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The McDonnell Douglas F/A-18 Hornet is an American supersonic multirole jet made to replace the A-6 Intruder and the A-7 Corsair in the attack role and the F-14 Tomcat in the fighter role, being criticized in the last role, the F-14 Tomcat was finally replaced in 2008 by the F/A-18E/F Super Hornet, an improved version of the F/A-18.

Development[]

Origins[]

YF-16 and YF-17 in flight 2

YF-16 and YF-17 prototypes being tested by the U.S. Air Force

The U.S. 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 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.

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. 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. 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), intended to make maximum use of the technology developed for the LWF program.

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. 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".

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.

The F-18, initially known as McDonnell Douglas Model 267, was drastically modified from the YF-17. For carrier operations, the airframe, undercarriage, and tailhook were strengthened, folding wings and catapult attachments were added, and the landing gear was widened. To meet Navy range and reserves requirements, McDonnell increased fuel capacity by 4,460 pounds (2,020 kg), by enlarging the dorsal spine and adding a 96-gallon fuel tank to each wing. A "snag" was added to the wing's leading edge and stabilators to prevent an aeroelastic flutter discovered in the F-15 stabilator. The wings and stabilators were enlarged, the aft fuselage widened by 4 inches (102 mm), and the engines canted outward at the front. These changes added 10,000 lb (4,540 kg) to the gross weight, bringing it to 37,000 lb (16,800 kg). The YF-17's control system was replaced with a fully digital fly-by-wire system with quadruple redundancy, the first to be installed in a production fighter.

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. 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. 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.

Design[]

The F/A-18C Hornet is a single-seat, carrier-capable, multirole strike fighter. When the Hornet was first being built, it was originally supposed to be two aircraft: the F-18 Hornet, a fighter, and the A-18 Hornet, an attacker. The term F/A-18 was used to refer to both at the same time. However, the designers later decided to combine the two into one aircraft that could perform both roles, and the name F/A-18 stuck.

F18 03

F/A-18 with unguided bombs under his hardpoints

With it's entry into service with the U.S. Navy and Marine Corps, the F/A-18C has replaced older, single role machines like the A-4 Skyhawk, A-7E Corsair II, and F-4 Phantom II. The F/A-18's combat debut was over Libya in 1986 during Operation El Dorado Canyon, later during Operation Desert Storm the F/A-18C performed round-the-clock day and night sorties with great success, despite the loss of two F/A-18s. U.S. Navy and Marine Corps Hornets have been continuously used in Operation Southern Watch and in the Bosnia and Kosovo campaigns in the 1990s. Hornets and the newest models, the Super Hornets, have been used in Operation Enduring Freedom and in Operation Iraqi Freedom. The F/A-18C and twin-seat D models are the result of a block upgrade in 1987 incorporating upgraded radar, avionics, and the capacity to carry new missiles such as the AIM-120 AMRAAM air-to-air missile and AGM-65 Maverick and AGM-84 Harpoon air-to-surface missiles.

FA18D M4507

Malaysian  F/A-18D

Other upgrades include the Martin-Baker NACES (Navy Aircrew Common Ejection Seat), and a self-protection jammer. A synthetic aperture ground mapping radar enables the pilot to locate targets in poor visibility conditions. C and D models delivered since 1989 also include an improved night attack capability, consisting of the Hughes AN/AAR-50 thermal navigation pod, the Loral AN/AAS-38 Night Hawk FLIR (forward looking infrared array) targeting pod, night vision goggles, and two full-color (previously monochrome) MFDs and a color moving map.

The Hornet was designed to reduce maintenance, and as a result, has required far less downtime than its heavier counterparts, the F-14 Tomcat and the A-6 Intruder. Its mean time between failures is three times greater than any other Navy strike aircraft, and requires half the maintenance time. Its General Electric F404 engines were also innovative in that they were designed with operability, reliability, and maintainability first. The engine, while unexceptional in rated performance, demonstrates exceptional robustness under various conditions and is resistant to stall and flameout. The F404 engine connects to the airframe at only 10 points and can be replaced without special equipment; a four-person team can remove the engine within 20 minutes. The aircraft has a top speed of Mach 1.8 at 40,000 ft.

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.

Operational history[]

United States[]

McDonnell Douglas rolled out the first F/A-18A on 13 September 1978, in blue-on-white colors marked with "Navy" on the left and "Marines" on the right. Its first flight was on 18 November. In a break with tradition, the Navy pioneered the "principal site concept" with the F/A-18, where almost all testing was done at Naval Air Station Patuxent River, 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.

Following trials and operational testing by VX-4 and VX-5, Hornets began to fill the Fleet Replacement Squadrons VFA-125, VFA-106, and VMFAT-101, where pilots are introduced to the F/A-18. The Hornet entered operational service with Marine Corps squadron VMFA-314 at MCAS El Toro on 7 January 1983, and with Navy squadron VFA-25 on 1 July 1984, replacing F-4s and A-7Es, respectively.

Navy strike-fighter squadrons VFA-25 and VFA-113 (assigned to CVW-14) deployed aboard USS Constellation from February to August 1985, marking the first deployment for the F/A-18.

The initial fleet reports were complimentary, indicating that the Hornet was extraordinarily reliable, a major change from its predecessor, the F-4J. Other squadrons that switched to F/A-18 are VFA-146 "Blue Diamonds", and VFA-147 "Argonauts". 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.

The Blue Angels fly over Houston, Texas, May 6, 2020

The Blue Angels fly over Huston, Texas during a campaign during the Coronavirus outbreak. They flew over multiple US cities as a tribute to healthcare and front line workers.

The U.S. Navy's Blue Angels Flight Demonstration Squadron switched to the F/A-18 Hornet in 1986, replacing the A-4 Skyhawk. The Blue Angels performed in F/A-18A, B, C, and D models at air shows and other special events across the US and worldwide before transitioning to the F/A-18E/F Super Hornet in late 2020. Blue Angels pilots must have 1,400 hours and an aircraft-carrier certification. The two-seat B and D models were typically used to give rides to VIPs, but also filled in for other aircraft, if such a need arose.

The F/A-18 first saw combat action in April 1986, when VFA-131, VFA-132, VMFA-314, and VMFA-323 Hornets from USS Coral Sea flew Suppression of Enemy Air Defense (SEAD) missions against Libyan air defenses during Operation Prairie Fire and an attack on Benghazi as part of Operation El Dorado Canyon.

During the Gulf War of 1991, the Navy deployed 106 F/A-18A/C Hornets and Marine Corps deployed 84 F/A-18A/C/D Hornets. F/A-18 pilots were credited with two kills during the Gulf War, both MiG-21s. On 17 January, the first day of the war, U.S. Navy pilots Lieutenant Commander Mark I. Fox and, Lieutenant Nick Mongilio were in a flight of four Hornets when they were sent from USS Saratoga in the Red Sea to bomb airfield H-3 in southwestern Iraq. While en route, they were warned by an E-2C of approaching "Bandits" or Iraqi MiG-21 aircraft. The Hornets shot down the two MiGs with AIM-7 and AIM-9 missiles in a brief dogfight. It took 40 seconds from when the bandits appeared on the radar of the E-2 until both aircraft were shot down. The F/A-18s, each carrying four 2,000 lb (910 kg) bombs, then resumed their bombing run before returning to Saratoga.

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. 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. 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, most likely a MiG-25.

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. 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 Operation Desert Storm, shooting down enemy fighters and subsequently bombing enemy targets with the same aircraft on the same mission. It broke records for tactical aircraft in availability, reliability, and maintainability.

Both U.S. Navy F/A-18A/C models and Marine F/A-18A/C/D models were used continuously in Operation Southern Watch and over Bosnia and Kosovo in the 1990s. U.S. Navy Hornets flew during Operation Enduring Freedom in 2001 from carriers operating in the North Arabian Sea. Both the F/A-18A/C and newer F/A-18E/F variants were used during Operation Iraqi Freedom in 2003, operating from aircraft carriers as well from an air base in Kuwait. Later in the conflict USMC A+, C, and primarily D models operated from bases within Iraq.

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. Two others collided over Iraq in May 2005.

The USMC plans to use the F/A-18 until the early 2030s.

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. 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. The actual final Navy F/A-18C operational flight occurred on 2 October 2019.

Canada[]

Canadian CF-18

Canadian CF-188A Hornet off Hawaii. Note the "false cockpit" on the underside of the aircraft for confusing enemy pilots during Dogfights.

Canada was the first export customer for the Hornet, replacing the Canadair CF-104 Starfighter (air reconnaissance and strike), the McDonnell CF-101 Voodoo (air interception) and the Canadair CF-116 Freedom Fighter (ground attack). The Canadian Forces Air Command ordered 98 A models (Canadian designation CF-188A/CF-18A) and 40 B models (designation CF-188B/CF-18B). The original CF-18 as delivered was nearly identical to the F/A-18A and B models. Many features that made the F/A-18 suitable for naval carrier operations were retained by the Canadian Forces, such as the robust landing gear, the arrestor hook, and wing folding mechanisms.

In 1991, Canada committed 26 CF-18s to the Gulf War, based in Qatar. These aircraft primarily provided Combat Air Patrol duties, although, late in the air war, began to perform air strikes on Iraqi ground targets. On 30 January 1991, two CF-18s on CAP detected and attacked an Iraqi TNC-45 patrol boat. The vessel was repeatedly strafed and damaged by 20mm cannon fire, but an attempt to sink the ship with an air-to-air missile failed. The ship was subsequently sunk by American aircraft, but the Canadian CF-18s received partial credit for its destruction.

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.

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. In November 2016, Canada announced plans to buy 18 Super Hornets as an interim solution while reviewing its F-35 order. The plan for Super Hornets was later, in October 2017, put on hold due to a trade conflict with the United States over the Bombardier C-Series. Instead, Canada was seeking to purchase surplus Hornets from Australia or Kuwait. Canada has since acquired 25 ex-Australian F/A-18A/Bs, the first two of which were delivered in February 2019. 18 of these airframes will be introduced into active service with the remaining 7 to be used for spare parts and testing.

Operators[]

Australia
Canada
CF-188A BANKING

CF-18 Hornet of the Canadian Air Force

Finland
Kuwait

Malaysia

Spain
Switzerland

United States

Specifications[]

General Characteristics[]

  • Crew: F/A-18C: 1, F/A-18D
    Fa18 hornet flares k-rauch

    F/A-18 Hornet launching flares

    : 2 (pilot and weapons system officer)
  • Length: 56 ft (17.1 m)
  • Wingspan: 40 ft (12.3 m)
  • Height: 15 ft 4 in (4.7 m)
  • Wing area: 400 ft² (38 m²)
  • Airfoil: NACA 65A005 mod root, 65A003.5 mod tip
  • Empty weight: 23,000 lb (10,400 kg)
  • Loaded weight: 36,970 lb (16,770 kg)
  • Max takeoff weight: 51,900 lb (23,500 kg)
  • Powerplant: 2× General Electric F404-GE-402 turbofan
    • Dry thrust: 11,000 lbf (48.9 kN) each
    • Thrust with afterburner: 17,750 lbf (79.2 kN) each

Performance[]

  • Maximum speed: Mach 1.8 (1,190 mph, 1,915 km/h) at 40,000 ft (12,190 m)
  • Range: 1,089 nmi (1,250 miles, 2,000 km) with only two AIM-9s
  • Combat radius: 400 nmi (460 mi, 740 km) on air-air mission
  • Ferry range: 1,800 nmi (2,070 mi, 3,330 km)
  • Service ceiling: 50,000 ft (15,240 m)
  • Rate of climb: 50,000 ft/min (254 m/s)
  • Wing loading: 93 lb/ft² (454 kg/m²)
  • Thrust/weight: 0.96

Armament[]

Avionics[]

  • Hughes APG-73 radar
  • ROVER (Remotely Operated Video Enhanced Receiver) antenna for use by US Navy's F/A-18C strike fighter squadrons
  • Inertial navigation system
  • GPS
  • Two mission computers
  • HUD cockpit dislay
  • Very High Frequency omni-directional landing system
  • Multiple-functioning Cathode ray tube display

Gallery[]

Related Development[]

Comparable Aircraft[]

All or a portion of this article consists of text from Wikipedia, and is therefore Creative Commons Licensed under GFDL.
The original article can be found at McDonnell Douglas F/A-18 Hornet and the edit history here.

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