter aircraft for the USAF to run into production delays driven by Software problems as opposed to production difficulties or hardware issues (Though it certainly wouldn’t be the last, See F-35). Block 25 started production off with the PW F100–200 engine, but eventually switched over to the F100–220.Block 25 introduced many more improvements over the previous F-16s, to include a new AN/APG-68(V) Radar which was considered a significant advancement over the previous APG-66. It boasted numerous air to air modes of operation including a range-while search function as well as uplook and velocity search, single target track, raid cluster resolution and track-while-scan capability for up to 10 targets. It added a BVR track and search capability, ECCM capability, longer range detection and sharper resolutions over its predecessor on the F-16A/Bs. It could also provide continuous illumination for AIM-7 Semi-active radar homing missiles, and air to ground target and tracking for both maritime, fixed and moving targets as well as ground mapping and ranging.Block 25 aircraft grew in weight, so they have tweaked airframe structure to grow the max takeoff weight from 37,500lbm of the Block 15s to 42,300lbm. Empty weight grew by almost exactly 1 ton (2003lbm). The added weight and slight outer mold line modifications (a small ‘island’ is added to the tail that was to house an ECM system that the Air Force never actually purchased) brought the max speed down from Mach 2.05 @40kft for block 15 to Mach 2.02 @40k feet for Block 25.The USAF received 244 Block 25 aircraft in total (209 Cs and 35Ds).IF it seems like Block 25 bucks the trend of aircraft production going up for each block…. well there is a reason for that. During the production of Block 25 there was much consternation going on between the USAF and one of its prime Vendors, PW. The Air Force had been having trouble with the F100 family of engines right from day one of entry into service on the F-15, and for the last decade or so had been going back and forth on how to handle the issue. This kicked off what was eventually referred to as “The Great Engine War” and directly lead to the next major change for the F-16 family of aircraft, and a new block designation….Block 30/32Yeah, look at that. One of these things is not like the others, right? Up until now, with the exception of Block 1 (Have to start some where) all the block designations have been in counts of 5. So why is Block 30 not just ‘Block 30’? Why a Block 30 and a Block 32?Because they have different engines, thats why! Not just different engines, but different FAMILIES of engines! One of those continues with the PW F100 family of engines, while the other introduced the brand new GE F110 family of engines. And oh boy, was that an ordeal to do. But that is a tale for a different question.Block 30/32 were the first F-16’s to include the common engine bay, which could accept either the PW F100 or the GE F110. Block 30 aircraft came equipped with the F110 engine, and an extra 5000lbf of max thrust. The Block 32 aircraft came with the ‘legacy’ engine option, PW F100. Initial Block 30 aircraft are what are now referred to as “small inlet” aircraft, as they used the same sized inlet as the Block 25s and 32s. Eventually the Block 30s would be built with a new, larger inlet to feed the more powerful F110 engine, which required more air flow to achieve its higher performance characteristics. Block 32 aircraft would keep the legacy inlet (called the “modular common air intake duct”). So although with the common engine bay, an F-16 from Block 30 or 32 could accept either engine, only block 30’s with their larger inlets could get the full benefits of the new F110 engine. You might ask, why not just put the larger air inlet on all the aircraft???? Well it might be counter intuitive, but the more powerful F110 could operate with the smaller air inlet and just leave some of its performance improvements on the table, but the F100 could NOT operate with the larger inlet.So, Block 30’s came with the GE F110–100 turbofan engines with max thrust of 28,984 lbf augmented. It also had a much higher time on wing and reliability metrics compared to the incumbent F100 engine.Block 32’s came with the same F100–220 engine as the Block 25s. Well, almost. The F100 engine did undergo a near constant improvement program throughout this time, aimed at fixing the reliability and maintainability issues the Air Force had identified. So it wasn’t EXACTLY the same, but the performance was.So what other improvements did the Block 30/32 bring? For starters, Block 3Xs were the first to incorporate radar treatments to the inlets to lower the RCS.In addition Block 3X aircraft starting in 1987 would get the full level IV multi-target capabilities for the AIM-120 missiles. This means the full potential of the AIM-120 would be unlocked for the F-16, as it was for the F-15 until then. This same year the F-16 would gain the ability to carry and launch the AGM-45 Shrike missile and AGM-88 HARM. It’s chaff and flare dispenser would was expanded with double the capacity.Other improvements included expanded memory for the on board computer systems, a Seek-Talk secure communication system, seal-bond fuel tanks, voice message unit and a crash survivable flight data recorder (black box).The most noticeable exterior difference (other than the new inlets or engines of course) was the relocation of the radar warning receiver antennas. These were moved to the leading edge flap from the main fuselage just aft of the radome on previous F-16 variants.Pictured: New location o RWR antennas, on wing as opposed to on the main fuselage.Earlier variants of the F-16 would get these new antenna as their RWR were upgraded, so you may see Block 25 F-16s with these “Beer Can” antenna as well.Block 3X aircraft were produced from January 1986 through 1989 totaling 733 aircraft with deliveries to 7 customers (including the US Air Force and US Navy).Block 30 aircraft would eventually get several additional upgrades, such as new inertial guidance systems, the AN/ALQ-213 electronic warfare suite, and upgrades to carry the LITENING targeting pod. The Inertial Navigation Unit would get changed out to a laser gyro system and then again upgraded to include embedded GPS and Inertial Nav hybrid system. This system would expand the F-16s arsenal yet again, giving it the ability to deploy the Joint Direct Attack Munition or JDAM.But these additional upgrades would be largely inspired by the improvements worked into the new Block 40/42 which entered service in 1988.Block 40/42So we’ve come a long way from the YF-16 at this point. We’ve changed engines (actually we’ve had several at this point), we’ve added weapons (like, a lot of weapons) and we have stuffed new electronics, radar, ECW, ECM, and C3 systems into our “Light Weight” “Day Fighter”. I think it is about time we drop the whole “day” portion of that title? Enter the BLock 40/42, or what is often referred to as the “Night Falcon”. Why? Because this F-16 included the AN/AAQ-13 LANTIRN targeting system.Pictured: F-16C with its brand new LANTIRN navigation and targeting pods.The Block 40/42s LANTIRN navigation pods gave it all day, all weather attack capability. They also included a new holographic HUD system, integrated GPS, new APG-68(V) radar (with significantly improved maintenance and reliability metrics), automatic terrain following system and new digital flight controls.The Block 4Xs also included a new positive pressure breathing system for the pilots, intended to improve high G performance. A new enhanced gun sight was also included.To accommodate all the new fancy hardware, the airframe once again was updated with particular attention paid to strengthening the undercarriage legs, which were also extended to provide additional clearance for those new targeting pods. The landing gear was also re-designed with larger tires and relocated lights. The increased air frame strength also allowed the F-16 to increase its 9G max weight by almost a ton, meaning it could hit its max turn rates while carrying more weapons or fuel than it could previously.Max take off weight grows once again to 42,300 lbm.The capability increase in the Block 40 was so extreme, the Air Force requested a new letter designation for Block 40s to be F-16Gs but the Congress would not approve a “New” aircraft designation for political reasons.Block 4Xs were produced from 1989 through the 90s with a total of 615 being built. IN the 90’s they would get several additional upgrade, such as the Sure Strike system which included night vision capability and an improved data modem. These features would come standard on the Block 50/52 aircraft, so why don’t we dive into them there….Block 50/52This is the big one. This is what the Air Force is currently flying, and it rolled in improvements to just about every system on the aircraft. Like the Block 40s, the performance and mission capabilities expanded to such a degree it easily could have warranted a new aircraft designation. However, Block 50/52s are still F-16C/Ds, even though they are far and away different from the Block 25s that share the designation.First up, the Block 5Xs once again get new engines! The Block 50s get the new GE F110–129s and the 52s got the new PW F100–229s. These engines are both lighter and more powerful than their previous variants, with substantial improvements to maintenance and reliability metrics. Both engines are rated to a max augmented thrust of 29,000 lbf.But honestly, even though the engines provide increased thrust, better fuel efficiency, and better logistics they are really just the tip of the iceberg. As said, just about everything on the aircraft got touched during this Block roll out.The Navigation system uses the Honeywell H-423 Ring Laser Gyro (mentioned as an upgrade to a previous block), with an integrated GPS receiver.It also included a Data Transfer Cartridge system with an amazing (at the time) 128KB capacity! This is laughable now, but for the early 90s this was huge.AN/ALR-56M Advanced RWR system improved on the legacy system substantially, as did the AN/ALE-47 countermeasure system.The Cockpit included night vision provisions.The radar gets yet another substantial upgrade to the AN/APG-68 V(5) radar which yet again extended range and resolution and came with new on board processors and programmable signal processing capability. All these new fancy avionics allowed it to employ new weapons in new ways. It could use the JDAM munitions, and the AM-154A/B Joint Stand Off Weapon. It was also the first F-16 to use the AGM-84 Harpoon anti-ship missile.Block 5Xs also included the HARM avionics/Launcher Interface Computer and AN/ASQ-13 HARM targeting system for use with AGM-88 HARM II. This allowed the HARM to operate in a fully autonomous targeting and launch mode. This capability added the Suppression of Enemy Air Defense roll to the mission profile of the F-16. This means the F-16, carrying two HARM missiles, can just fly into an enemy air defense zone and wait to be tracked/targeted. It’s missile will launch at the probing radar and the F-16 bugs out.The F-16 would have another “block within a block” upgrade later in the Block 50 production run, with the Block 50 Plus variant which would add special provisions for employment of JDAM in adverse weather. Also a passive missile warning system, terrain-referenced navigation, and provisions for two 600 gal conformal fuel tanks.Pictured: Block 50+ sporting conformal fuel tanks.BLock 50 plus also included a new on-board oxygen generating system (OBOGS), AN/APX-113 Advanced IFF system, helmet mounted cueing system, ASPIS internal ECM suit, and upgraded APG-68 V9 radar with advanced processing capabilities to resist jamming. The new version radar enables a 30% increase in detection range, double the tracked targets in SA mode (Search-while-track mode), improved tracking performance, and overall 5x increase in processing speed and 10x increase in on board memory.Over 1000 Block 50/52 aircraft have been produced. This is, to date, the last version that has been purchased by the USAF. However, it is not the last version of the F-16 produced…F-16E/FBlock 60Pictured: Block 60 F-16 delivered to the United Arab EmiratesAh the Block 60. Take all the potential of the Block 50s and their long list of follow on upgrades and custom tweaks for different services and roll them up into this beauty. The Block 60 F-16 has but one customer right now, and that is the UAE. Block 60 gets yet another new engine, the F110–132. This is the most powerful engine to be fitted into any F-16 variant so far, with a max augmented thrust of 32,000lbf. The development of this engine variant was funded by the UAE itself, and can not be sold to any other foreign military without approval or payment to the UAE (with the exception of the USAF). Notice there is not Block 62, because their is no PW engine offering for the F-16E/F.The Block 60s include those conformal fuel tanks again, but also have added wing fuel tanks and another belly mounted conformal fuel tank. All that fuel paired with the most efficient engine available on an F-16 give the Block 60’s the longest legs of the group while still carrying an impressive mix of weapons. Block 60s have the greatest range and highest max take off weight, a porky 46,000 lbm, and yet still able to make Mach 2.02 at 40,000ft.It also sports the AN/ASQ-28 internal Forward Looking Infra Red system, providing it all the advanced targeting capabilities one could want without the drag and performance penalties of slinging a targeting pod on the wings.Block 60 also sports the most advanced electronic counter measure system to be found on an F-16, the AN/APG-80 "Agile Beam Radar" system, electronic warfare management system, fiber optic data bus, and modular mission computer system (with architecture designed for future growth potential).Keeping all that hardware safe is the ALQ-165 electronic countermeasures system, a high power jamming system originally under development by the USAF and US Navy.The cockpit also got a substantial face lift with new color displays and helmet interfaces.And the best, and most forward thinking part of the Block 60 is that the designs were all made with “future proofing” in mind. That is they moved towards more open architecture/modular design approaches to enable less painful upgrades and implementations in the areas of weapon systems, avionics, and engines.80 Block 60s have been produced for the UAE.But wait… Theres More! Lockheed Martin just can’t leave the F-16 alone, they insist it still has more to give!F-16VBlock 70Here’s the thing, there was a proposed Block 70 already. It was a LM offering to India for a new advanced variant of the F-16. However, they lost that competition. Yet LM has not given up. They have developed, and even flown (in 2015) the latest and greatest F-16 yet! (Just not in service). Could this be the next production run of the F-16? Could it be an F-16V Block 70? What would it look like!? Luckily, Lockheed Martin can tell us exactly what they have in mind, and why we would be fools not to buy them by the gross! (paraphrasing of course)Pictured: The F-16V, courtesy of Lockheed Martin CorporationAs you can see, the F-16V would keep all that sweet sweet fuel the Block 60s added. Also, it would be capable of carrying any weapon in the Air Force inventory that can currently be slapped on to an F-16, F-15, F-35 or F-22.But that is not all, it would also follow in the history of every major F-16 upgrade and give us a substantial leap in Radar capability.F-16V would carry the APG-83 AESA radar giving it radar performance in the same league (if not the same performance) as an F-35. Which is honestly saying something.Also taking a page out of the F-35 book, pilot situational awareness would be enhanced with a slew of new cockpit displays and integrated sensors. What Lockheed has dubbed “Enhanced Battle space Awareness” this new cockpit display system would pull in data from the very fancy, and much higher capability radar system as well as the on board targeting systems and optionally external mounted targeting pods, to give the pilot a “complete picture” of the battle space. In short, it will integrate all the data sources it can and try to provide a “more than the sum of its parts” picture in line with the sensor fusion type systems of the F-22 and F-35. Honestly, its not a bad sales pitch. It’s the very best one could hope for out of a Gen 4 system.The F-16V would also include the Sniper Advanced Targeting Pod, and an active ground avoidance system.No new F-16 Block 70 aircraft have been built yet. But (there is always a but) in April of 2018 Greece ordered upgrade kits to bring 85 of their F-16C aircraft up to the Block 70 configuration. In addition Slovakia has announced (and the US Government has approved) the ordering of 14 Brand New F-16V block 70 aircraft. Delivery is expected to begin in 2022.One thing that should not be confused, the Block 70 aircraft will NOT have the Block 60 engine. They will keep the Block 50/52 engine options. I know, its sad, but apparently no one is up to paying the UAE for use of their F110–132 engines they paid to have developed.One can only hope that if the USAF does ever decide to purchase some Block 70s, we will be able to get a Block 7X with the better engine and more of the Block 60 improvements that have been left out. But to be honest, I don’t think we really need any new F-16s. If we were going to purchase new gen 4 aircraft, I’d rather see us buy the new F-15X variants. I mean, have you seen how many missiles those things can lug around?Sources:General Dynamics F-16 Fighting Falcon - WikipediaF-16 VersionsLockheed Martin CorporationEDIT:Oh my, I almost forgot…. You asked about “ALL” variants…. Well that could get much much longer. See, in my previous answer I focused on all the production lots, or “Blocks” of the F-16. There have been countless other individual upgrades and or concept aircraft based on the F-16 that never made it into full production or active service.There was that time we fitted and F-16 with a 360 degree thrust vectoring nozzle…. (Which is absolutely awesome).Or the time we tried to stick a 30mm cannon onto the F-16 and call it an A-16 to replace the A-10 (yeah, that didn’t go so well). Fun fact, this was originally reserved as the designation ‘Block 60’, but it didn’t pan out. Turns out the F-16 air frame can’t take the heat (literally) of a big 30mm gun. Still, we converted 2 Block 15 F-16s into the concept to try out.Rather than let the concept die, in one of the many many MANY attempts the Air Force made to kill the A-10, we went ahead and mounted the 30 mm cannon to another 24 in a pod on the center line of the belly of the plane. They deployed during desert storm with the designation F/A-16. Spoiler Alert: They did not work well. They could not aim that beast of a cannon, being so far of from the aircraft center line even if it was lined up on the belly. It was just too much gun for the F-16, and they were eventually converted back to their F-16A/B configuration. Sorry Air Force, got to keep that A-10 for a couple decades more (at least).There have been plenty more. Israel likes to make modifications to their jets for custom weapons and avionics. Japan has made their own version under license, as have other allies. But for all that, you’ll have to go to google or dig through the sources above….EDIT Again…So it has been over a year since I looked at this answer, obviously my updates never came, but it didn’t get much attention so I feel justified. But since I looked at it today I figured I mine as well add another odd ball F-16 on here. I present to you the F-16 DSI Demonstrator.Your eyes are just fine, that is a very different, sort of goofy looking maw on the front of this Falcon.This is actually a Block 30 F-16 with its original supersonic inlet removed, and a demonstrator for what would become the F-35s diverterless supersonic inlet slapped on. It flew on December 11th 1996 and proved out the diverterless inlet concept by flying at mach 2 with this gaping maw and not sacrificing any of the F-16s handling characteristics. It actually ended up demonstrating some improved sub sonic performance. F-35, this is your daddy.

Does India have airports?

Indira Gandhi International Airport - New Delhi:Primary international airport of the National Capital Region of Delhi, India.It is the busiest airport in India.Has an annual capacity of over 60 million passengers.Around 36.88 million passengers passed through it in 2013.It has an integrated International and Domestic terminal. T3 is a 9 level passenger terminal building and has 2 piers each 1.2 km long.The terminal is said to be the sixth largest in the world.In 2010, Delhi's T3 terminal opened up after five years of development and spending of Rs 12,700 crore.Delhi's IGI Airport was adjudged as the 2nd best. This is the third time in a row that IGIA has won the coveted award for airport service quality (ASQ) from ACI.2. Rajiv Gandhi International Airport - HyderabadAn international airport serving the metropolis of Hyderabad located at Shamshabad, about 22 km (14 mi) south of Hyderabad. It's operated by a private company and handles around 7 million passengers a year.The airport is excellent with world class facilities, including "in line" baggage screening machines, plenty of check-in and immigration counters to prevent delays, and good crowd control.3. Bengaluru International Airport - BengaluruBangalore is the third busiest airport in India, with over 10 million passengers a year.The airport has been constructed by a private company.It opened in May 2008.Spread over an area of approximately 4000 acres.Single, fully air-conditioned, two-level building capable of accommodating nearly 3,000 international and domestic passengers at peak hours.4. Chhatrapati Shivaji International Airport - MumbaiCovers an area of 1,450 acres and is located in the Mumbai suburbs of Santa Cruz and Sahar.Mumbai airport handles 25 million passengers a year.It was leased to a private operator in 2006 and is undergoing major renovation and upgrade. A new domestic terminal is operational, and a new international terminal has been inaugurated and is due to open by February 2014.Currently, long lines for security checks when entering the airport still pose a problem during peak travel times at night.5. Chennai International Airport - ChennaiChennai airport is the main hub for arrivals and departures in south India.It handles around 8 million passengers a year, over half of which are flying domestically.The airport is operated by the Indian government and a redevelopment of its terminals is currently being carried out.The new domestic terminal was opened in April 2013 and the international terminal was commissioned a few months later.While it's functional, further ongoing work is needed to complete the infrastructure.6. Kushok Bakula Rimpochee Airport - LehKushok Bakula Rimpochee Airport (IATA: IXL, ICAO: VILH) is an airport in Leh, Jammu and Kashmir, India. It is one of the highest commercial airports in the world at 3,256 m (10,682 ft) above mean sea level. The airport is named after 19th Kushok Bakula Rinpoche, an Indian statesman and monk, whose Spituk Monastery is in direct vicinity to the airfield.Due to the presence of mountain winds in the afternoon, all flights take off and land in the morning. The approach is challenging as it is unidirectional and has high terrain towards the eastern end of the airport. Airport securityis tight with Indian Army patrols and no hand baggage is allowed on flights. Due to its location in between the Mountain ranges of Himalayas the approach to Leh Airport has been named and nominated as one of the world's most scenic approaches which makes this airport a scenic airport to land into and take off from.In February 2016, Indian Air Force handed the airport to Airport Authority of India. AAI will expand it for civilian purposes.7. Agatti Airport - Lakshadweep.Agatti Airport (IATA: AGX, ICAO: VOAT) is located on the southern end of Agatti Island, in the union territory of Lakshadweep in India. It is the sole airstrip in the archipelago, which lies off the west coast of India.The airstrip was constructed during 1987−88 for operation of Dornier 228 type of aircraft and was inaugurated on 16 April 1988. Initially, the terminal was housed in a small temporary structure. Construction of Terminal Building, Air Traffic Control Tower and related structures commenced in 2006. However, the construction of the Terminal Building was stopped midway due to the proposed extension of Runway & Basic strip.Air India Regional began services with ATR-42 aircraft on 24 September 2010 connecting Agatti with Kochi.The resurfacing of the runway was completed in November 2010.Agatti airport is spread over 18.56 hectares (45.9 acres). It has one asphalt runway, oriented 04/22, 1204 metres long and 30 metres wide, while its terminal building can handle 50 passengers during peak hours. Navigational aids include a DME and NDB. It is operated by the Airports Authority of India (AAI).Apart from these exceptional emails,As per AAI (Airports Authority of India) data from Nov 2016, following are being targeted for the scheduled commercial flight operations under UDAN-RCS, including the following:486 existing airports targeted as potential airport for UDAN-RCS406 Unserved RCS airports18 Underserved RCS airports (mostly tier-2 regional cities)62 NON-RCS airports participating in RCS, mostly tier-2 major city airports or customs airports in tier-2 cities, can still participate in RCS as long as both source and destination are not NON-RCS airports.98 total operational (70 with scheduled civilian flights, including some with dual civilian and army use) airports including civilian and army airports before the UDAN-RCS scheme (2016),131 total operational (106 with scheduled civilian flights including some with dual civilian and army use, 3 newly made operational) airports including civilian and army airports by the end of(UDAN-RCS, UDAN (Ude Desh ka Aam Naagrik) is a regional airport development and "Regional Connectivity Scheme" (RCS) of Government of India)For more details please see: List of airports in India - WikipediaI have visited most of them :)Keep Reading, Keep TravellingThanks

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