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• chevron-right Part 1: F/A-18 Hornet
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McDonnell Douglas F/A-18

The F/A-18 Hornet is a versatile and formidable fighter/attack aircraft that has served as a backbone of the United States Navy and Marine Corps aviation for several decades. Developed by McDonnell Douglas, now part of Boeing, the Hornet is renowned for its exceptional performance, agility, and multirole capabilities. With its sleek design and powerful engines, the F/A-18 Hornet has proven itself as a reliable workhorse, adept at both air-to-air combat and precision strike missions. Its widespread adoption by numerous international military forces further underscores its global significance and enduring legacy in the world of modern aviation.

YF-17 Cobra

The F-18 story started as Northrop’s entry in the Air Force Lightweight Fighter competition (LWF). Northrop developed the YF-17 Cobra prototype, based on the earlier P-530 concept. The YF-17 lost to the competitor in the LWT, the General Dynamics YF-16. But this was not the end of the story.

Early 1965, Northrop started with the design of a F-5 successor. Internally the first concept was called the N-300 which evolved into the P-530. The airframe was already similar to the later F-18 and fitted with the GE15 engines, which an improved version (called YJ101) was powering the YF-17 as well.

The construction of the airframe was primarily aluminum although also composites were used. The wings didn’t contain fuel as the airframe was still very slim compared to the later developments. Parts of the aircraft already featured fly-by-wire controls.

The first prototype (72-1569) was rolled out of the Hawthorne factory April 1974. First flight was on 9 June. A second prototype (72-1570) was made to enter the LWF competition. A total of 288 test flights (346 hours) were made.

Navy attack fighter

After the lost LWF competition, the design was taken off the shelf again when the Navy started its own competition for a Naval Air Combat Fighter (NACF) to replace the aging F-4 and A-7. Initially the Navy opted for a lightweight multi-role fighter, but congress pushed for a combined fighter attack aircraft.

As Northrop had limited experience with Naval fighters it teamed up with McDonnell Douglas. They agreed that McDonnell would build the naval version of the YF-17, called the F-18A. Northrop would continue with a land-based version of the YF-17, called the F-18L.

The partnership between Northrop and McDonnell was short-lived as both parties met in court. Northrop accused McDonnell of trying to sell the naval version of the F-18 as land-based option as well, where Northrop offered the F-18L. The dispute dragged on for year while McDonnell in the meanwhile continued developing the F-18.

In basic the F-18 was still similar to the YF-17, although some major modifications were made. The nose was changed to house the AN/APG-65 radar. The airframe structure was strengthened making it less slim as the YF-17. The landing gear was also modified to cope with carrier operations. The fuel range capacity was enlarged and the wing-top could fold up, to save space on the carrier-deck or hangar. The tail fins size was increased and an inflight refueling probe was added. General Electric also introduced the F404-GE400 afterburning turbofans, which were developed out of the YJ-101 engines used on the YF-17.

The fist F-18 prototype, Hornet One, (160775) made its first flight on November 18, 1978 from McDonnells St. Louis factory. The Navy tested the aircraft from January 1979 onward at NAS Patuxent River, Maryland. March 1979 a second prototype joined flight trails. Eventually 11 prototypes were build. Two of which were two-seat aircraft then called the TF-18. In total 2756 test flights were made with a total of 3583 flying hours. After the test program some airframes were transferred to NASA, while others were used for spares or ended up in museums.

F/A-18 A/B Operational service

The first production F/A-18 (161213) made its maiden flight on 12 April 1980. The F/A designation was introduced as the aircraft took on a multi role, being fighter and attack aircraft. VFA-125, also a new designation as fighter attack squadron, received the first aircraft at NAS Lemoore. The unit started to train aircrew on the new type, early 1982.

The first Marine Corps squadron to begin conversion to the F/A-18 was VMFA-314 based at El Toro, starting August 1982. VMFA-323 and CMFA-531 followed and were operational by the end of 1983. At first the Marines trained their aircrew at VFA-125, setting up their own training squadron VMFAT-101 in 1987 also out of El Toro.

The first operational aircraft onboard a carrier were deployed with VFA-113 and VFA-25 assigned to the Pacific fleet. The first cruise started in February 1985 aboard the USS Constellation. The first Atlantic fleet squadron, VFA-131 started to fly the F/A-18 October 1983.

One of the better known naval squadrons, the Naval Flight Demonstration Squadron (NFDS) “The Blue Angels” received some early production aircraft to replace the A-4F. The first display was flown with the Hornet at MCAS Yma on April 25, 1987.

The Navy was also looking for a single-seat reconnaissance aircraft. So the first Hornet build (160775) was modified and got the designation RF-18. A palletized camera package was created to fit into the space the 20-mm M61A1 would normally take up. This so, the package could be swapped during carrier operations. It first flew in 1984, but wasn’t a success. Only small numbers were produced.

The Navy eventually received 371 F/A-18A and 39 F/A-18Bs with the final aircraft delivered in 1987. At this point newer models (C/D) entered service. Older airframes were passed to Navy and Marines reserve units and some were placed in storage at the Naval Air Depot (NAD) North Island, California.

Some of the reserve aircraft were upgraded to the F/A-18A+ standard. 28 Navy aircraft got this upgrade, which is similar to the F/A-18C. The Marines also upgraded 24 aircraft (out of the 76 planned).

April 10, 1980 the first export order was announced when Canada placed an order of 138 F/A-18s. 98 F/A-18As and 40 Bs. This would make Canada the largest Hornet user outside the United States. Locally the aircraft is designated at CF-188 and replaced the F-101 Voodoo, F-104 and CF-5. The first aircraft delivered (July 1982) was an CF-18B (188901) assigned to 410 squadron out of Cold Lake. The aircraft were upgraded early 2000, receiving a digital cockpit with LCD screens, replacing the monochrome CRT displays featured in the A model.

Australia became the second export customer for the F/A-18. 57 A models and 18 B models were ordered. The first two B models, build in St. Louis, were delivered on May 17, 1985 to replace the Mirage IIIOs. The others were shipped as kit and assembled at Avalon, Australia. Early 2000 the RAAF also started upgrading its Hornets, including new electronics and the XN-8+ mission computer. A second modification was done in 2002 when the radar was changed to the newer AN/APG-73, bringing the aircraft almost to the C model standard.

Spain became the third and last export customer to order the first generation Hornet. The order was for 72 aircraft, 60 A and 12 B models, eventually replacing the Mirage III and F-4Cs. First delivery was in January 1986. These F-18s became known as EF-18 (the "E" standing for "España", Spain), not to be mistaken with the E from electronic, used in the EA-18G Growler designation.

The Spanish Hornets were upgraded between 1992 and 94. The internal wiring and electronical systems were updated, as well as the flight control system received increased memory.

Next to the initial order, Spain also bought 24 surplus airframes from the US Naval Air Systems Command (NAVAIR) of which 11 were put into storage at Davis-Monthan. After refurbishment and upgrades like done on other Spanish Hornets, the aircraft were delivered in batches of six per year, from December 1995 till December 1998. This made the total of 96 aircraft.

From 2004 till 2015 the original aircraft (not the 24 surplus aircraft) were updated again, this time to the MLU (Mid-life upgrade) package. This included better avionics, new data-bus, bigger color touch screens in the cockpit, the AN/APG-65 V3 update and the installment of the AL-400 radar warning receiver.

The US Space Agency NASA also operates F-18s. Currently 8 are in service, 3 A models, 4 B models and one D model. The aircraft are on loan from the Navy and used as chase plane or modified for several research projects. The first F/A-18 was used a provisioning aircraft in the Gruman X-29 FSW (Forward Swept Wing) project. As a chase plane the Hornet is ideal, as it can be flown at multiple altitudes and angles of attack than almost any other fighter.

F/A-18A (N840NA) was modified to test the High Alpha effect. Airflows were studied when the aircraft was at a high angle of attack (AOA). In a later stage the engine exhausts were modified to deflect the exhaust stream to test directional control in high alpha situations. This aircraft including the modification is not on display at Virginia Air and Space Center, Hampton VA.

The first big upgrade came with the introduction of the C/D model. It was similar in appearance, but internally a lot was changed. The first F/A-18C (163427) flew on September 3, 1987 and was delivered to the Naval Weapon Center at China Lake two weeks later.

Main updates included new avionics and an improved radar. Also new electronic counter measures were introduced resulting in additional antennas fitted on the nose and nosewheel doors. Other antennas were installed on the spine and both fins. The cockpit was also updated by installing three multi-functional color displays and the mission computer memory was extended. Other improvements were made to the GE F404 engines. The F404-GE-402 had enhanced performance giving it an additional 10% of thrust.

137 C models and 31 D models were build, before McDonnell Douglas switched to the Night Attack version (keeping the same designation). The first airframe (163985) build to this standard flew on May 6, 1988. A night attack D-model (163434) for the USMC flew the same day.

The D model was more capable than the B model, as it was configured as an all-weather strike aircraft. It has no control column and throttles. The USMC primarily used the D model in a night attack and forward air controller (FAC) role, using the backseat for a 2nd crew member (Weapons and Sensor officer) to operate these tasks.

Another major improvement was the ability to carry newer type weapons. This included the AIM-120 AMRAAM and AIM-7.

A total of 330 F/A-18Cs and 130 F/A-18Ds with night attack capability were build. The last 60 D models were reconnaissance capable (RC). This included the ATARS electro-optical sensor package that could be installed instead of the 20-mm M61A1 cannon, similar to the RF-18.

Export orders for the second generation Hornets were slightly better than the A/B models. During the late 1980s Kuwait was looking for a new fighter to replace its Mirage F1 and A-4s. Contesters were the Mirage 2000, Tornado F3 and F/A-18. September 1988 and order was placed for 40 F-18s, 32 F/A-18Cs and 8 D models. The first delivery in January 1992 was late due to the outbreak of the invasion of Iraq and subsequent Operation Desert Storm (first Gulf War). The last aircraft was delivered August 1993.

Kuwait participated in the Yemini civil war. In 2017 the commander revealed that the F/A-18 flew 3000 sorties over Yemen, operating from King Khalid Air Base.

1989 Finland was seeking for a replacement of their MiG-21 and S35 Dragen. Different types were evaluated, including the Mirage 2000, F-16, Saab Gripen and MiG-29. May 6, 1992 the F/A-18 was chosen the winner. An order for 65 aircraft was placed a month later. The first 7 aircraft (all F/A-18Ds) were build in St. Louis and flown to Pirrkala air base in November 1995. The other aircraft were assembled in Finland by Finavitec, first delivered on June 28, 1996, while the last was delivered in August 2000.

Malaysia placed an order for eight F/A-18Ds on June 29, 1993. The first aircraft (M45-01) made its maiden flight February 1, 1997. The last aircraft was delivered August of the same year.

Switzerland

During the 80s, Switzerland was looking for a replacement of the Mirage III, next to the F-5Es which would stay into service. Evaluated were the F-16, Mirage 2000, JAS-39 Gripen and F/A-18C. Unlike other countries, the Swiss even looked at the Israeli IAI Lavi and Northrop’s F-20. By 1988 the F-16 and F/A-18 were shortlisted. The F-18 was declared the winner by October 1988. Politicians still tried to push the Mirage 2000, but in the end the Air Force insisted on the F-18.

Eventually 26 F-18C (local designation) and 8 D models were ordered. The first 2 aircraft were built in St, Louis while the remaining aircraft were manufactured from kits by the Swiss Aircraft and Systems company at Emmen. The first aircraft was taken into service in 1997, with the last (J-5026) handed over December 2, 1999.

In 2007, Switzerland joined the upgrade program which included updated electronics and mission computer. New ECM equipment (AN/ALR-67) and 12 ATFLIR pods were bought.

Combat operations

The Hornet saw plenty of combat action in its carrier. First was Operation Prairie Fire and the more well-known Operation El Dorado Canyon. F/A-18s from the USS Coral Sea (VFA-131, VFA-132, VMFA-314, and VMFA-323) flew Suppression of Enemy Air Defense (SEAD) missions against Libyan defenses. During Operation El Dorado Canyon, six F/A-18s participated (VFA-131, VFA-132, VMFA-314, VMFA-323) in air strikes against Benghazi, Libya, 15 April 1986. The F/A-18As launched AGM-88 HARM and AGM-45 Shrike missiles, together with A-7Es and F-111s hitting various other targets, including Tripoli and military objects.

Next the Hornet was heavily involved in the Gulf War of 1991 (also known as the first Gulf War). The Navy deployed 106 F/A-18A and C models while the Marines participated with 84 F/A-18A, C and D models.

F/A-18s scored two kills, 2 MiG-21s on the first day of the war. A flight of four Hornets took off from the USS Saratoga heading for airfield H3 on a bomb run. While enroute they were warned about bogies approaching by a E-2. They shot down two MiGs with an AIM-7 and AIM-9 in a brief dog fight. After this, their aircraft each carrying 2000lb of bomb continued the original mission and bombed H3.

Aircraft involved from VFA-81, F/A-18C 163508 / AA-401 and 163502 / AA-410.

Three F/A-18s were lost during the war, F/A-18C 163484 / AA-403 (VFA-81) downed by an SA-6 fired from an Iraqi MiG-25, the pilot was killed. This was the first combat loss overall during the war on January 17, 1991. 5 February an F/A-18A (163096) was lost when it crashed in the Persian Gulf. Reason unknown, pilots body was never found.

Two F/A-18s were lost due to non-combat reasons.

Desert Shield

F/A-18A: VFA-15, VFA-87, VFA-131, VFA-136, VFA-151, VFA-192 and VFA-195.

F/A-18C: VFA-25, VFA-81, VFA-82, VFA-83, VFA-86 and VFA-113.

Desert Storm

F/A-18A: VFA-15, VFA-87, VFA-151, VFA-192 and VFA-195.

F/A-18C: VFA-81, VFA-82, VFA-83 and VFA-86.

Marine Corps units

F/A-18D: VMFA(AW)121 operated 1 D model Buno. 164040.

F/A-18C: VMFA-212, VMFA-232, VMFA-235

F/A-18A: VMFA-314, VFMA-333, VFMA-451

Canada participated with the CF-188A from 409, 439 and 411 squadron.

During the 1990s, Navy F/A-18A/C models and Marine F/A-18A/C/D models were used continuously in Operation Southern Watch (Iraq) and over Bosnia and Kosovo. 2001, Hornets participated in Operation Enduring Freedom from carriers in the North Arabian Sea.

Operation Iraqi Freedom, also known as the 2nd Gulf War took place from 2003 till 2011. Both the F/A-18A/C and newer F/A-18E/F variants were used, operating from carriers as well as an airbase in Kuwait. Later USMC F/A-18A+ / C and D models operated out of airfields in Iraq as well.

April 2, 2003 an F/A-18 of VFA-195 was lost when it was shot by friendly fire (Patriot missile), killing the pilot. May 2, 2005 two F/A-18s of VMFA-323 were shot over south-central Iraq, killing both pilots. January 7, 2008 another two were shot while operating from the USS Harry S Truman, all three pilots were rescued.

Australia participated with F/A-18s from 75 squadron, marking the first time Australia was involved in combat operations since World War 2.

From 2014 onwards the US started a military campaign both in Iraq and Syria against Islamic State (ISIL), called Operation Inherent Resolve. VFA-15, VFA-37, VFA-83, VFA-87, VFA-94, VFA-113, VFA-131 and USMC VMFA-251 participated with F/A-18Cs. Also the Super Hornet participated in this operation. (see part 2).

As you might expect with an attack fighter, the Hornet is capable to carry almost every type of munition available to the Navy and Marines. The aircraft was designed around 9 hardpoint which could carry a mix of weapons in different setups.

Besides the carry-on weapons, the Hornet has a M61-A2 20mm gun built into the nose. This 6 barrel rotary gun is capable of firing 6000 rounds a minute. The gun is placed on-top of an ammunition canister holding 578 rounds.

The F/A-18A was capable of carrying:

• AGM-62 Walleye II air to service missile
• AGM-65a Maverick air-to-surface anti-armor missile
• AGM-84 Harpoon anti-ship missile
• AGM-88 HARM air-to-surface anti radar missile

After the upgrade of the AN/APG-65 to AN/APG-73 the radar on the F/A-18A+ the AIM-120 AMRAAM long range air-to-air missile was added to the arsenal.

The F/A-18C and D could also carry the AIM-120 and AGM-84 Slam air-to-surface missile and IR version of the AGM-65.

Other munition carried by the differed Hornet variants included:

• Mk82SE Snakeye 500lb retarded bomb
• Mk83 1000lb bomb
• Mk84 2000lb LDGP (Low-Drag General Purpose bomb)
• GBU-12 Paveway II 500lb laser-guided bomb
• LAU-10A Zuni four-round rocket launcher
• CBU-89/89B cluster munition
• AIM-9L Sidewinder air-to-air missile
• AIM-9X Sidewinder
• AIM-7 Sparrow air-to-air missile

The AN/AAS-38 NITE Hawk pod, used for tracking targets was already introduced for the F/A-18A. On the F/A-18C/D the improved A version included FLIR capability as well.

YF-17 Prototype derived from the P-530, build by Northrop proposed to the USAF as a new Flight Weight Fighter. The competition was lost in favor of the F-16.

F-18 / L McDonnell Douglas proposed a modified YF-17 to the USN for its Naval Air Combat Fighter (NACF) competition. Northrop in the mean while wend ahead with a land-based version called the F-18L which was similar to the YF-17 design.

TF-18 Two seat training version of the F-18, later re-designated as F/A-18B

F/A-18A First production version of the Hornet, now designated as F/A-18 as it got a multi-role fighter / attack mission.

F/A-18B Two seat version of the A model, combat capable, but mainly used for training.

RF-18 Proposed reconnaissance version with a camara package installed instead of the normal 20mm gun placement.

CF-188 Canadian export version of the original A/B version. Also referred to as CF-18

EF-18 Spanish export version

F/A-18C Major upgraded single-seat version

F/A-18D Dual-seat version of the C model, only used by the USMC.

F-18C / D Export version of the C/D model used by Finland and Switzerland. Swiss Hornets had no attack capabilities, which were later retrofitted.

KAF-18 Export version of the C/D model used by Kuwait.

Newer variants will be covered in part 2 of this factsheet.

Specifications

Specification for the classic Hornets, A through D model.

New generation Super Hornets (F/A-18E/F and EA-18G) will be covered in our next part, still to be published.

F/A-18 Super Hornet

Built for air superiority.

The F/A-18 Block III Super Hornet is the newest highly capable, affordable and available tactical aircraft in U.S. Navy inventory. The Super Hornet is the backbone of the U.S. Navy carrier air wing now and for decades to come.

The combat-proven Super Hornet delivers cutting-edge, next-generation multi-role strike fighter capability, outdistancing current and emerging threats well into the future. The Super Hornet has the capability, flexibility and performance necessary to modernize the air or naval aviation forces of any country. Two versions of the Super Hornet – the single-seat E model and the two-seat F model – are able to perform virtually every mission in the tactical spectrum, including air superiority, day/night strike with precision-guided weapons, fighter escort, close air support, suppression of enemy air defenses, maritime strike, reconnaissance, forward air control and tanker missions.

Super Hornet Stories

F/a-18 super hornet gallery.

Social Media

Super hornet technical specifications, f/a-18 super hornet customers.

The first operational F/A-18 E/F Super Hornet squadron formed in June 2001 and deployed into combat aboard the USS Abraham Lincoln (CVN 72) in July 2002. In April 2005, Boeing delivered the first Block II Super Hornet, complete with the world’s first tactical multi-mode AESA radar, and it became fully operational at the end of 2007. In August, 2021 Boeing delivered the first of 78 contracted Block III F/A-18 Super Hornets to the U.S. Navy. Block III gives the Navy the most networked and survivable F/A-18 built with a technology insertion plan that will outpace future threats.

United States

Many factors affect flight planning and aircraft operation, including aircraft weight, weather, and runway surface. The recommended flight parameters listed below are intended to give approximations for flights at maximum takeoff or landing weight on a day with International Standard Atmosphere (ISA) conditions.

Required Runway Length

Takeoff (runway): 5,200 feet (1,585 meters), flaps HALF Takeoff (carrier): Landing (runway): 5,150 feet (1,570 meters), flaps FULL Landing (carrier): < 1,000 feet (300 meters), flaps FULL

The length required for both takeoff and landing is a result of a number of factors, such as aircraft weight, altitude, headwind, use of flaps, and ambient temperature. The figures here are conservative and assume:

Weight: 35,000 pounds (15,875 kilograms) Altitude: sea level Wind: no headwind Temperature: 15°C Lower weights and temperatures result in better performance, as does having a headwind component. Higher altitudes and temperatures degrade performance. Runway: hard surface

Engine Startup

The engines are running by default when you begin a flight. If you shut the engines down, it is possible to initiate an auto-startup sequence by pressing CTRL+E on your keyboard. Use the checklist on the Kneeboard for step-by-step procedures.

Idle thrust is adequate for taxiing under most conditions. Allow time for a response after each thrust change before changing the thrust setting again.

In Flight Simulator, rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad) are used for directional control during taxiing.

Flap extension speed for HALF flaps is 250 knots. Use this setting for takeoff.

Takeoff (runway)

All of the following occurs quite rapidly. Read through the procedure several times before attempting it in the plane so you know what to expect.

Run through the Before Takeoff checklist.

With the aircraft aligned with the runway centerline, advance the throttles (press F3 , or drag the throttle levers) to MIL power (or afterburner if desired). The exact amount of initial setting is not as important as setting symmetrical thrust.

Directional control is maintained by use of the rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad).

Because of the position of the main landing gear, you cannot rotate early in the takeoff roll. Hold the stick just aft of neutral during the initial run. Hold the stick aft until the nose is 6° to 8° high attitude. The main gear will lift-off around 173 knots, requiring slight forward stick to maintain the desired attitude.

For a minimal takeoff run, use full afterburner. Apply full aft stick until the aircraft begins to rotate.

Once a positive rate of climb is established, retract the landing gear. Accelerate to the desired climb speed.

Takeoff (carrier)

Before attempting a carrier takeoff, fly the Carrier Tutorial Mission. Run through the Before Takeoff checklist.

The F/A-18 requires an assisted takeoff from an aircraft carrier deck. A steam catapult meets this requirement by attaching to the nose landing gear and essentially dragging the multi-ton aircraft to takeoff speed from zero to 165 knots in only seconds.

Use these key commands for carrier operations:

Carrier Operations

Advance the thrust levers to full afterburner. When the catapult is released, you'll go from zero to takeoff speed in about two seconds. At the end of the carrier deck, immediately climb away from the ship.

Performance

The Hornet's sophisticated flight control system enables excellent high angle of attack maneuverability. The lift limit is 35 degrees AOA, and the Hornet remains controllable up to 50 degrees AOA. Above 35 degrees AOA the roll rate is much more limited. At 30,000 lbs the aircraft should maintain 100 knots at 35 degrees AOA at 15,000 feet. In this flight regime, you should fully lower the leading edge and trailing edge flaps and operate the ailerons in the drooped position.

The outstanding high-AOA characteristics come at a price: operating in this regime results in intense energy bleed. The Hornet is an aircraft that gets slow faster than most when turning hard, and it's also a little slower to regain lost energy. A 5 degree nose high attitude allows acceleration to 350 knots.

NOTE : Be aware that fuel capacity is low and fuel consumption is high in the Hornet.

As you retract the flaps, set climb power of approximately 42 percent N1 (press F2 , use the throttle control on your joystick, or drag the thrust levers). Maintain 5 degrees nose-up pitch attitude to climb at 350 knots until reaching 10,000 feet (3,048 meters), and then as desired to your cruising altitude.

Cruise altitude is normally determined by winds, weather, and other factors. You might want to use these factors in your flight planning if you have created weather systems along your route. Optimum altitude gives the best fuel economy for a given configuration and gross weight. A complete discussion about choosing altitudes is beyond the scope of this section.

Chances are you will not be flying the Hornet at slow speeds for best fuel economy. You also do not need to worry about passenger comfort.

Typical cruise speed is 580 knots at high altitude (720 knots at low altitude). The Hornet is capable of reaching Mach 1.8 (1,127 mph, 1,814 km/h) at 36,100 ft (11,000 m). The changeover from indicated airspeed to Mach number typically occurs as you climb to altitudes of 20,000 to 30,000 feet (6,000 to 9,000 meters).

Maximum-range cruise airspeed is approximated by flying at 4.2° AOA, no faster than 0.85 Mach. Maximum endurance can be approximated by flying 5.6° AOA.

Remember that your true airspeed is actually much higher in the thin, cold air. You'll have to experiment with power settings to find the setting that maintains the cruise speed you want at the altitude you choose.

A good descent profile requires knowing where to start down from cruise altitude and planning ahead for the approach. Normal descent is done with idle thrust and clean configuration (no speed brakes). A good rule for determining when to start your descent is the 3-to-1 rule (three miles distance per thousand feet in altitude). Take your altitude in feet, drop the last three zeros, and multiply by 3.

For example, to descend from a cruise altitude of 35,000 feet (10,668 meters) to sea level: 35,000 minus the last three zeros is 35. 35 x 3=105

This means you should begin your descent 105 nautical miles from your destination, maintaining a speed of 300 KIAS and a descent rate of 1,500 to 2,000 feet per minute, with thrust set at idle. Add two extra miles for every 10 knots of tailwind.

To descend, disengage the autopilot if you turned it on during cruise, or set the airspeed or vertical speed into the autopilot and let it do the flying for you. Reduce power to idle, and lower the nose slightly. Continue this profile down to the beginning of the approach phase of flight.

Deviations from this procedure can result in arriving too high at the destination (requiring circling to descend) or arriving too low and far out (requiring expenditure of extra time and fuel). Plan to have an initial approach fix regardless of whether or not you're flying an instrument approach.

Tactical Approach (runway)

NOTE : To practice making tactical—or corkscrew—approaches in the F/A-18, fly the Corkscrew Approach Mission. Click Missions on the left-hand menu and then select the Military category.

Enter the pattern per local rules but on the opposite side of the runway from downwind. At the break to crosswind, reduce thrust and extend the speed brake (if required). As the airspeed decreases through 250 knots, lower the landing gear and extend the flaps to FULL. Retract the speed brake.

Decelerate to final speed. Complete the landing checklist. Roll into the base leg and establish a rate of descent, maintaining AOA.

Landing (runway)

At touchdown, reduce the throttles to idle. The Hornet tends to align itself with the runway centerline. Use the rudder pedals to make small corrections in alignment.

Once the nosewheel is on the ground, hold the stick full aft and brake lightly.

Approach (aircraft carrier)

The daytime traffic pattern for carrier landings is "race track" shape with the downwind leg at 600 feet, 180 degrees opposite the Base Recovery Course (the heading the ship is on). Enter the traffic pattern by flying at an altitude of 800 feet straight up the ship's wake, passing the ship close on the right side. Fly this at about 250 knots. If this is a full stop landing, lower the tailhook.

After passing the ship, perform a full-aileron-deflection left snap roll to a 70 to 90 degree angle of bank, reduce the throttle to idle, and extend full speed-brakes.

As you slow down and turn on heading for the downwind leg, descend out of 800 feet for 600 feet. Extend the landing gear and lower flaps to full. Increase the throttle to manage your descent. Trim the aircraft to reduce control pressures. Once established on the downwind leg, complete your landing checklist.

Final airspeed varies widely due to remaining fuel load. Instead of using the airspeed indicator, refer to the angle-of-attack, or AOA indicator. There is an optimal AOA that results in the optimal approach airspeed, no matter what your aircraft's gross weight. The AOA indicator has a small array of colored lights atop the instrument panel.

If the yellow center 'o' is lit, you're 'on speed' or at the correct AOA. If the green upper chevron is lit, your airspeed is too slow—pitch the airplane nose-down a little to speed up. If the red lower chevron is lit, your airspeed is too fast—pitch the airplane's nose-up to manage speed. Control airspeed with pitch attitude and control rate of descent with the throttle.

Correct position at this point is off the ship's port side at about 1 to 1.25 miles. Begin your turn to final approach when abeam the stern of the ship. You should be on speed and trimmed up for hands-off flight.

Reduce the throttle while maintaining your AOA by small pitch angle changes so that the aircraft maintains a 250-foot-per-minute rate of descent. Maintain this regime until 90 degrees of turn from downwind. You should be descending through 450 feet, still on speed. Your rate of descent can now increase to 400-450 feet per minute.

At 45 degrees from the final heading you should see the "meatball," the optical carrier landing aid. This is a light array about 6 feet high just to the left of the landing area on the flight deck. It has a horizontal row of green lights, called the datum lights, and an orange light (the meatball) that rides up and down to indicate your position relative to the optimum glideslope.

As you reach your final approach heading, roll out of your bank. You should be established on the extended center line that runs down the landing area on the flight deck (remember that modern carrier landing areas are at an angle to the longitudinal axis of the ship).

On final approach (15 to 20 seconds from landing) an ideal carrier landing follows a 3-degree glide slope all the way to touch down. You see a centered meatball with no deviations, and airspeed is pegged at the optimum AOA. To maintain this you must make constant, rapid, small corrections.

DO NOT look at the landing area . Constantly shift your attention between the meatball, your line-up, and your AOA indicator.

Landing (carrier)

Fly the glide-slope until you contact the carrier deck. Impact is dramatic and, since your attention is on the meatball not the landing area, you should be surprised by contact with the deck.

The ship has four arrestor wires and, if you do it right, the point of your tailhook will hit in the middle of them (resulting in the term for an ideal landing—"3-wire").

Here's another surprise of carrier landings: at the moment of touchdown, smoothly and quickly advance the throttles to FULL !

It is possible for the hook to miss the arrestor wires. Even with a perfect approach, the hook can bounce over the wires (this is called a bolter). Jet engines take a few seconds to spool-up to full power, so you need to be at full power during a bolter in order to fly off the landing area.

Once you've arrested, chop the power, raise the tailhook and taxi to a parking spot.

Complete Guide to the F-18 Super Hornet: Stats, Top Speed, And More

In July 2022, strong winds and rain blew an F-18 Super Hornet off the deck of the carrier Harry S. Truman . The aircraft went overboard, sinking about 9,500 feet below the surface. The Navy used a CURV-21 deep ocean salvage vehicle to obtain and salvage the aircraft.

The focus on salvaging the aircraft prompted some questions on the importance of the craft. What exactly is the F-18 Super Hornet? Who makes the F-18 Super Hornet? How fast is the F-18 Super Hornet? How much does an F-18 Super Hornet cost? There’s no way you already know the answer to all those questions, so we’re going to take a deeper look into the aircraft carrier they pulled from deep. Here’s the comprehensive guide to the F-18 Super Hornet.

Suggested read: What Is the Gucci Glock? The High-Tech Pistol Used for NNSA Security

F-18 Super Hornet: Background

The F-18 Super Hornet was first developed by McDonnell Douglas Corporation in 1978. This model was the F/A-18A Hornet. Variants of the aircraft were created by Boeing Defense, Space, and Security. This resulted in the development of the current model F-18 super hornet.

The Boeing F/A-18 Super Hornet fighter jets are currently manufactured by McDonnell Douglas Corporation and Boeing. The aircraft is a dual-engined fighter jet. Since it’s a twin-engine fighter, if something were to happen to one engine, it would still be able to fly.

Pretty cool, right? That’s not all.

The FA-18 Super Hornet is now sometimes referred to as the “backbone of the U.S. carrier air wing.” It has impressive stats that make the aircraft an integral addition to the military.

The FA-18 Super Hornet: Top Stats

The F-18 Super Hornet has impressive stats under its belt. The fighter jet is currently in service and likely won’t retire anytime soon. From high speed to impressive range, why would anyone want to retire this monster of an aircraft? Here are some of the stats that prove the sheer bad*ssery of this plane:

F-18 Super Hornet Top Speed

• 1,190 mph at 40,000 ft

Combat Range

• Has four 1,000-pound bombs and two AIM-9s

Rate of Climb

• 44,882 ft/min

Service Ceiling

The F-18 Super Hornet is ready for battle. The fully armed aircraft includes a 20 mm M61A2 Vulcan with 412 rounds. It also has the capacity to carry 17,750 lb. It has the provisions to carry different combinations of missiles and bombs. Some that can be included on the aircraft are:

Different Missiles

• AIM-9 Sidewinder (short-range air missiles)
• AIM-120 AMRAAM (medium-range air missiles)
• AIM-7 Sparrow medium-range air missiles)
• AGM-65E/F Maverick (air-to-ground missiles)

Different Bombs

• Mk 80 series of unguided bombs
• Paveway series of laser-guided bombs
• CBU-78 Gator mine system

This isn’t a comprehensive list of everything that can be included on the plane. It’s only a start to what the aircraft is capable of carrying.

The F-18 Super Hornet in combat is a valuable asset for the military. It has a quick takeoff from ships and can drop bombs before returning.

The Blue Angels F-18 Super Hornet Pilots

There’s even more important military history connected to the F-18 Super Hornet and the Blue Angels. Amanda Lee was the first female Blue Angels pilot to man the F/A-18E/F Super Hornet . She flew the F/A-18E/F as a demonstration pilot. Although she wasn’t the first female pilot to ever exist within the demonstration group, she was the first of the Angels to fly this particular aircraft.

It’s safe to say the F-18 Super Hornet is a pretty cool fighter jet used in the military. From its impressive features to top performance speed, the fighter jet is no doubt a valuable asset to the military.

Read next: 6 Underwater Discoveries Reveal What the Military Has Lost in the Ocean

Image: Steve Mann – stock.adobe.com

About Shannon Lawlor

Shannon is a content marketing intern. She is a graduate student at Emerson College in the Publishing and Writing Program. In her free time, you can find her reading, running, or spending time with her loved ones.

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F/A-18E/F Super Hornet

Manufacturer: Boeing

The F/A-18E/F Super Hornet is the U.S. Navy’s primary strike and air superiority aircraft. It is an updated version of the F-18C/D, featuring a 20 percent larger airframe, 7,000 lb heavier empty weight, and 15,000 lb heavier maximum weight than the original Hornet. The Super Hornet carries 33 percent more internal fuel, increasing mission range by 41 percent and endurance by 50 percent over the earlier Hornet.

The F/A-18 E/F acquisition program was an unparalleled success. The aircraft emerged from Engineering and Manufacturing Development meeting all of its performance requirements on cost, on schedule and 400 pounds under weight. All of this was verified in Operational Verification testing, the final exam, passing with flying colors receiving the highest possible endorsement.

The first operational cruise of Super Hornet, F/A-18 E, was with VFA-115 onboard the USS Abraham Lincoln (CVN 72) on July 24, 2002, and saw initial combat action on Nov. 6, 2002, when they participated in a strike on hostile targets in the "no-fly" zone in Iraq.

Super Hornet, flew combat sorties from Abraham Lincoln during Southern Watch, demonstrating reliability and an increased range and payload capability. VFA 115 embarked aboard Lincoln expended twice the amount of bombs as other squadrons in their airwing (with 100% accuracy) and met and exceeded all readiness requirements while on deployment. The Super Hornet cost per flight hour is 40% of the F-14 Tomcat and requires 75% less labor hours per flight hour.

The forward fuselage is unchanged from the C/D Hornet, but the remainder of the aircraft shares little with earlier F/A-18C/D models. The fuselage was stretched by 34 inches to make room for fuel and future avionics upgrades and increased the wing area by 25%. However, the Super Hornet has 42% fewer structural parts than the original Hornet design. The General Electric F414 engine, developed from the Hornet's F404, has 35% additional thrust over most of the aircraft's flight envelope. The Super Hornet can return to an aircraft carrier with a larger load of unspent fuel and munitions than the original Hornet.

Other differences include approximately rectangular intakes for the engines and two extra wing hard points for payload (for a total of 11), retaining previous hardpoints on the bottom centerline, wingtips, and two conformal fuselage positions. Among the most significant aerodynamic changes are the enlarged leading edge extensions which provide improved vortex lifting characteristics in high angle of attack maneuvers, and reduce the static stability margin to enhance pitching characteristics. This results in pitch rates in excess of 40 degrees per second, and high resistance to departure from controlled flight.

The F/A-18E/F Super Hornet is an attack aircraft as well as a fighter through selected use of external equipment and advanced networking capabilities to accomplish specific missions. This “force multiplier” capability gives the operational commander more flexibility in employing tactical aircraft in a rapidly changing battle scenario. In its fighter mode, it serves as escort and fleet air defense. In its attack mode, it provides force projection, interdiction, and close and deep air support.

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Simple Flying

What is the top speed of the f/a-18 super hornet.

The aircraft might not be the fastest in the sky, but it is plenty effective in its many roles.

• The Super Hornet is a redesigned version of the Hornet, larger and more capable, and has been used by the US Navy since 2000.
• It has a maximum speed of Mach 1.60, which is slower than the legacy model's top speed of Mach 1.80.
• The Super Hornet is larger, heavier, and slower than the original, yet it can fly further and stay in the fight longer.

Boeing's Super Hornet is a redesigned version of the original Hornet manufactured by McDonnell Douglas. The Super Hornet is larger and more capable than its predecessor. The F/A-18E and F/A-18F Super Hornet are based on the F/A-18C and D Hornet, respectively.

Like the original, the aircraft is a twin-engine, carrier-capable fighter that can fly at supersonic speeds. The United States Navy is its primary operator of the type and introduced it in 2000. The aircraft has been a mainstay in the fleet since its introduction and will continue to operate for at least another decade until the Lockheed Martin F-35 succeeds it.

The Super Hornet is a multi-role fighter as it can be configured as an attack or fighter aircraft. The configuration depends on the external equipment connected to the aircraft. As a fighter, it serves as an escort and in fleet defense. In the attack configuration, it provides air support, force projection, and interdiction.

The new versus the old

Though it is based on the Hornet, the Super Hornet is heavily redesigned. Its forward fuselage was retained, but the rest is essentially a brand-new aircraft. The airframe was stretched , making the aircraft longer, and the wing area was increased by 25%. The resulting aircraft is nearly 20% larger than the original Hornet.

Boeing made other changes to the aircraft to improve aerodynamics and operational capabilities. Oval air intakes were replaced with rectangular ones to improve airflow to the engine and reduce radar signature. The manufacturer redesigned leading-edge devices fitted to the wings to improve the handling characteristics. Larger wings now allowed two additional hardpoints, increasing the total mounting points for weapons and other pods to 11.

The Super Hornet also carries more fuel than its predecessor. It holds 33% more internal fuel, increasing its range by 41% and endurance by 50%. As a result, it is also significantly heavier. The Basic Empty Weight (BEW) and Maximum Takeoff Weight (MTOW) are 7,000 lbs (3,175 kg) and 15,000 lbs (6,803 kg) higher than the legacy model, respectively.

Boeing's fighter is powered by the larger and more powerful General Electric F414-GE-400. This engine produces 13,000 lbf (58 kN) of dry thrust and 22,000 lbf (98 kN) of thrust with afterburners active. The new engine allows the Super Hornet to make 35% more thrust than the original.

The additional thrust and aerodynamic improvements allowed the F-18 Super Hornet to reach a maximum speed of Mach 1.60. However, the lighter, more nimble Hornet can achieve speeds of Mach 1.80. A complete comparison between the two aircraft can be found here .

Top 5: The World's Most Advanced Fighter Jets

New kid on the block.

The F-18 Super Hornet has been in active service for 24 years . During that time, the aircraft has been updated twice. The first update, which Boeing called Block II, incorporated active radar and many avionics upgrades, including bigger screens and a helmet-mounted display.

The Block II version also featured technology developed in the Boeing X-32 prototype, which lost out to Lockheed Martin's offering, the X-35, which later became the F-35. The upgrade granted it capabilities close to the Lockheed Martin F-22 Raptor and F-35 Lightning II.

Shortly after introducing the Block II Super Hornet in 2008, Boeing began plans to upgrade the aircraft again. The Block III upgrade features a next-generation avionics system, a smaller radar cross-section, and advanced networking infrastructure. The powerplant has been improved to reduce fuel consumption, allowing the aircraft to stay in battle longer.

Boeing began delivering Block III Super Hornets in 2021 and will convert all Block II aircraft to the Block III spec by 2033. However, it will cease production of new aircraft in 2025 due to the aircraft losing ground to the superior F-35.

Future Fighter Jet: A Look At The F/A-XX Program

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Main Navigation

Mcdonnell douglas cf-188b (cf-18b), hours and location.

Highlights:

• A twin-engine supersonic fighter and attack aircraft produced in the U.S. by McDonnell Douglas Corporation from 1978 to 2000
• Commonly known as a CF-18 in Canada and officially named the F/A-18 Hornet in the U.S.
• Developed for the U.S. Navy and Marine Corps, to operate from aircraft carriers and land bases
• Its capabilities, reliability and versatility make it extremely popular with pilots
• Canada received 138 CF-188s between 1982 and 1988: 98 single-seater CF-188As and 40 two-seater CF-188Bs
• Became Canada’s sole fighter aircraft, replacing McDonnell CF-101 Voodoos and Canadian-made Lockheed CF-104 Starfighters and Northrop CF-116s
• Canadian CF-188s participated in the Gulf War in 1991 and flew over the former Yugoslavia in 1999–2000
• First flight was on November 18th, 1978 (F/A-18)

Image Gallery:

The McDonnell Douglas F/A-18 Hornet is one of the great success stories of the American aerospace industry. This twin-engined supersonic fighter and attack aircraft can operate from both aircraft carriers and land bases. Developed primarily for use by the U.S. Navy and Marine Corps, it also serves in the air forces of seven other countries, from Canada to Australia, and from Finland to Malaysia.

Canada was the first foreign country to order F/A-18s with a contract for 138 CF-188s signed in April 1980. They were to replace three older aircraft of the Canadian Forces: the McDonnell CF-101 Voodoo all-weather fighter used to protect Canada’s air space, as well as the Canadair-built CF-104 Starfighter and CF-116 (CF-5) attack fighters dedicated to help NATO in Europe.

Current Location:

Jet Age Exhibition, Canada Aviation and Space Museum

Provenance:

Transfer from the Canadian Forces

This CF-188 was manufactured by McDonnell Douglas Corporation in St. Louis, Missouri in July 1982. It was the first CF-188 delivered to Canada, and the first two-seater model designed for training.

As Canada’s first CF-188, the aircraft was part of a large ceremony at the factory on July 28, 1982. It made its first flight a few days later. The Canadian Forces officially accepted the aircraft on October 7. On October 25, Prime Minister Pierre Elliot Trudeau was on board one of the two CF-188s, including the Museum's aircraft, that flew over Ottawa. Soon after this, the aircraft was delivered to No. 410 “Cougar” Squadron, the operational training unit for the CF-188, based at Cold Lake, Alberta, where it served as a trainer.

When maintaining the aircraft in flying condition became prohibitively expensive, it was transferred to the Museum. On October 18, 2001, it was flown to Rockcliffe airport. Given the airport's short runway, the Canadian Forces installed a mobile arresting gear (similar to that used on aircraft carriers), to ensure a safe landing.

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List of military aircraft with cruising speeds in excess of 1,000 knots

Military aircraft currently in service with cruise speeds greater than 1,000 knots.

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September 2016

This data displays the average cruising speed of the fastest military aircraft currently in production/service. * The Lockheed F-35A (Conventional Takeoff and Landing Variant), F-35B (Short Takeoff/Vertical Landing Variant), and F-35C (Carrier Variant) all share this cruising speed. This does not include the F-35A Lightning II, which is listed elsewhere in this statistic.

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Boeing F/A-18 Advanced Super Hornet

Carrier-based strike fighter aircraft prototype, united states | 2015, "boeing is offering its advanced super hornet as an interim solution pending the full-operational status arrival of the lockheed f-35 lightning ii system.".

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Boeing F/A-18E/F Super Hornet

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The Boeing F/A-18E/F Super Hornet is an updated and enlarged variant of the original F/A-18A/B/C/D Hornet, using an enlarged airframe, new engines, and updated avionics and weapons systems. It is a twin-engine carrier-based multirole fighter aircraft. It carries air-to-air and air-to-surface weapons. Additional fuel can be carried in up to five external fuel tanks. The F/A-18E is the single-seat variant, while the F/A-18F is the two-seat trainer variant. It is also known as the "Superbug" or "Rhino". A specialised variant of the F/A-18F is the EA-18G "Growler", designed to replace EA-6B Prowler ECM aircraft.

• 2.1 United States Navy
• 2.2 Royal Austrailian Air Force
• 4 Operators
• 5 References

History [ ]

The Super Hornet has it's origins in a 1987 requirement for an aircraft to replace the F/A-18C/D in USN/USMC service during the early 21st century. Originally envisaged as being augmented by the Naval ATF (cancelled F-14 Tomcat replacement) and the General Dynamics A-12 (cancelled A-6 Intruder replacement), the Super Hornet now fulfills the carrier strike/attack role of the A-6, and the fighter/intercept role of the F-14.

After undergoing operational evaluation with VX-9, examples of the type were assigned to fleet training unit VFA-122 for instructor training during 1999. The first front line Super Hornet unit was VFA 115 based at NAS Lemoore. [1]

Combat Service [ ]

United states navy [ ].

The F/A-18E/F entered sevice with the U.S Navy in 1999. The first unit to take the Super Hornet into combat was the Navy Fighter Squaldron VFA-115. They flew from the Aircaft Carrier Abraham Linclon and were deployed over Iraq in 2002 during Operation Southern Watch and Operation Iraqi Freedom. They flew 214 missions over Iraq. The F/A-18E/F was used extensively during the Iraq War. The squadrons that operated the Super Hornet over Iraq were depolyed from the USS Abraham Linclon and preformed a variety of diffrent roles, such as bombing missions against Iraqi positions as well as providing close air support for U.S ground forces. They also suppresed enemy air defenses and refueled other Allied aircraft. The Super Hornet was also used to support NATO (North Atlantic Treaty Organization) ground forces during the War in Afganistian and conduct bombing missions against Taliban positions. In 2014 the Super Hornets were deplyoed again over Iraq as part of the Intervention against Islamic State in Iraq and Levant (ISIL) and were also deployed over Syria.

Royal Austrailian Air Force [ ]

Armanent [ ].

Air-to-Air Missiles: AIM-120 AMRAAM, AIM-9 Sidewinder, AIM-7 Sparrow

Air-to-Ground/Air-to-Ship Missiles: AGM-65 Maverick, AGM-88 HARM, AGM-84 Harpoon, JSOW, JASSM.

Bombs: JDAM, SLAM, GBU-10, GBU-51, MK-76, MK-84, MK-82LD, MK-82HD

Machine Gun: M61A2 Vulcan

Operators [ ]

• United States Navy (both variants)

Boeing F/A-18F Superhornet

Boeing F/A-18F Superhornet with VF-103 "Jolly Rogers"

References [ ]

• ↑ World Aircraft Information Files Aviation Partwork. Midsummer Books Ltd. File 195 Sheet 8 (F/A-18 hornet:F/A-18E/F Super Hornet)
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• F/A-18 Approach speed

Author Topic: F/A-18 Approach speed  (Read 33687 times)

Bruce hamilton.

• Beta tester
• Hero Member

• Posts: 1768

Re: F/A-18 Approach speed

What happens if you drop the FSX Hornet down to the real world speeds?  With full flaps, you should be able to match the real Hornet speed of 139 knots, which to me seems slow for a supersonic aircraft.  A Boeing 737 comes in hotter than that.

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• RAN FAA: https://www.faaaa.asn.au/spazsinbad-a4g/

neutrino, I would be interested to know where the data is for the Hornet Optimum AoA please. Often this information is in a NATOPS graph but I do not have one for the Hornet. Thanks.

I would suggest that flying at the indicated Optimum AoA on the indexer is the only way to do it in the sim with the aircraft below max. landing weight and properly configured dirty (full flap, speedbrakes out, gear down).

Flying outside any of the parameters required for a carrier landing is fraught (real world).

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