(CAS), forward air control (FAC) and tactical
reconnaissance. Although the F/A-18Ds
can be returned to trainer configuration, the
rudder pedals are disconnected and the aft
cockpit control sticks and throttle quadrants
are replaced by a pair of side-mounted
hand controls units (HCUs) used by the
weapons system officer (WSO) to operate
the armament controls. Weapons cannot be
launched/released from the rear cockpit of
the two-seat trainers, though can be from the
USMC F/A-18Ds.
The US Navy first considered an
advanced, more capable version of the strike
fighter as part of the Hornet 2000 study, which
began in May 1987, and formal development
of the Super Hornet began five years later in
May 1992.
The F/A-18E first flew on November 29,
1995 and the two-seat ‘F’ model followed
on April 1 the next year. Deliveries of both
variants began in September 1999. The
Super Hornet achieved initial operational
capability (IOC) in 2001 and began its first
deployment in July 2002. The fighter’s combat
debut followed when VFA-115 flew strikes in
Afghanistan as part of Operation Enduring
Freedom four months later.
Boeing delivered 147 Block I Super
Hornets – 64 F/A-18Es and 83 F/A-
18Fs – before production switched to
the Block II variant in Lot 26. Whereas
Block I variants retained the F/A-
18C’s Hughes (now Raytheon) AN/
APG-73 radar, the forward fuselage
of the Block II – first delivered in
October 2002 – was redesigned to
accommodate a new active electronically
scanned array (AESA) radar.
Although similar in configuration, the
Hornet and Super Hornet are essentially
different aircraft and share few structural
components. At 60.3ft (18.38m), the F/A-
18E’s fuselage is 4.3ft (1.31m) longer than the
F/A-18C’s and 7in (17.8cm) taller, measuring
16.0ft (4.88m) to the top of the vertical
stabilisers.
The Super Hornet’s wing has a span of
42.8ft (13.06m), increased chord and an area
of 500sq ft (46.45m²) – 25% larger than the
F/A-18C’s, which spans 37.5ft (11.43m) with
an area of 400sq ft (37.16m²) – while the
area of the Super Hornet’s leading-edge root
extensions (LERX), horizontal and verticalstabilisers and its rudders are 34%, 15%,
36% and 54% larger, respectively, than the
Hornet’s.
Both variants feature a fly-by-wire flight
control system (FCS); however, the Super is
equipped with a four-channel system which
increases reliability. In addition, a direct
electrical link to the flight control actuators
superseded the ‘classic’ Hornet’s
manual reversion system.
The earlier model’s speed
brake was also eliminated- the Super Hornet instead
generating drag through
the computer- controlled
deployment of opposing
flight control surfaces.
Survivability enhancements made to
the Super Hornet included radar-absorbent
material in the engine inlets, which were
designed to scatter and divert radar beams;
serrated edges to access doors and panels;
eliminating or filling unnecessary surface gaps
and resonant cavities; and replacing grilles
covering accessory exhausts and inlets onthe airframe with perforated panels.
These features combined to reduce the
Super Hornet’s radar cross-section (RCS)
by upto 25% over the ‘classic’ Hornet’s
depending upon which quadrant it is viewed
from.
With a maximum take-off weight of
66,000lb (29,937kg) the Super Hornet is
considerably heavier than the Hornet, which
weighs in at 51,900lb (23,541kg).
The classic Hornet has nine stations for
stores and the Super Hornet 11. The latter’s
34in (86.4cm) fuselage plug meanwhile
provides space for nearly 3,600lb (1,633kg) of
additional internal fuel.
When external tanks are added, the
F/A-18E can carry about 6,600lb (2,994kg)
more fuel than the older C-model, while
the two-seat F/A-18F’s internal fuel load is
around 850lb (386kg) less than the E-model’s.
By comparison the F/A-18C can carry a
maximum of 10,860lb (4,926kg) of fuel
internally, whereas the F/A-18E can carry
14,400lb (6,532kg).
Depending upon the mission profile, the
additional fuel increases the Super Hornet’s
range and endurance by as much as 50%,
and the jet can remain on station 200nm
(370km) from its home carrier for 1.8 hours,
40% longer than the Hornet.
Moreover, its carrier recovery
payload is 9,900lb (4,491kg), enabling
it to return to the vessel with costly,
unexpended weapons. The legacy
models are limited to just 5,500lb
(2,495kg).
Performance is similar, although the
Super Hornet doesn’t require afterburner for
carrier launches, and its larger wing reduced
approach speed to just 128kts (237km/h)
compared to the F/A-18C’s 140kts (259km/h).
Legacy Hornets were originally powered
by two General Electric F404-GE-402
low-bypass turbofans, each delivering a
maximum thrust of 16,000lb/st (71.17kN).
From 1991, F/A-18Cs were delivered with
the F404-GE-402 Enhanced Performance
Engine (EPE), which improved fuel efficiency
and yielded 17,700lb/st (78.73kN) of thrust.
The EPE was later retrofitted to the earlier
Hornets.
Two 22,000lb/st (97.86kN) General
Electric F414-GE-400 turbofans power the
Super Hornet. Derived from the F404, this44 Aviation News incorporating Jets September 2017A Hornet assigned to VFA-37 is readied on a
USS George H W Bush waist catapult. The
‘Ragin’ Bulls’ are one of four Atlantic Fleet
squadrons that continues to operate the F/A-
18C. US Navy/MC3 Christopher GainesA plan view of a US Navy F/A-18C with the
outline of an F/A-18E overlaid for comparison.
Andrew Hay/Flying Art42-47_hornetDC.mfDC.mfDC.mfDC.indd 44 04/08/2017 14:45