McDonnell Douglas F/A-18 Hornet
F/A-18 Hornet | |
---|---|
A U.S. Navy F/A-18C in flight | |
Role | Multirole fighter |
National origin | United States |
Manufacturer | McDonnell Douglas (1974–1997) with Northrop (1974–1994) Boeing (1997–2000) |
First flight | 18 November 1978 |
Introduction | 7 January 1983 (USMC) 1 July 1984 (USN) |
Retired | 2019 (Hornet, USN) 2021 (RAAF) |
Status | In service |
Primary users | United States Navy (historical) United States Marine Corps Finnish Air Force Spanish Air and Space Force |
Produced | 1974–2000 |
Number built | F/A-18A/B/C/D: 1,480[1] |
Developed from | Northrop YF-17 |
Variants | McDonnell Douglas CF-18 Hornet High Alpha Research Vehicle |
Developed into | Boeing F/A-18E/F Super Hornet Boeing X-53 Active Aeroelastic Wing |
The McDonnell Douglas F/A-18 Hornet is an all-weather supersonic,
The F/A-18 was designed to be a highly versatile aircraft due to its avionics, cockpit displays, and excellent aerodynamic characteristics, with the ability to carry a wide variety of weapons. The aircraft can perform
The Hornet first saw combat action during the 1986 United States bombing of Libya and subsequently participated in the 1991 Gulf War and 2003 Iraq War. The F/A-18 Hornet served as the baseline for the Boeing F/A-18E/F Super Hornet, its larger, evolutionary redesign, which supplanted both the older Hornet and the F-14 Tomcat in the U.S. Navy.
Development
Origins
The United States Navy started the Naval Fighter-Attack, Experimental (VFAX) program to procure a multirole aircraft to replace the Douglas A-4 Skyhawk, the A-7 Corsair II, and the remaining McDonnell Douglas F-4 Phantom IIs, and to complement the Grumman F-14 Tomcat. Vice Admiral Kent Lee, then head of Naval Air Systems Command, was the lead advocate for the VFAX against strong opposition from many Navy officers, including Vice Admiral William D. Houser, deputy chief of naval operations for air warfare – the highest-ranking naval aviator.[2]
In August 1973, Congress mandated that the Navy pursue a lower-cost alternative to the F-14. Grumman proposed a stripped F-14 designated the F-14X, while McDonnell Douglas proposed a naval variant of the F-15, but both were nearly as expensive as the F-14.[3] That summer, Secretary of Defense James R. Schlesinger ordered the Navy to evaluate the competitors in the Air Force's Lightweight Fighter (LWF) program, the General Dynamics YF-16 and Northrop YF-17.[4] The Air Force competition specified a day fighter with no strike capability. In May 1974, the House Armed Services Committee redirected $34 million from the VFAX to a new program, the Navy Air Combat Fighter (NACF),[4] intended to make maximum use of the technology developed for the LWF program.[3]
Redesigning the YF-17
Though the YF-16 won the LWF competition, the Navy was skeptical that an aircraft with one engine and narrow landing gear could be easily or economically adapted to carrier service, and refused to adopt an F-16 derivative. On 2 May 1975, the Navy announced its selection of the YF-17.[5] Since the LWF did not share the design requirements of the VFAX, the Navy asked McDonnell Douglas and Northrop to develop a new aircraft from the design and principles of the YF-17. On 1 March 1977, Secretary of the Navy W. Graham Claytor announced that the F-18 would be named "Hornet".[3]
Northrop had partnered with McDonnell Douglas as a secondary contractor on NACF to capitalize on the latter's experience in building carrier aircraft, including the widely used F-4 Phantom II. On the F-18, the two companies agreed to evenly split component manufacturing, with McDonnell Douglas conducting the final assembly. McDonnell Douglas would build the wings, stabilators, and forward fuselage; while Northrop would build the center and aft fuselage and vertical stabilizers. McDonnell Douglas was the prime contractor for the naval versions, and Northrop would be the prime contractor for the F-18L land-based version which Northrop hoped to sell on the export market.[3][4]
The F-18, initially known as McDonnell Douglas Model 267, was drastically modified from the YF-17. For carrier operations, the airframe, undercarriage, and
Originally, plans were to acquire a total of 780 aircraft of three variants: the single-seat F-18A fighter and A-18A attack aircraft, differing only in avionics, and the dual-seat TF-18A, which retained full mission capability of the F-18 with a reduced fuel load.[7] Following improvements in avionics and multifunction displays, and a redesign of external stores stations, the A-18A and F-18A were able to be combined into one aircraft.[3] Starting in 1980, the aircraft began to be referred to as the F/A-18A, and the designation was officially announced on 1 April 1984. The TF-18A was redesignated F/A-18B.[3]
Northrop's F-18L
Northrop developed the F-18L as a potential export aircraft. Since it was not strengthened for carrier service, it was expected to be lighter and better performing, and a strong competitor to the
The F/A-18L version followed to coincide with the U.S. Navy's F/A-18A as a land-based export alternative. This was essentially an F/A-18A lightened by about 2,500 to 3,000 pounds (1,130 to 1,360 kg); weight was reduced by removing the folding wing and associated actuators, implementing a simpler landing gear (single wheel nose gear and cantilever oleo main gear), and changing to a land-based tail hook. The revised F/A-18L included wing fuel tanks and fuselage stations of the F/A-18A. Its weapons capacity would increase from 13,700 to 20,000 pounds (6,210 to 9,070 kg), largely due to the addition of a third underwing pylon and strengthened wingtips (11 stations in total vs 9 stations of the F/A-18A). Compared to the F-18L, the outboard weapons pylons are closer to the wingtip missile rails. Because of the strengthened nonfolding wing, the wingtip missile rails were designed to carry either the AIM-7 Sparrow or Skyflash medium-range air-to-air missiles, in addition to the AIM-9 Sidewinder as found on the F/A-18A. The F/A-18L was strengthened for a 9 g design load factor compared to the F/A-18A's 7.5 g factor.[9]
The partnership between McDonnell Douglas and Northrop soured over competition for foreign sales for the two models. Northrop felt that McDonnell Douglas would put the F/A-18 in direct competition with the F-18L. In October 1979, Northrop filed a series of lawsuits charging that McDonnell was using Northrop technology developed for the F-18L for foreign sales of the F/A-18 in violation of their agreement, and asked for a moratorium on foreign sales of the Hornet. McDonnell Douglas countersued, alleging Northrop illegally used F/A-18 technology in its F-20 Tigershark. A settlement was announced 8 April 1985 for all of the lawsuits.[10][11][12][13] McDonnell Douglas paid Northrop $50 million for "rights to sell the F/A-18 wherever it could".[13] Additionally, the companies agreed on McDonnell Douglas as the prime contractor with Northrop as the principal subcontractor.[10][11][12][13] As principal subcontractor, Northrop will produce the rear section for the F/A-18 (A/B/C/D/E/F), while McDonnell Douglas will produce the rest with final assembly to be performed by McDonnell Douglas.[14] At the time of the settlement, Northrop had ceased work on the F-18L. Most export orders for the F-18L were captured by the F-16 or the F/A-18.[8] The F-20 Tigershark did not enter production, and although the program was not officially terminated until 17 November 1986, it was dead by mid-1985.[15]
Into production
During flight testing, the snag on the leading edge of the stabilators was filled in, and the gap between the leading-edge extensions (LEX) and the fuselage was mostly filled in. The gaps, called the boundary layer air discharge slots, controlled the vortices generated by the LEX and presented clean air to the vertical stabilizers at high angles of attack, but they also generated a great deal of parasitic drag, worsening the problem of the F/A-18's inadequate range. McDonnell filled in 80% of the gap, leaving a small slot to bleed air from the engine intake. This may have contributed to early problems with fatigue cracks appearing on the vertical stabilizers due to extreme structural loads, resulting in a short grounding in 1984 until the stabilizers were strengthened. Starting in May 1988, a small vertical fence was added to the top of each LEX to broaden the vortices and direct them away from the vertical stabilizers. This also provided a minor increase in controllability as a side effect.[16] F/A-18s of early versions had a problem with insufficient rate of roll, exacerbated by the insufficient wing stiffness, especially with heavy underwing ordnance loads. The first production F/A-18A flew on 12 April 1980. After a production run of 380 F/A-18As[17] (including the nine assigned to flight systems development), manufacture shifted to the F/A-18C in September 1987.[7]
Improvements and design changes
In the 1990s, the U.S. Navy faced the need to replace its aging
Design
The F/A-18 is a twin engine,
Canted vertical stabilizers are another distinguishing design element, one among several other such elements that enable the Hornet's excellent high
The Hornet was among the first aircraft to heavily use multifunction displays, which at the switch of a button allow a pilot to perform either fighter or attack roles or both. This "force multiplier" ability gives the operational commander more flexibility to employ tactical aircraft in a fast-changing battle scenario. It was the first Navy aircraft to incorporate a digital multiplexing avionics bus, enabling easy upgrades.[7]
The Hornet was designed to reduce maintenance, and as a result, has required far less downtime than its heavier counterparts, the
The engine air inlets of the Hornet, like that of the F-16, are of a simpler "fixed" design, while those of the F-4, F-14, and F-15 have variable geometry or variable intake ramp air inlets.
A 1989 USMC study found that single-seat fighters were well suited to air-to-air combat missions, while dual-seat fighters were favored for complex strike missions against heavy air and ground defenses in adverse weather—the question being not so much as to whether a second pair of eyes would be useful, but as to having the second crewman sit in the same fighter or in a second fighter. Single-seat fighters that lacked wingmen were shown to be especially vulnerable.[citation needed]
Operational history
United States
Entry into service
McDonnell Douglas rolled out the first F/A-18A on 13 September 1978,[17] in blue-on-white colors marked with "Navy" on the left and "Marines" on the right. Its first flight was on 18 November.[17] In a break with tradition, the Navy pioneered the "principal site concept"[4] with the F/A-18, where almost all testing was done at Naval Air Station Patuxent River,[7] instead of near the site of manufacture, and using Navy and Marine Corps test pilots instead of civilians early in development. In March 1979, Lt. Cdr. John Padgett became the first Navy pilot to fly the F/A-18.[24]
Following trials and operational testing by VX-4 and VX-5, Hornets began to fill the Fleet Replacement Squadrons
Navy strike-fighter squadrons
The initial fleet reports were complimentary, indicating that the Hornet was extraordinarily reliable, a major change from its predecessor, the F-4J.[25] In January 1985, the VFA-131 "Wildcats" and the VFA-132 "Privateers" moved from Naval Air Station Lemoore, California to Naval Air Station Cecil Field, Florida to become the Atlantic Fleet's first F/A-18 squadrons. VFA-151, VFA-161, VFA-192 and VFA-195 transitioned to the F/A-18A in 1986.[26] With the exception of VFA-161, the rest would move to NAF Atsugi, Japan to join CVW-5 and the USS Midway.[27] Other squadrons that switched to F/A-18 included VFA-146 "Blue Diamonds", and VFA-147 "Argonauts".
The U.S. Navy's
NASA operates several F/A-18 aircraft for research purposes and also as chase aircraft; these F/A-18s are based at the Armstrong Flight Research Center (formerly the Dryden Flight Research Center) in California.[31] NASA received three two-seat F/A-18B aircraft in 2018.[32] On 21 September 2012, two NASA F/A-18s escorted a NASA Boeing 747 Shuttle Carrier Aircraft carrying the Space Shuttle Endeavour over portions of California to Los Angeles International Airport before being delivered to the California Science Center museum in Los Angeles.[33]
Combat operations
The F/A-18 first saw combat action in April 1986, when VFA-131, VFA-132, VMFA-314, and VMFA-323 Hornets from
During the
The Hornet's survivability was demonstrated when a Hornet took hits in both engines and flew 125 mi (201 km) back to base. It was repaired and flying within a few days. F/A-18s flew 4,551 sorties with 10 Hornets damaged including three losses, one confirmed lost to enemy fire.[41] All three losses were U.S. Navy F/A-18s, with two of their pilots lost. On 17 January 1991, Lieutenant Commander Scott Speicher of VFA-81 was shot down and killed in the crash of his aircraft.[42] An unclassified summary of a 2001 CIA report suggests that Speicher's aircraft was shot down by a missile fired from an Iraqi Air Force aircraft,[43][44] most likely a MiG-25.[45]
On 24 January 1991, F/A-18A bureau number 163121, from USS Theodore Roosevelt, piloted by Lt H.E. Overs, was lost due to an engine failure or loss of control over the Persian Gulf. The pilot ejected and was recovered by USS Wisconsin.[46] On 5 February 1991, F/A-18A bureau number 163096, piloted by Lieutenant Robert Dwyer was lost over the North Persian Gulf after a successful mission to Iraq; he was officially listed as killed in action, body not recovered.
As the A-6 Intruder was retired in the 1990s, its role was filled by the F/A-18. The F/A-18 demonstrated its versatility and reliability during
An F/A-18C was accidentally downed in a friendly fire incident by a Patriot missile when a pilot tried to evade two missiles fired at his plane and crashed.[47] Two others collided over Iraq in May 2005.
As of 2017, the USMC plans to use the F/A-18 until the early 2030s.[48]
The last operational deployment of the F/A-18C Hornet in U.S. Navy service was aboard the USS Carl Vinson and ended on 12 March 2018.[49] The aircraft briefly went back to sea for routine carrier qualifications in October, but it was retired from active Navy service on 1 February 2019. The type continued to be used by reserve units, primarily for adversary training.[50] The actual final Navy F/A-18C operational flight occurred on 2 October 2019.[51]
Non-U.S. service
The F/A-18 has been purchased and is in operation with several foreign air services. Export Hornets are typically similar to U.S. models of a similar manufacture date. Since none of the customers operate aircraft carriers, all export models have been sold without the automatic carrier landing system, and the Royal Australian Air Force further removed the catapult attachment on the nose gear.[25] Except for Canada, all export customers purchased their Hornets through the U.S. Navy, via the U.S. Foreign Military Sales program, where the Navy acts as the purchasing manager, but incurs no financial gain or loss. Canada is the largest Hornet operator outside of the U.S.
Australia
The
The first two aircraft were produced in the US, with the remainder assembled in Australia at
The fleet was upgraded beginning in the late 1990s to extend their service lives to 2015.[58] They were expected to be retired then and replaced by the F-35 Lightning II.[59][60] Several of the Australian Hornets subsequently had refits applied to extend their service lives out further to a new planned retirement date of 2020.[61] Australia has also purchased 24 F/A-18F Super Hornets, with deliveries beginning in 2010.[62]
In March 2015, six F/A-18As from No. 75 Squadron were deployed to the Middle East as part of Operation Okra, replacing a detachment of Super Hornets.[63]
Australia has sold 25 F/A-18A/Bs to Canada with first two delivered to RCAF in February 2019.[64] By 2021, 12 (A)F/A-18A and 6 (A)F/A-18B (and an additional 7 disassembled (A)F/A-18 for spare parts) were sold to the RCAF.[65]
At Wings Over Illawarra 2021, the Hornet performed its last public flying display before retirement. Australia formally retired the Hornet at RAAF Base Williamtown on 29 November 2021. On 30 November 2021, No. 75 Squadron RAAF flew 7 of the last Hornets from RAAF Base Tindal to RAAF Base Williamtown. On 3 December 2021, the last Hornet left RAAF Base Tindal for decommissioning. Due to inclement weather, the Hornet diverted to RAAF Base Townsville and concluded the final RAAF Hornet flight to RAAF Base Williamtown on 4 December 2021.[citation needed]
Canada
Canada was the first export customer for the Hornet, replacing the
In 1991, Canada committed 26 CF-18s to the Gulf War, based in Qatar. These aircraft primarily provided
In June 1999, 18 CF-18s were deployed to Aviano AB, Italy, where they participated in both the air-to-ground and air-to-air roles in the former Yugoslavia.
62 CF-18A and 18 CF-18B aircraft took part in the Incremental Modernization Project which was completed in two phases. The program was launched in 2001 and the last updated aircraft was delivered in March 2010. The aims were to improve air-to-air and air-to-ground combat abilities, upgrade sensors and the defensive suite, and replace the datalinks and communications systems on board the CF-18 from the F/A-18A and F/A-18B standard to the current F/A-18C and F/A-18D standard.[66][70]
In July 2010 the Canadian government announced plans to replace the remaining CF-18 fleet with 65 F-35 Lightning IIs, with deliveries scheduled to start in 2016.[71] In November 2016, Canada announced plans to buy 18 Super Hornets as an interim solution while reviewing its F-35 order.[72] The plan for Super Hornets was later, in October 2017, put on hold due to a trade conflict with the U.S. over the Bombardier C-Series. Instead, Canada was seeking to purchase surplus Hornets from Australia or Kuwait.[73][74][75] Canada has since acquired 25 ex-Australian F/A-18A/Bs, the first two of which were delivered in February 2019.[76] 18 of these airframes will be introduced into active service with the remaining 7 to be used for spare parts and testing.[77]
Finland
The Finnish Air Force ordered 64 F-18C/Ds (57 C models, seven D models) in 1992. All F-18D were built at St. Louis, and then all F-18C were assembled in Finland. Delivery of the aircraft started in November 1995 and ended in August 2000.[78] The Hornet replaced the MiG-21bis and Saab 35 Draken in Finnish service. The Finnish Hornets were initially to be used only for air defense, hence the F-18 designation. The F-18C includes the ASPJ (Airborne Self-Protection Jammer) jamming pod ALQ-165.[79] The U.S. Navy later included the ALQ-165 on their F/A-18E/F Super Hornet procurement.
One Hornet was destroyed in a mid-air collision in 2001. A damaged F-18C, nicknamed "Frankenhornet", was rebuilt into a F-18D using the forward section of a Canadian CF-18B that was purchased.[80][81] The modified fighter crashed during a test flight in January 2010,[81][82] due to a faulty tailplane servo cylinder.[83]
The Finnish Air Force's Hornet fleet went through a two-stage Mid-Life Upgrade (MLU) program. From 2006 to 2010, the MLU 1 stage was aimed at improving the aircraft's air-to-air capabilities. It included the integration of the new
With a service life of 30 years, the Hornets are to remain in active service until 2025–2030.[86] In October 2014, the Finnish national broadcaster Yle announced that consideration was being given to the replacement of the Hornet.[87] In 2015, Finland started the HX Fighter Program that aims to acquire new multirole fighters to replace the current Hornet fleet.[88] On 10 December 2021, the Finnish government announced the selection of Lockheed Martin's fifth-generation F-35A Lightning II for its HX Fighter Program.[89]
Kuwait
The
Malaysia
The Royal Malaysian Air Force (Tentera Udara Diraja Malaysia) has eight F/A-18Ds.[96] Delivery of the aircraft spanned from March 1997 to August 1997.[78]
Three Hornets together with five UK-made BAE Hawk 208 were deployed in a bombing airstrike on the "Royal Security Forces of the Sultanate of Sulu and North Borneo" terrorists on 5 March 2013, just before the joint forces of the Malaysian Army and Royal Malaysia Police commandos launched an all-out assault during Operation Daulat.[97] The Hornets were tasked with close air support to the no-fly zone in Lahad Datu, Sabah.[98]
Spain
The Spanish Air and Space Force (Ejército del Aire y del Espacio) ordered 60 EF-18A model and 12 EF-18B model Hornets (the "E" standing for "España", Spain), named respectively as C.15 and CE.15 by Spain.[99] The Spanish version was delivered from 22 November 1985 to July 1990.[17][100] These fighters were upgraded to F-18A+/B+ standard, close to F/A-18C/D (plus version includes later mission and armament computers, databuses, data-storage set, new wiring, pylon modifications and software, new abilities as AN/AAS-38B NITE Hawk targeting FLIR pods).
In 1995 Spain obtained 24 ex-USN F/A-18A Hornets, with six more on option. These were delivered from December 1995 until December 1998.[101] Before delivery, they were modified to EF-18A+ standard.[102] This was the first sale of USN surplus Hornets.
Spanish Hornets operate as an all-weather interceptor 60% of the time and as an all-weather day/night attack aircraft for the remainder. In case of war, each of the frontline squadrons would take a primary role: 121 is tasked with tactical air support and maritime operations; 151 and 122 are assigned to all-weather interception and air combat roles; and 152 is assigned the Suppression of Enemy Air Defenses (SEAD) mission. Air refueling is provided by KC-130Hs and Boeing 707TTs. Pilot conversion to EF-18 is centralized in 153 Squadron (Ala 15). Squadron 462's role is air defense of the Canary Islands, being responsible for fighter and attack missions from Gando AB.
Spanish Air Force EF-18 Hornets have flown Ground Attack, SEAD, combat air patrol (CAP) combat missions in Bosnia and Kosovo, under NATO command, in Aviano detachment (Italy). They shared the base with Canadian and USMC F/A-18s. Six Spanish Hornets had been lost in accidents by 2003.[99] On 25 May 1995, while taking part of Operation Deny Flight, Spanish EF-18s armed with laser-guided bombs and suported by US F-16s destroyed an ammunition depot at Pale, a Bosnian Serb stronghold in the outskirts of Sarajevo.[103]
Over Yugoslavia, eight EF-18s, based at Aviano AB, participated in bombing raids in
Switzerland
The Swiss Air Force purchased 26 C models and eight D models,[99] they were delivered from January 1996 to December 1999.[105][17] Three D models and one C model[106] had been lost in crashes as of 2016.[107][108] On 14 October 2015, an F/A-18D crashed in France during training with two Swiss Air Force Northrop F-5s in the Swiss/French training area EURAC25; the pilot ejected safely.[109]
During late 2007, Switzerland requested to be included in the F/A-18C/D Upgrade 25 Program, to extend the useful life of its F/A-18C/Ds. The program includes significant upgrades to the avionics and mission computer, 12 ATFLIR surveillance and targeting pods, and 44 sets of
The Swiss Air Force has also taken delivery of two F/A-18C full-scale mock-ups for use as ground crew interactive training simulators. Locally built by Hugo Wolf AG, they are externally accurate copies and have been registered as Boeing F/A-18C (Hugo Wolf) aircraft with tail numbers X-5098 and X-5099.[111] These include a complex equipment fit, including many original cockpit components and instruments, allowing the simulation of fires, fuel leaks, nosewheel collapse and other emergency scenarios. X-5098 is permanently stationed at Payerne Air Base while X-5099, the first one built, is moved between air bases according to training demands.[112][113]
Potential operators
The F/A-18C and F/A-18D were considered by the
Austria,[116] Chile,[25] Czech Republic,[116] Hungary,[116] Philippines,[116] Poland,[116] and Singapore[25] evaluated the Hornet but did not purchase it. Thailand ordered four C and four D model Hornets but the Asian financial crisis in the late 1990s resulted in the order being canceled. The Hornets were completed as F/A-18Ds for the U.S. Marine Corps.[25]
The F/A-18A and F-18L land-based version competed for a fighter contract from Greece in the 1980s.
In June 2023, the Financial Review reported that Australia, the United States and Ukraine were negotiating the supply of 41 Australian F/A-18 Hornet fighter jets to the Ukrainian Air Force.[118] A further update was issued in December 2023, that the U.S. have continued talks with the Australian government and have begun exploring the option of providing aging jets and parts from the Finnish Air Force.[citation needed]
During December 2023 Ukraine asked the US, according to documents viewed by Reuters, for F/A-18 Hornets. The Ukrainian ambassador to Australia is expected to again request surplus Hornets. A report found that 14 of the 41 airframes were airworthy and another two years flying could be "squeezed" from them.[119][120]
Variants
F/A-18A/B Hornet
The F/A-18A, single-seat variant, can employ the AGM-84 Harpoon, AGM-65E Maverick,[121][122] AGM-88 HARM and the AGM-62 Walleye I/II.[123][124] The F/A-18A was also equipped with the AN/AAS-38 Nite Hawk targeting pod and the AN/ASQ-173 laser spot tracker for targeting.[125] During the Gulf War, there were limited numbers of the Nite hawk for USN and USMC Hornets.[126] The F/A-18B has space for the two-seat cockpit, provided by a relocation of avionics equipment and a 6% reduction in internal fuel. Two-seat Hornets are otherwise fully combat-capable. The B-model is used primarily for training.
In 1992, the original
F/A-18C/D Hornet
The F/A-18C and D models are the result of a block upgrade in 1987
The F/A-18C is the single-seat variant and the F/A-18D is the two-seat variant. The D-model can be configured for training or as an all-weather strike craft. The "missionized" D model's rear seat is configured for a Marine Corps
Sixty D-model Hornets are configured as the night attack F/A-18D (RC) with ability for reconnaissance.
Beginning in 1992, the F404-GE-402 enhanced performance engine, providing approximately 10% more maximum static thrust became the standard Hornet engine.[130] Since 1993, the AAS-38A NITE Hawk added a designator/ranger laser, allowing it to self-mark targets. The later AAS-38B added the ability to strike targets designated by lasers from other aircraft.[131]
Production of the C- and D- models ended in 2000. The last F/A-18C was assembled in Finland and delivered to the Finnish Air Force in August 2000.[78] The last F/A-18D was delivered to the U.S. Marine Corps in August 2000.[105]
The U.S. Navy retired its F/A-18C/D in February 2019.
F/A-18E/F Super Hornet
The single-seat F/A-18E and two-seat F/A-18F, both officially named Super Hornet, carry over the name and design concept of the original F/A-18 but have been extensively redesigned by McDonnell Douglas. The Super Hornet, which began production in 1995, has a new, 25% larger airframe, larger rectangular air intakes, more powerful GE F414 engines based on F/A-18's F404, and an upgraded avionics suite. Like the Marine Corps' F/A-18D, the Navy's F/A-18F carries a naval flight officer as a second crew member in a weapon systems officer (WSO) role. The Super Hornet is unofficially known as "Rhino" in operational use. This name was chosen to distinguish the newer variants from the legacy F-18A/B/C/D Hornet and avoid confusion during carrier deck operations.[133][134][135] The Super Hornet is also operated by Australia.
EA-18G Growler
The EA-18G Growler is an electronic warfare version of the two-seat F/A-18F, which entered production in 2007. The Growler has replaced the Navy's EA-6B Prowler and carries a Naval Flight Officer as a second crewman in an Electronic Warfare Officer (EWO) role.
US variants list
- F/A-18A
- Original single-seat version, can carry the AGM-84 ASM, AGM-62 Walleye, AGM-88 HARM and the TV guided versions AGM-65 Maverick.[125]
- F/A-18B
- Two-seat version of the F/A-18A, combat capable but mainly used for training.[7]
- F/A-18C
- Improved version of the F/A-18A, can carry the AIM-120 AMRAAM, AGM-84E SLAM and the IR guided versions AGM-65 Maverick.[125][127][7]
- F/A-18D
- Two-seat version of the F/A-18C, used only by USMC.[7]
- F-18(R)
- This was a proposed reconnaissance version of the F/A-18A. It included a sensor package that replaced the 20 mm cannon. The first of two prototypes flew in August 1984. Small numbers were produced.[129]
- RF-18D
- Proposed two-seat reconnaissance version for the U.S. Marine Corps in the mid-1980s. It was to carry a radar reconnaissance pod. The system was canceled after it was unfunded in 1988. This ability was later realized on the F/A-18D(RC).[129]
- TF-18A
- Two-seat training version of the F/A-18A fighter, later redesignated F/A-18B.[3]
- F-18 HARV
- Single-seat High Alpha Research Vehicle for NASA.[136] High angles of attack using thrust vectoring, modifications to the flight controls, and forebody strakes
- X-53 Active Aeroelastic Wing
- A NASA F/A-18 has been modified to demonstrate the Active Aeroelastic Wing technology, and was designated X-53 in December 2006.
Export variants
These designations are not part of 1962 United States Tri-Service aircraft designation system.
- F-18L
- A proposed land-based export version of the single-seat F-18A with
- (A)F/A-18A/B
- (A)F/A-18A: Single-seat fighter/attack version for the Royal Australian Air Force.
- (A)F/A-18B: Two-seat training version for the Royal Australian Air Force.
- "F/A-18A" was the original company designation, designations of "AF-18A" & "ATF-18A" have also been applied. Assembled in Australia (excluding the first two (A)F/A-18Bs) by Aero-Space Technologies of Australia (ASTA) from 1985 through to 1990, from kits produced by McDonnell Douglas with increasing local content in the later aircraft. Originally the most notable differences between an Australian (A)F/A-18A/B and a US F/A-18A/B were the lack of a Instrument Landing System. Australian Hornets have been involved in several major upgrade programs. This program called HUG (Hornet Upgrade) has had a few evolutions over the years. The first was to give Australian Hornets F/A-18C model avionics. The second and current upgrade program (HUG 2.2) updates the fleet's avionics even further. By 2021 12 (A)F/A-18A and 6 (A)F/A-18B (and an additional 7 broken down (A)F/A-18 for spare parts) were sold to the Royal Canadian Air Force.[65]
- CF-188A: Single-seat fighter/attack version for the Canadian Armed Forces (CAF)/Royal Canadian Air Force (RCAF). Unofficially referred to as the CF-18A Hornet.
- CF-188B: Two-seat training and combat version for the CAF/RCAF. Unofficially referred to as the CF-18B Hornet.
- EF-18 Hornet
- EF-18A: Single-seat fighter/attack version for the Taurus. This also included a thorough structural and engine revision and overhaul, and a new paint job for a few units. This version is locally known as EF-18MLU/C.15M.
- EF-18B: Two-seat training version for the Spanish Air and Space Force. The Spanish Air and Space Force designation is CE.15. The E is for Entrenamiento, meaning training in Spanish. They were first upgraded to the EF-18B+ version in 1992.
- KAF-18 Hornet
- KAF-18C: Single-seat fighter/attack version for the Kuwait Air Force[90]
- KAF-18D: Two-seat training version for the Kuwait Air Force[90]
- F-18C/D Hornet
- The Finnish Air Force uses F/A-18C/D Hornets, with a Finland-specific mid-life update. The first seven Hornets (D models) were produced by McDonnell Douglas.[79] The 57 single-seat F-18C model units were assembled by Patria in Finland.[137] These variants were delivered without air-to-ground capability so the letter A was dropped from the name. They were later upgraded to carry air-to-ground weaponry.
- F-18C/D Hornet
- Switzerland uses F-18C/D,[138] later Swiss specific mid-life update. The Swiss F-18s had no ground attack capability originally, until hardware was retrofitted.
Operators
- United States Marine Corps Aviation[139] 273 F/A-18A/B/C/D Hornets in operation as of 2015
- VMFA-112 1992–present (Marine Air Reserve)
- VMFA-232 1989–present
- VMFA-312 1987–present
- VMFA-323 1982–present
- VMFA(AW)-224 1993–present
- MAWTS-11990–present
- Dryden Flight Research Center) – 3 F/A-18s in use[140]
- Royal Canadian Air Force (see McDonnell Douglas CF-18 Hornet)
- 86 (63 CF-18A & 23 CF-18B) aircraft in use as of 2021.[141]
- Finnish Air Force - 55 F-18Cs and 7 F-18Ds in use as of 2021.[142][143]
- No. 31 Squadron)
- Lapland Air Command (No. 11 Squadron)
- No. 21 Squadron (disbanded June 2014)[144]
- Kuwait Air Force - 31 F/A-18Cs and 8 F/A-18Ds in service as of November 2008[update][145] Only 34 (27 F/A-18C & 7 F/A-18D) aircraft remain in use as of 2021.[146]
- Royal Malaysian Air Force - 8 F/A-18Ds in operation as of 2021[145][148]
- No. 18 Squadron, RMAF Butterworth air base.[149]
- No. 18 Squadron,
- Spanish Air and Space Force - 85 F/A-18A+/B+ in service.[150] Only 84 (72 EF-18M and F/A-18C & 12 EF-18BM) aircraft remain in use as of 2021.[151]
- Ala de Caza 15 (15th Fighter Wing) Zaragoza AB, (151, 152 and 153 Squadrons)
- Ala de Caza 12, Torrejón AB (121 and 122 Squadrons)
- Ala 46, Gando AB (Canary Islands), with Squadron 462 operating 20 ex-U.S. Navy F/A-18As. They did not receive any important upgrades, unlike the Hornets operating from the Spanish mainland.[152]
- Swiss Air Force - 25 F/A-18Cs and 5 F/A-18Ds in service as of 2021.[153][154][151]
Former operators
- Royal Australian Air Force[156]
- No. 3 Squadron RAAF 1985–2017 (converted to F-35A)
- No. 75 Squadron RAAF 1988–2021 (converted to F-35A)
- No. 77 Squadron RAAF 1985–2020 (converted to F-35A)
- No. 2 Operational Conversion Unit RAAF 1985-2019 (converted to F-35A)
- Aircraft Research and Development Unit
- United States Marine Corps
- VMFA-115 1985–2023 (to convert to F-35C)
- VMFA-122 1986–2017 (converted to F-35B)
- VMFA-134 1989–2007 (Marine Corps Reserve; placed in cadre status)
- VMFA-142 1990–2008 (Marine Corps Reserve; placed in cadre status)
- VMFA-212 1988–2008 (disestablished)
- VMFA-235 1989–1996 (disestablished)
- VMFA-251 1987–2020[157] (to convert to F-35C)
- VMFA-314 1982–2019 (converted to F-35C)
- VMFA-321 1991–2004 (Marine Corps Reserve; disestablished)
- VMFA-333 1987–1992 (disestablished)
- VMFA-4511987–1997 (re-designated to VMFAT-501 April 2010, converted to F-35B)
- VMFA-531 1984–1992 (disestablished)
- VMFA(AW)-1211989–2012 (converted to F-35B)
- VMFA(AW)-2251991–2020 (converted to F-35B)
- VMFA(AW)-2421991–2020 (converted to F-35B)
- VMFA(AW)-332 1993–2007 (disestablished)
- VMFA(AW)-5331992–2023 (converted to F-35B)
- VMFAT-101 1987–2023 (disestablished)
- United States Navy[51]
- VFC-12 1990–2021 (Naval Air Reserve Force)
- VFA-15 1986–2017 (disestablished)
- F/A-18E Super Hornet, 2004–2007; subsequently converted to F/A-18F Super Hornet, 2007–present)
- VFA-25 1984–2013 (converted to F/A-18E Super Hornet)
- VFA-27 1991–2004 (converted to F/A-18E Super Hornet)
- VFA-34 1996–2019 (converted to F/A-18E Super Hornet)[158]
- VFA-37 1990–2018 (converted to F/A-18E Super Hornet)
- VFA-81 1988–2008 (converted to F/A-18E Super Hornet)
- VFA-82 1987–2005 (disestablished)
- VFA-83 1988–2018 (converted to F/A-18E Super Hornet)
- VFA-86 1987–2012 (converted to F/A-18E Super Hornet, but in the process of converting to the F-35C Lightning II)
- VFA-87 1986–2015 (converted to F/A-18E Super Hornet)
- VFA-94 1990–2016 (initially converted to F/A-18F Super Hornet, 2016-2023; subsequently converted to F/A-18E Super Hornet, 2023-present)
- F-35C Lightning II)
- VFA-105 1990–2006 (converted to F/A-18E Super Hornet)
- VFA-106 1984–2018 (fleet replacement squadron for USN and USMC; operates F/A-18E/F; legacy F/A-18A/A+/B/C/D Hornets phased out in 2018. Converted to F-35C)
- VFA-113 1984–2016 (converted to F/A-18E Super Hornet)
- VFA-115 1996–2001 (converted to F/A-18E Super Hornet)
- VFA-122 2010–2013 (fleet replacement squadron for F/A-18E/F; legacy F/A-18A/A+/B/C/D Hornets phased out in 2013)
- VFA-125 1980–2010 (disestablished, former fleet replacement squadron for USN and USMC; aircraft transferred to VFA-122 and legacy F/A-18A/A+/B/C/D Hornets phased out in 2013)
- VFA-127 1989–1996 (disestablished)
- VFA-131 1984–2018 (converted to F/A-18E Super Hornet)
- VFA-132 1984–1992 (disestablished)
- VFA-136 1985–2008 (converted to F/A-18E Super Hornet)
- VFA-137 1985–2003 (converted to F/A-18E Super Hornet)
- VFA-146 1989–2015 (converted to F/A-18E Super Hornet)
- F-35C Lightning II)
- VFA-151 1986–2013 (converted to F/A-18E Super Hornet)
- VFA-161 1986–1988 (disestablished)
- VFA-192 1986–2014 (converted to F/A-18E Super Hornet)
- VFA-1951985–2011 (converted to the F/A-18E Super Hornet)
- VFA-201 1999–2007 (Naval Air Reserve Force; disestablished)
- VFA-203 1990–2004 (Naval Air Reserve Force; disestablished)
- VFA-2041990–2022 (Naval Air Reserve Force; converted to F-5N/F Tiger II)
- VFA-303 1990–1994 (Naval Air Reserve Force; disestablished)
- VFA-305 1990–1994 (Naval Air Reserve Force; disestablished)
- VX-4 1982–1994 (merged with VX-5 in 1994 to form VX-9)
- VX-5 1983–1994 (merged with VX-4 in 1994 to form VX-9)
- VX-9 1994–2020 (legacy hornets phased out in 2020; currently operate F/A-18E/F and E/A-18G aircraft)
- VX-23
- VX-31
- Naval Strike and Air Warfare Center/ Naval Aviation Warfighting Development Center
Aircraft on display
- YF-18A
- 160775 – U.S. NAWS China Lake, California.[159] This is the first F/A-18A built in 1978. Aircraft was recently restored in the same livery after being built. Aircraft was moved off base for better public viewing.[160]
- 160780 – Virginia Air and Space Center, Hampton, Virginia.[161]
- F/A-18A
- 161353 – NAS Patuxent River, Lexington Park, Maryland.[162]
- 161366 – Naval Air Station Lemoore, California, main gate.[163]
- 161367 – NAS Patuxent River, Lexington Park, Maryland.[164]
- 161712 – Naval Air Station Joint Reserve Base Fort Worth, Fort Worth, Texas, in VMFA-112 markings.[165]
- 161725 – California Science Center museum, Los Angeles, California.
- 161726 – In Blue Angels markings, main gate, New Orleans, Louisiana.[166]
- 161749 – MCAS Miramar, California.[167]
- 161941 – In Blue Angels #1 markings, main gate, NAS Jacksonville Heritage Park, Jacksonville, Florida.[168]
- 161942 – In Blue Angels #1 markings,
- 161957 – NAS Atlanta, Georgia, following that installation's BRAC-directed closure.
- 161961 – Naval Air Station Pensacola, Florida, main gate in Blue Angels #1 markings.[171]
- 161982 – Navy Inventory Control Point Philadelphia (NAVINCP-P), Philadelphia, Pennsylvania.[172]
- 161983 – In Blue Angels #5 markings, Navy–Marine Corps Memorial Stadium, Annapolis, Maryland.[173]
- 162430 – Palm Springs Air Museum, Palm Springs, California.[174]
- 162435 – Patriots Point Naval & Maritime Museum, Mount Pleasant, South Carolina.[175]
- 162437 – Texas Air Museum, Slaton, Texas in VMFA-531 markings[176]
- 162448 – Naval Air Facility El Centro, California, main gate.[177]
- 162454 – NAS Oceana Air Park, Naval Air Station Oceana, Virginia.[178]
- 162826 – In Blue Angels #3 markings, Fort Worth Aviation Museum, Fort Worth, Texas.[179]
- 162901 – San Diego, California.[180]
- 163093 – In Blue Angels #6 markings,[181] Pima Air and Space Museum, Tucson, Arizona
- 163119 – Defense Supply Center Richmond, Richmond, Virginia.[182]
- 163152 – MCAS Miramar, California.[167]
- 163157 – MCAS Beaufort, South Carolina.[183]
- Unknown –
- 162436 – on display at the Wings of Freedom Aviation Museum, Horsham, Pennsylvania.
- 161521 – In Blue Angels #3 markings. Third Hornet received by Blue Angels (1987). Under restoration and display at Moffett Historical Museum Archived 23 October 2018 at the Wayback Machine, Moffett Federal Airfield, California.
- 162411 – In Blue Angel #5 markings with the names Lt. Cmdr. Dick Oliver and Lt. Cmdr. Stuart Powrie. Oliver died when flying a F-11A in 1966 for the Blues and Powrie passed away in an A-4 Skyhawk. Located at then Hickory Aviation Museum, Hickory, North Carolina.[185]
- F/A-18B
- 161746 – In Blue Angels #7 markings at Saint Louis, Missouri.[186]
- 161943 – In Blue Angels #7 markings at Yanks Air Museum, Chino, California.[187]
- F/A-18C
- 163106 – In Blue Angels #2 markings, Seattle, Washington.[188]
- 163437 – In front of Headquarters,
- 163439 – In Blue Angel #1 markings at the Steven F. Udvar-Hazy Center in Chantilly, Virginia.[190]
- 163485 - In Blue Angels #4 markings at Yankee Air Museum, Belleville, Michigan[191]
- 163498 – Lee Victory Recreation Park, Smyrna, Tennessee.[192]
- 163766 – In Blue Angels #1 markings at Naval Air Station Corpus Christi, Corpus Christi, Texas[193]
- 163768 – In Blue Angels #4 markings at Pearl Harbor Aviation Museum, Ford Island, Pearl Harbor, Hawaii[194]
- F/A-18D
- 163486 – MCAS Beaufort (East Side), Beaufort, South Carolina. Painted as VMFA(AW)-533 CO bird, aircraft 01 at the officers' club.[195]
Notable accidents
- On 8 December 2008, an F/A-18D crashed in a populated area of San Diego, while on approach to Marine Corps Air Station Miramar, killing four people on the ground.[196] The pilot ejected safely; there was no weapon systems officer (WSO) on board the aircraft.[197]
- On 6 April 2012, a USN F/A-18D from crashed into apartment buildings in Virginia Beach, Virginia. Both crew members ejected.[199] Seven people were injured including the two pilots, who were taken to the hospital; all survived. The crew performed a last-second fuel dump, and thus may have prevented a large explosion and fire after the crash.[200]
- On 2 June 2016, United States Marine Corps Captain Jeff Kuss fatally crashed due to weather and fatigue, during a training exercise to prepare for the Great Tennessee Air Show.[201] Capt. Kuss's jet (Blue Angels No. 6) crashed about two miles from the runway after an attempted "Split S" maneuver.[202]
- On 24 August 2023, a United States Marine Corps F/A-18D crashed after taking off from Marine Corps Air Station Miramar. The sole pilot onboard died after ejecting from the aircraft.[203]
Specifications (F/A-18C/D)
Data from U.S. Navy fact file,[204] Frawley Directory,[205] Great Book[206]
General characteristics
- Crew: 1 (C)/2 (D - pilot and weapon systems officer)
- Length: 56 ft 1 in (17.1 m)
- Wingspan: 40 ft 4 in (12.3 m) with AIM-9 Sidewinders on wingtip LAU-7 launchers
- Width: 27 ft 7 in (8.4 m) wing folded
- Height: 15 ft 5 in (4.7 m)
- Wing area: 410 sq ft (38 m2)
- Aspect ratio: 4
- Airfoil: root:NACA 65A005 mod.; tip:NACA 65A003.5 mod.
- Empty weight: 23,000 lb (10,433 kg)
- Gross weight: 36,970 lb (16,769 kg)
- Max takeoff weight: 51,900 lb (23,541 kg)
- Fuel capacity: 10,860 pounds (4,930 kg) internally
- Powerplant: 2 × General Electric F404-GE-402afterburning turbofan engines, 11,000 lbf (49 kN) thrust each dry, 17,750 lbf (79.0 kN) with afterburner
Performance
- Maximum speed: 1,034 kn (1,190 mph, 1,915 km/h) at 40,000 ft (12,000 m)
- Maximum speed: Mach 1.8
- Cruise speed: 570 kn (660 mph, 1,060 km/h)
- Range: 1,089 nmi (1,253 mi, 2,017 km)
- Combat range: 400 nmi (460 mi, 740 km) air-air mission
- Ferry range: 1,800 nmi (2,100 mi, 3,300 km)
- Service ceiling: 50,000 ft (15,000 m)
- Rate of climb: 50,000 ft/min (250 m/s)
- Wing loading: 93 lb/sq ft (450 kg/m2)
- Thrust/weight: 0.96 (1.13 with loaded weight at 50% internal fuel)
Armament
- Guns: 1× M61A1 Vulcan nose mounted 6-barrel rotary cannon, 578 rounds
- Hardpoints: 9 total: 2 × wingtips missile launch rail, 4 × under-wing, and 3 × under-fuselage with a capacity of 13,700 lb (6,200 kg) external fuel and ordnance, with provisions to carry combinations of:
- Rockets:
- Missiles:
- Air-to-air missiles:
- 2 × AIM-9 Sidewinder on wingtips and
- 8 × AIM-9 Sidewinder (with double-racks) or 4 × AIM-132 ASRAAM or 4 × IRIS-T (EF-18A/B) or 8 × AIM-120 AMRAAM(with double-racks) and
- 2× AIM-7 Sparrow or 2 × AIM-120 AMRAAM
- Air-to-surface missiles:
- 4 × AGM-65 Maverick
- AGM-84H/K Standoff Land Attack Missile Expanded Response (SLAM-ER)
- AGM-88 HARM Anti-radiation missile (ARM)
- 4 × AGM-154 Joint Standoff Weapon (JSOW)
- AGM-158 Joint Air-to-Surface Standoff Missile (JASSM)
- Taurus KEPD 350 cruise missile
- Anti-ship missile:
- AGM-84 Harpoon
- Air-to-air missiles:
- Bombs:
- B83 nuclear bomb
- B61 nuclear bomb[207]
- Joint Direct Attack Munition JDAM precision-guided munition (PGMs)
- Paveway series of laser-guided bombs
- bombs
- CBU-78 Gator
- CBU-87 Combined Effects Munition
- CBU-97 Sensor Fuzed Weapon
- Mk 20 Rockeye II
- Mk 77 Incendiary bomb
- Other:
- ADM-141 TALD
- SUU-42A/A chaffpod or
- Electronic countermeasures(ECM) pod or
- Targeting pods (U.S. Navy only), now being replaced by AN/ASQ-228 ATFLIRor
- LITENING targeting pod(USMC, Royal Australian Air Force, Spanish Air and Space Force, and Finnish Air Force only) or
- up to 3 × 330 US gallons (270 imp gal; 1,200 L) Sargent Fletcher FPU-8/A drop tanks for ferry flight or extended range/loitering time.
- Rockets:
Avionics
- APG-73radar
- ALR-67 radar warning receiver
- ROVER (Remotely Operated Video Enhanced Receiver) antenna for use by U.S. Navy's F/A-18C strike fighter squadrons
See also
- Aircraft in fiction#F/A-18 Hornet for notable appearances in the media.
- 4th generation jet fighter
Related development
- Northrop YF-17
- McDonnell Douglas CF-18 Hornet
- Boeing F/A-18E/F Super Hornet
- Boeing EA-18G Growler
- High Alpha Research Vehicle
- Boeing X-53 Active Aeroelastic Wing
Aircraft of comparable role, configuration, and era
- Dassault Rafale
- Eurofighter Typhoon
- General Dynamics F-16 Fighting Falcon
- Chengdu J-10
- Mikoyan MiG-29K
- Vought Model 1600
Related lists
References
Citations
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- ^ a b Jenkins 2000, pp. 22–26.
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External links
- F/A-18 Hornet U.S. Navy fact file Archived 7 March 2016 at the Wayback Machine and F/A-18 Hornet Navy history page
- F/A-18A Hornet page and Flying the F/A-18F Super Hornet page on ausairpower.net
- List of all USN/USMC Hornets by Lot/Bureau Number (BuNo) and their known disposition Archived 4 March 2016 at the Wayback Machine
- RAAF F/A-18A Hornet fact file
- Swiss Air Force F/A-18C Walkaround