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FA18

The F-4 Phantom II that outran an F/A-18 Hornet and zoomed at 82,125 feet per minute

by Till Daisd October 24, 2024

‘The Phantom was one of those planes where it seemed the faster it went, the faster it wanted to go, and the Hornet was not,’ said Travis Brannon, a former F-4 driver with the U.S. Navy

Shortly after the fleet was introduced in the mid-1980s, the F/A-18 Hornet, a multi-mission aircraft designated to replace the F-4 Phantom II and A-7 Corsair II, emerged as the front-line naval strike fighter. Similarly, the aircraft is highly maneuverable and instrumented to optimize single-pilot control of several weapons systems in air-to-air or air-to-ground missions.

U.S. Navy strike-fighter squadrons VFA-25 and VFA-113 (assigned to CVW-14) deployed aboard the 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-4.

According to Travis Brannon, a former F-4 driver with the U.S. Navy, the famous Phantom was still faster than the new Hornet despite having top speeds over twice the speed of sound.

‘When the F/A-18 was being developed at Pax River, Maryland, every flight had a plane with them whose mission was “safety chase,” there in case there was an issue with the Hornet and support and/or SAR was needed.

‘I was assigned safety chase in an F-4 because the mission was to verify that the Hornet could go from Mach 0.9 to its max speed of Mach 1.8 in the amount of time McDonnell Douglas had promised.

‘We started at 50, 000 feet at Mach 0.9 and on signal, both of us went to full afterburner. The Hornet was able to initially out-accelerate me and pull ahead about a quarter of a mile. However, the Phantom was one of those planes where it seemed the faster it went, the faster it wanted to go, and the Hornet was not.

‘When the Hornet maxed out at Mach 1.6n(didn’t make its max), I was approaching Mach 2 and closing rapidly. Just as I was about even with him, the Hornet pilot, who was responsible for navigating, started a hard left turn without warning.

‘A fighter pilot, when faced with an overshoot, instinctively pulls his nose up to trade airspeed for altitude and decrease the amount of overshoot, so I did that as I started my turn to the left with him. At about 45 degrees nose-high, I realized that since I was nearly going Mach 2, my vertical speed was Mach 1.4- I looked at my altimeter, and the big needle was actually spinning—I was climbing at 82,125 feet per minute!

‘I rolled inverted to stop my climb at 62,500 feet, but not before I noticed I could now see two horizons, both remarkably curved. One was the normal one we all see at the beach, blue-green ocean and robin-egg blue, but the second one was robin-egg blue below and the most spectacular, dark, iridescent blue of space. So lucky to have seen it!’

Brannon concludes:

‘I would have had to shut the engines down at 75,000 feet to prevent them from overheating. That would have caused me to lose my cockpit pressure and since I was not in a pressure suit, I have blown up like a toad, instant pulmonary edema, and probably death.’

Photo by U.S. Navy

October 24, 2024 0 comment

History

The first air-to-ground missions ever flown by US Navy F-14 Tomcat fighter jets

by Till Daisd March 22, 2024

written by Till Daisd

‘The F-14s dropped while the F/A-18s lased. We egressed the target area having achieved absolutely superb results from direct hits, and there were impressive secondary explosions,’ Bob Brauer, F-14A Tomcat pilot and VF-41 CO

The United Nations established a no-fly zone over Bosnia and Herzegovina in response to the ensuing 1992 air conflict between the Croat Air Force, the Bosnian Muslim Air Force, and the self-proclaimed Serbian Krajina in Croatia. NATO started Operation Deliberate Force against the Serbian forces on August 30, 1995, marking the culmination of the subsequent military operations known as Operation Deny Flight.

According to Bojan Dimitrijević’s book Operation Deliberate Force: Air War Over Bosnia and Herzegovina, 1992-1995, the US Navy unit VF-41 Black Aces, which was outfitted with 20-year-old Grumman F-14A Tomcat interceptors that had been modified to use precision-guided munitions, was among the advanced assets deployed by NATO during Operation Deliberate Force. When this unit was instructed to reroute to the Adriatic Sea, it was actually en route back to the United States on the aircraft carrier USS Theodore Roosevelt (CVN-71), which was nearing the end of its six-month deployment in the Persian Gulf.

Black-Aces-F-14A — An F-14 “Tomcat” assigned to the “Black Aces” of Fighter Squadron Four One (VF-41) makes its final approach, during an arrested landing aboard USS Theodore Roosevelt (CVN-71).

As part of the Deliberate Force, the carrier planned and carried out operations after it was on station, although inclement weather forced the cancellation of the majority of its airstrikes.

On September 5, 1995, however, two F-14As each carrying one AIM-7M Sparrow, two AIM-9M Sidewinders, one AIM-54C Phoenix air-to-air missile, and two GBU-16 454kg (1,000lbs) laser-guided bombs entered Bosnian airspace with the assistance of two F/A-18Cs, which were to designate their target. Commander Bob Brauer, the commanding officer of VF-41, remembered the first air-to-ground sortie that US Navy Tomcats had ever conducted:

‘On the day of the first strike, the weather was a big factor, and it continued to be a factor into the winter months. As we launched off the ship and headed in over the coast, it didn’t look like the strike was going to go ahead because of an undercast. But, about ten miles out from the target the weather cleared, and we could see the target well out. We rolled in at a very steep angle, from a high altitude, against some ammunition facilities. The F-14s dropped while the F/A-18s lased. We egressed the target area having achieved absolutely superb results from direct hits, and there were impressive secondary explosions.’

During an additional mission, a few of the squadron’s junior pilots dropped Mk.82 “dumb” bombs, reportedly also with excellent results. F-14As of VF-41 dropped 10,886 kg (24,000 lbs) of ordnance on targets in Bosnia and Herzegovina between September 5 and September 12, 1995.

About a week later, USS America (CV-66) took the place of USS Theodore Roosevelt. Over the next few days, the air wing of the latter carrier, CVW-1, saw a lot of action. However, while its F/A-18Cs were using more LGBs and even SLAM-ER guided missiles, the F-14Bs of the squadron VF-102 were not involved in any airstrikes; instead, they flew CAN, forward air control missions and reconnaissance with TARPS pods.

Operation Deliberate Force, Air War Over Bosnia and Herzegovina, 1992-1995 is published by Helion & Company and is available to order here.

Photo by Commander Brian G. Gawne / U.S. Navy

March 22, 2024 0 comment

History

A former US Navy F/A-18 pilot explains why he had the most pleasure flying the A-4 Skyhawk over the Hornet

by Till Daisd January 14, 2024

written by Till Daisd

‘I will say this—and I know a lot of other Navy guys that would say the same thing—my fun meter was probably most pegged flying the A-4 Skyhawk,’ Jim Danhakl, former US Navy F/A-18 Hornet pilot

Between 1954 and 1979, Douglas produced 2,960 A-4 Skyhawk attack aircraft.

The lightweight, fast bombers, dubbed “Heinemann’s Hot Rod” (after Douglas designer Ed Heinemann), were built small to be cost-effective and fit more of them on a carrier. They were also known as the Bantam Bomber, Mighty Mite, and Scooter. The US Navy, Marines, and allies were able to use maneuverable, powerful attack bombers with exceptional altitude, range capabilities, and a remarkable degree of armament capacity thanks to Skyhawks.

What was it like to fly the A-4 Skyhawk, considering its unique capabilities?

Jim Danhakl, former US Navy F/A-18 Hornet pilot, recalls on Quora;

‘During my era, the F/A-18 was the king of the hill. It was by far the best airplane on the carrier. We used to eat Tomcats for lunch in a dogfight, and the missions, both air-to-air and air-to-ground were more diverse and challenging. I also loved being single seat and the pride that comes with “doing it all”.

‘But I will say this—and I know a lot of other Navy guys that would say the same thing—my fun meter was probably most pegged flying the A-4 Skyhawk.

‘Maybe it was first love; maybe it’s the way you slid in the jet and wore it vice larger cockpits that felt more rub-a-dub-dub. But the A-4 was a performer, especially the big engine A-4F.

‘We fought against adversaries who flew those all the time and I’ve been embarrassed by those guys in guns only 1 vs. 1 dogfighting.’

Danhakl concludes;

‘I would not want to go to war in one; today that choice would be the F-35, but for the flat-out fun factor, I would have to say the A-4F Skyhawk was my fav. I don’t think anyone who flew carrier-fighter-based aviation in the last 30 years would disagree too much!’

Photo by U.S. Navy

January 14, 2024 0 comment

Cold War

The F-4 pilot that outran an F/A-18 Hornet and zoomed in at 82,125 feet per minute

by Till Daisd December 18, 2023

written by Till Daisd

‘When the Hornet maxed out at Mach 1.6 (didn’t make its max), I was approaching Mach 2 and closing rapidly,’ Travis Brannon former F-4 Phantom II pilot with the US Navy

To replace the F-4 Phantom II and A-7 Corsair II, the US Navy created a multi-mission aircraft after the Vietnam War that could do air-to-ground and air-to-air missions. The lightweight craft chosen was the YF-17 because of its adaptability to aircraft carrier operations. In collaboration with Northrop, McDonnell Douglas built the F/A-18 Hornet strike aircraft. The US Marines and US Navy, respectively, were the recipients of the initial aircraft. USS Constellation (CV-64) received the first Hornets to be deployed in 1985.

Positive fleet reports emerged early on, showing that the Hornet was incredibly dependable—a significant improvement over its F-4 predecessor.

However, the legendary Phantom II, with its top speeds exceeding twice the speed of sound, was still faster than the then-new Hornet, as Travis Brannon, a former F-4 pilot with the US Navy, recalls on Quora.

‘When the F/A-18 was being developed at Pax River, Maryland, every flight had a plane with them whose mission was “safety chase”, in case there was an issue with the Hornet and support and/or SAR were needed.

‘I was assigned a safety chase in an F-4 because the mission was to verify that the Hornet could go from Mach 0.9 to its max speed of Mach 1.8 in the amount of time McDonnell Douglas had promised.

‘We started at 50, 000 feet at Mach 0.9, and on signal, both of us went to full afterburner. The Hornet was able to initially out-accelerate me and pull ahead by about a quarter of a mile. However, the Phantom was one of those planes where it seemed the faster it went, the faster it wanted to go, and the Hornet was not.

‘When the Hornet maxed out at Mach 1.6 (didn’t make its max), I was approaching Mach 2 and closing rapidly. Just as I was about to even with him, the Hornet pilot, who was responsible for navigating, started a hard left turn without warning.

‘A fighter pilot, when faced with an overshoot, instinctively pulls his nose up to trade airspeed for altitude and decrease the amount of overshoot, so I did that as I started my turn to the left with him. At about 45 degrees nose-high, I realized that since I was nearly going Mach 2, my vertical speed was Mach 1.4. I looked at my altimeter, and the big needle was actually spinning. I was climbing at 82,125 feet per minute!

‘I rolled inverted to stop my climb at 62,500 feet, but not before I noticed I could now see two horizons, both remarkably curved. One was the normal one we all see at the beach: blue-green ocean and robin-egg blue, but the second one was robin-egg blue below, and the most spectacular, dark, iridescent blue of space. So lucky to have seen it!’

Brannon concludes:

Photo by U.S. Navy

December 18, 2023 0 comment

History

The naval officer who created TOPGUN, retired captain Dan Pedersen, flies a Blue Angels F/A-18 Super Hornet

by Till Daisd November 19, 2023

written by Till Daisd

Capt. Brian Kesselring, a former TOPGUN instructor himself and now flight leader and commanding officer of the Blue Angels, had the honor of taking TOPGUN1, retired Navy Captain Dan Pedersen, up for a ride

Led by former Navy Captain Dan Pedersen, in 60 days, nine individuals founded an educational institution in 1969, that is now firmly ingrained in the history of American naval aviation. The Navy Fighter Weapons School, or TOPGUN, is the current name of such institution. Although the school’s existence was only known to a select few elite fighter pilots in 1969, by the time the 1986 film Top Gun debuted, nobody would be able to forget it.

A young Pedersen joined the US Navy in 1955, and according to the US Navy Blue Angels Facebook Page, he started his Naval Aviation adventure while stationed at NAS Los Alamitos, California, by riding in the backseat of a naval aircraft. In September 2021, he flew over NAS Los Alamitos once more, but this time he was riding in the backseat of a Blue Angels aircraft.

“During our air show in Huntington Beach, where we had the privilege to fly Capt. Pedersen, the first commanding officer for TOPGUN.”

The distinction of taking TOPGUN1 for a ride belonged to Capt. Brian Kesselring, a former TOPGUN instructor who is currently a flight leader and commanding officer of the Blue Angels. On that particular day, Cmdr. Mike Patterson, the TOPGUN commanding officer at the time, joined them while piloting a fleet F/A-18 Super Hornet.

The Blue Angels felt that honoring the original TOPGUN was appropriate in light of the recent release of Top Gun: Maverick.“While many are fascinated by the actors in the films, for me, the true celebrities are people like Capt. Pedersen, the ones who paved the way and used their abilities to make us a more capable military,” said Capt. Brian Kesselring. “Flying this legendary naval aviator was a true honor and a terrific way to thank him for his contributions to our country.”

The Navy’s Strike Fighter Tactics Instructor Course – better known as TOPGUN – has a reputation for producing the best fighter pilots in the world.

Although TOPGUN’s fame now precedes it, its beginnings were far more modest. The school was first established in a trailer in the parking lot of what was then Naval Air Station Miramar in California, as reported by Katie Lange of DOD News in the article “It Started in a Parking Lot: TOPGUN’s History Revealed.” This was done in order to improve the training of Navy fighter pilots during Vietnam.

In Vietnam, the Navy was suffering intolerable combat casualties in spite of having a technological advantage. As a result, the service ordered an inquiry, which Navy Capt. Frank Ault was given the command to oversee. The Ault Report, which was produced as a result, identified numerous performance issues and their underlying causes, including the requirement for sophisticated training on fighter tactics. The outcome was the Navy Fighter Weapons School, which was founded in 1969 in Miramar.

The school, known by the moniker TOPGUN, was founded with the goal of providing aircrew with the highest level of professionalism in all facets of aerial combat training. When it first started, its students received four weeks of training aboard F-4 Phantom II aircraft to improve their skills in dogfighting, or one-on-one aerial combat.

Photo by U.S. Navy

November 19, 2023 0 comment

History

A-6 Intruder and F/A-18 Legacy Hornet are like a ’65 Ford F-100 and a ’84 Pontiac Fiero

by Till Daisd October 20, 2023

written by Till Daisd

‘I’m tremendously thankful to have flown both and while the Hornet got me in and out of combat, I’ll always have a special place in my heart for the venerable Intruder,’ Tim Hibbetts, a former US Navy A-6 and F/A-18 pilot

The A-6 Intruder was the first fully all-weather attack bomber in the world, able to locate tactical or strategic targets in low visibility and deliver both conventional and nuclear ordnance on them. Two turbojet engines were used to power this incredibly precise, low-altitude, long-range, subsonic weapons system, which was largely hidden in its chubby fuselage. The Intruder didn’t win any beauty contests, but there was no denying that it was excellent at the task it was given. The A-6’s five exterior store stations, which could hold a combined payload of 18,000 pounds, could accommodate all air-to-ground weaponry developed by the US and NATO.

The A-6 was superseded by the then-newer F/A-18 Hornet, and the final A-6 was decommissioned from active duty service in 1997 despite efforts to extend the aircraft’s service life with improved variants and the rewinging of older Intruders.

How does flying the F/A-18 Hornet compare to the A-6 Intruder?

‘So, you just got your license, are fired up about being mo-bile, when your dad hands you those magical keys… to a ’65 Ford F-100. It is not sexy; it is not fast,’ Tim Hibbetts former US Navy A-6E Intruder and F/A-18 Hornet pilot, recalls on Quora.

‘Nor is it going to win any car awards with its odd-colored passenger door, creeping rust, and occasional dent. But it’s got a big motor and a set of wheels, and you’re stoked to just find yourself barreling down those back roads (though it starts to shake pretty good once you get up to 60, highway or no). You have a lot of fun, with your best friend sliding around on the slick, cracked bench seat—laughing and hanging on for dear life when you take those corners a little too fast. You’re only a little wistful when the girls are more attracted to that little sports car next to you in the parking lot. The dang thing looks better dirty than clean.

‘After a couple years, dad upgrades you to an ’84 Pontiac Fiero. It is fast, sexy, and turns the girls’ heads. You can hug corners, take it over 100, and jump off the line like nobody’s business. It isn’t as fast or good-looking as the Corvette, but it’s a lot more fun to throw around corners than the ol’ truck. It’s got a Blaupunkt and cruise control and just all the bells and whistles you’ve been missing. But, with your books and gear, there’s no room for your best friend anymore. You also can’t haul very much in the back, and it really sucks gas quickly from its tiny tank. And while the power steering makes driving a pleasure and all the lights work (day and night), it might lack a little character. You have a new cadre of Fiero friends, but any time you run into your F-100 brothers, you slip right into badmouthing the unappreciative Pontiac sots. They’ll never know the challenge of bolting down a dirt road at night—only the running lights working—hauling a load of 22 tires in back and hoping you’re going to make that turn coming up, your best friend counting off the bushes until it’s time to crank it hard over.’

Hibbetts continues;

‘The A-6E Intruder, from the famed Grumman Iron Works, was a Clydesdale with a crooked unicorn growth poking from its forehead. You could fly deep into enemy territory, hugging the bushes day or night in all weather, and deliver twenty-two 500-pound bombs, or four 2000-pounders, or a number of guided weapons. It could also be configured to carry a “buddy store” in order to transfer some of its impressive gas load to your buddies (hence the name). It was not fast nor overly agile, but it was a Hell-a-good bomber, very stable and dependable. While there was virtually no air-to-air capability, it could carry the AIM-9 but was minus any cuing, only the Sidewinder growl to note lock-on. It was really nice around the ship in the daytime, but the scan at night was challenging. Some old Pong graphics on the display worked, but once you got close, shifting your scan in and out was like checking the fridge while watching the game—not ideal. It was supposed to be replaced by the A-12, but that was canceled, and the A-6 slid into the history books, unable to hand off the football.

‘The F/A-18 Hornet (not to be confused with the Super Hornet, or “Rhino”) was a modification of the losing aircraft in the competition that saw the F-16 come to fruition. It replaced the A-7 Corsair II and they made tremendous improvements on the basic design. It soon became the backbone of Naval Aviation, inspiring a larger brother that finally started to take over the real duties of the A-6E (minus the huge load). While not as fast as many other fighters, it was quick and agile, its advanced flight control system helping even middling pilots look like stars. It was the jack-of-most-trades, able to carry everything from mines to bombs to air-to-air missiles (minus the F-14’s fat baby, the Phoenix). This made it immensely flexible, but its size and fuel load limited its carry. It also meant that the pilots had to keep up on the delivery of all these weapons with near endless study. The official early tag line was, “One plane, one pilot, two missions.” An unofficial ending was soon put on, “one hour, two bombs” referencing its limited range and load. Naval Aviation modified many of its procedures to better wield the Hornet, to include more gas airborne and shorter cycle times (the amount of time between launch and recovery around the boat). It is a very capable air-to-air platform either beyond visual range, or in-close. It doesn’t have as much feel in the seat when coming aboard, but the Hornet’s HUD is a magic ring for getting aboard at night. You put the velocity vector where you wanted to land and that’s where you go—no looking inside required.’

Hibbetts concludes;

‘An overall comparison could be summed up as the old, capable attack aircraft that could carry a lot, a long way, versus a new, capable multi-role fighter able to carry just about anything and deliver it anywhere (as long as there was enough gas available and you aren’t expecting a huge delivery).

‘I’m tremendously thankful to have flown both and while the Hornet got me in and out of combat, I’ll always have a special place in my heart for the venerable Intruder.’

Photo by Cdr. John R. Leenhouts, U.S. Navy

October 20, 2023 0 comment

Cold War

F-14 RIO explains why F/A-18 is better in some missions but useless against China

by Till Daisd September 12, 2023

written by Till Daisd

‘As for which would have been a better air-to-air platform, it depends on what specific mission profiles you’re talking about, and which version of either jet carrying which AAMs,’ Dave Andersen, former US Navy F-14 Tomcat RIO

A fleet defense fighter that could engage high-altitude bombers from well beyond of visual range was necessary because Soviet long-range patrol and bomber aircraft during the Cold War had advanced. Grumman’s response was the famous F-14 Tomcat. With their long-range AIM-54 Phoenix air-to-air missiles, F-14s could fight numerous adversaries from a distance of nearly 90 miles. With this hefty armament, an interceptor’s fast speed was required, therefore Grumman created the F-14’s very effective variable-sweep wing, which allows it to fly at a variety of airspeeds.

Two Libyan Su-22 fighters were shot down by an F-14 in August 1981 over the Gulf of Sidra. It served for a significant amount of time in Afghanistan, Iraq, and the Gulf War. As the F/A-18E/F Super Hornet, a development of the F/A-18C/D, took its place in 2006, the final F-14D Super Tomcat left active duty.

In air-to-air combat, wouldn’t the F-14 have been more efficient than the F/A-18?

‘The F-14 was ultimately retired for a combination of reasons, but mostly due to post-Cold War budget constraints, which forced the Navy to make hard choices,’ Dave Andersen, former F-14 Tomcat RIO at US Navy (1983–1992), explains on Quora.

‘Among them was consolidating the carrier airwings into fewer different airframe types and multi-role aircraft. The Navy had not adequately funded F-14 upgrades and modernization throughout the 1980s and early 90s, to give the jet multi-mission capability as the Cold War ended, and the F-14D program was canceled after only a few dozen airframes. Plus, given that NAVAIR in the late ’80s and 1990s was dominated by the so-called “light attack mafia” (lots of A-7 / F/A-18 drivers), the “jack of all trades” F/A-18 Hornet came out on top, at the expense of the F-14A/B/D, A-6E and (later on) EA-6B.

‘The need in the mid and late 90s, after the A-6E was retired, for long-range all-weather strike capability gave the Tomcat a temporary reprieve once it proved, with LANTIRN integration on a shoe-string budget, that it could perform well in the strike mission. But as more Tomcats were retired (and airframes, spare parts and test & calibration equipment destroyed to prevent them from ending up in Iran), and as remaining airframes aged and accumulated more flight hours, combat time and time at sea, the Navy deemed them too costly to maintain and support their shrinking numbers. So, they were retired from the fleet in 2006.’

Andersen continues;

‘As for which would have been a better air-to-air platform, it depends on what specific mission profiles you’re talking about, and which version of either jet carrying which AAMs. Broadly speaking, though, the Tomcat (A, B and D) had much better legs (range and endurance), speed and long-range AAM “stick length” than any Hornet (A, C, D, E/F). The Super Hornet with latest AESA/AIM-120D somewhat closed the long-range missile capability gap with the F-14/AIM-54C, but not completely in all scenarios.

VFA-2-Super-Hornet — 030531-N-0000X-002.Above the United States – (May 31, 2003) – An F-14D Tomcat (far aircraft) assigned to the “Bounty Hunters” of Fighter Squadron Two (VF-2), heads back to their home base of Naval Air Station Oceana after a successful seven month deployment aboard the aircraft carrier USS Constellation (CV 64) in support of Operations Iraqi Freedom, Enduring Freedom and Southern Watch. In formation with the ÒBounty HuntersÓ Tomcat is their new aircraft, the F/A-18F Super Hornet. VF-2 will be transiting to the Super Hornet when they make a homeport change to Naval Air Station Lemoore and will become Strike Fighter Squadron Two (VFA-2). U.S. Navy Photo. (RELEASED).

‘The Hornet has better cockpit automation and better overland “look down/shoot down” thanks to medium PRF radar and AIM-120, which the Tomcat never had. In a high task load environment, the two-seat Tomcat had some advantages over single-seat legacy Hornets, but with single-seat E and two-seat F Super Hornets with AESA radar and modern integrated sensors /avionics, cockpit SA is much improved, so the advantage there goes to Super Hornet. Hornets were/are also superior in the slow-speed high-AOA maneuvering arena, although experienced Tomcat pilots who knew how to use the “Big Boys” (i.e., use full flaps during ACM, which was officially verboten) in a slow-speed high-AOA fight, could outmaneuver a Hornet.’

Andersen concludes;

‘Today against China in the Westpac AOR, Super Hornets are all but worthless. Unfortunately, the Big Navy didn’t have the foresight to require long legs and speed with the F/A-18 E/F. So, we’re now without an effective long-range, high-supersonic carrier-based air-to-air capability until presumably, NGAD/F/A-XX hits the fleet, whatever and whenever that turns out to be.’

Photo by: U.S. Navy

September 12, 2023 0 comment

Military

With new powerful engines, the U.S. Navy will upgrade its F/A-18 Super Hornet and EA-18G Growler aircraft

by Till Daisd May 12, 2023

written by Till Daisd

With the upgraded engines, the F414-GE-400’s power output would rise to 26,400 lbs

According to DefenseNews, the U.S. Navy gave General Electric (GE) a contract worth $114.8 million to replace the engines of the F/A-18 Super Hornet and EA-18G Growler aircraft.

The fixed-price deal provided funds for the purchase of 28 F414-GE-400 engines from Lot 20 and 21 of full-rate manufacturing.

The so-called General Electric enhanced performance engine (EPE), which would boost the F414-GE-400’s power output from 22,000 lbs to 26,400 lbs, could be the new engine that attracts attention. EPE development started in 2009 and includes a number of enhancements over the baseline F414-GE-400, including better resistance to damage from external objects, a decreased fuel burn rate, and perhaps a 20% boost in thrust.

According to the Department of Defense (DoD), the work will be done in a number of places, including Lynn, Massachusetts, Madisonville, Kentucky, Hooksett, New Hampshire, and Rutland, Vermont. The project, which is scheduled to be finished in February 2019, is being managed by Naval Air Systems Command (NAVAIR), located at Naval Air Station (NAS) Patuxent River, Maryland.

One of the many upgrades that the Advanced Super Hornet might include is EPE.

The aircraft would have an enclosed weapons pod, conformal fuel tanks, and a frontal radar cross-section (RCS) reduction of 50%. (EWP). Boeing and Northrop Grumman self-funded the development of an Advanced Super Hornet prototype, which underwent three weeks of flying tests to evaluate the effectiveness of CFTs, the EWP, and signature upgrades.

In March 2013, the U.S. Navy was considering the widespread adoption of conformal fuel tanks, which would allow the Super Hornet to carry 3,500 lb (1,600 kg) of additional fuel. Flight testing demonstrated that CFTs could slightly reduce drag while expanding the combat range by 260 nautical miles. Boeing stated that the CFTs do not add any cruise drag but acknowledged a negative impact imposed on transonic acceleration due to increased wave drag, hence the EPE development as a mitigating measure.

The Super Hornet could carry 3,500 lb (1,600 kg) more fuel if conformal fuel tanks were widely used, according to the U.S. Navy’s consideration in March 2013. Flight testing demonstrated that CFTs could slightly reduce drag while expanding the combat range by 260 nautical miles. Boeing claimed that the CFTs do not increase cruise drag, but conceded that increased wave drag had a detrimental effect on transonic acceleration, leading to the creation of the EPE as a mitigating measure.

Top image: Photographer’s Mate 3rd Class Bo Flannigan / U.S. Navy

Bottom image: Boeing

May 12, 2023 0 comment

Military

The main differences between the F/A-18 “Legacy” Hornet and the F/A-18 Super Hornet

by Till Daisd May 9, 2023

written by Till Daisd

In comparison to the Legacy Hornet, the Super Hornet is roughly 20% larger, 7,000 lb (3,200 kg) heavier at empty, and 15,000 lb (6,800 kg) heavier at maximum weight

The key distinction between the Boeing F/A-18 “Legacy” Hornet and the F/A-18 Super Hornet is shown in the amazing video in this post.

A twin-engine multirole fighter with carrier capability, the McDonnell Douglas Super Hornet was developed and made its first flight in 1995. It is based on the McDonnell Douglas F/A-18 Hornet. The larger and more modern F/A-18C and D Hornet derivatives are the single-seat F/A-18E and twin-seat F/A-18F.

A number of features, such as avionics, ejection seats, radar, weapons, mission computer software, and maintenance and operating procedures, are shared by the Hornet and Super Hornet. In comparison to the Legacy Hornet, the Super Hornet is roughly 20% larger, 7,000 lbs (3,200 kg) heavier at empty, and 15,000 lbs (6,800 kg) heavier at maximum weight. In comparison to the Legacy Hornet, the Super Hornet has 33% more internal fuel, a 41% increase in mission range, and a 50% increase in endurance.

The Super Hornet must have its catapult and arresting systems adjusted differently than the Legacy Hornet because of its higher weight. The Super Hornet is colloquially known as the “Rhino” to distinguish it from earlier Hornets in order to promote safe flight operations and avoid confusion in radio calls. (The McDonnell Douglas F-4 Phantom II, which was decommissioned from service in 1987, was originally known as the “Rhino.”)

Additionally, unlike the Legacy Hornet, the Super Hornet is built to be equipped with an aerial refueling system (ARS) or “buddy store” for the refueling of other aircraft, filling the tactical airborne tanker role that the U.S. Navy had lost with the retirement of the KA-6D Intruder and Lockheed S-3B Viking tankers.

Photo by Mass Communication Specialist 2nd Class Chase Hawley/Released) / U.S. Navy

May 9, 2023 0 comment

Military

How “Sharpshooters” make new USMC F/A-18 hornet become drivers

by Till Daisd April 26, 2023

written by Till Daisd

A designated Marine Corps F/A-18 aviator must complete nearly four years of training

The largest F/A-18 Hornet squadron in the U.S. Marine Corps is Fighter Attack Training Squadron (VMFAT) 101 “Sharpshooters” (USMC). The unit is headquartered at Marine Corps Air Station (MCAS) Miramar in California and is a member of the 3rd Marine Aircraft Wing (3rd MAW).

Since the squadron has around 60 F/A-18 Hornets, as detailed by Lance Cpl. Liah Kitchen in the article Fighter Attack Starts Here: ‘Sharpshooters’ make Marine aviators, a large number of Marines and Sailors are needed to serve as pilot instructors, students, plane captains, and maintainers.

“The mission at VMFAT-101 is to train unqualified replacement pilots and weapons systems officers so that they are able to enter the fleet as fully qualified,” explained Capt. Jordan Meredith, a VMFAT-101 pilot instructor, and the squadron adjutant. “We take unpolished aviation officers and send them to the fleet as polished F-18 pilots and weapons systems officers.”

“Fighter Attack Starts Here” hangs on the side of Hanger 3, home of Marine Fighter Attack Training Squadron (VMFAT) 101 “, 3rd Marine Aircraft Wing at Marine Corps Air Station Miramar, Calif.

The one-year program turns novice fixed-wing pilots into fully qualified F/A-18 pilots and weapons systems officers (WSOs).

“During my training with 101, I’ve been experiencing what it really means to be a part of Marine Corps aviation,” pointed out 1st Lt. Ray Rickenbach, VMFAT-101 WSO student. “Our main mission is to support the Marines on the ground by conducting flight operations.”

A designated Marine Corps F/A-18 aviator must complete nearly four years of training, according to Meredith. Officers must complete The Basic School in Quantico, Virginia, then commission as second lieutenants in the Marine Corps. After that, aviation officers are dispatched to Naval Air Station (NAS) Pensacola for six weeks of Aviation Pre-Flight Indoctrination (API) training.

Then, for their initial flight training, officers travel to either NAS Whiting Field in Florida or NAS Corpus Christi in Texas. At the conclusion of primary flight school, officers choose the platform of aircraft they will fly in the fleet Marine force based on class rank and availability.

Officers who are chosen to operate with jets travel to NAS Meridian, Mississippi, to enroll in an Advanced Training program in order to “earn their wings.” They come to VMFAT-101 as part of a F/A-18 aviator’s final training to become fully qualified F/A-18 fighter pilots.

“I look forward to finally serving the Marine Corps as a part of the aviation combat element in a Marine air-ground task force,” said Rickenbach.

Marines and Sailors stationed at VMFAT-101 have a distinct experience advantage over Marines stationed with a deployed F/A-18 squadron since they are essential to maintaining the aircraft so that the students can participate in flight operations.

On Nov. 2, 2012, VMFAT-101 unveiled a specially painted F/A-18 Hornet with the names of Medal of Honor recipients, Cpl. Jason L. Dunham, a Scio, N.Y., native, Sgt. Dakota Meyer, a Greensburg, Ken., native, Petty Officer 2nd Class Michael A. Monsoor, a Long Beach, Calif., native and Navy Lt. Michael P. Murphy, a Smithtown, N.Y., native.

“Because we have all four models of the F-18, we are able to get our hands on different discrepancies, you don’t normally face with a typical gun squadron,” said Sgt. Elizabeth Coble, the noncommissioned officer in charge of the communication and navigation section of VMFAT-101. “Without the knowledge to fix the aircraft, the students aren’t able to fly and can’t accomplish the squadron’s mission.”

On September 29, 1987, at MCAS El Toro, VMFAT-101 was designated as the third F/A-18 Fleet Replacement Squadron (FRS). The Sharpshooters had trained 25 competent instructor pilots by the end of October 1988, owned 21 F/A-18s, and were prepared to start training new Hornet pilots. By May 1989, the VMFAT-101 had graduated 23 new F/A-18 pilots and logged more than 11,000 hours of trouble-free Hornet flight. The squadron began its sixth year without an incident or casualty in December 1989.

VMFAT-101 received its first two-seat F/A-18D Hornet on January 10, 1990, and started preparing the aircrew for the switch to the Hornet. Over 150 Hornet aircrew had graduated from the Sharpshooters by June 1990, and they had over 28,000 F/A-18 A, B, C, and D that came from lots VI through XII. Lt. Col. “Cajun” Tullos completed the squadron’s 50,000 hours of accident-free flight on August 27, 1990. The Sharpshooters often deployed to MCAS Yuma, Arizona, and MCAS Miramar, California, for detachments of fighter weapons training, as well as to every West Coast aircraft carrier for carrier qualifications.

The Sharpshooters are currently prepared to take on both present and future problems. Since it began 20 years ago, producing highly skilled aircrew trained to staff the fleet squadrons has been the principal objective.

Source: U.S. Marine Corps; Photo by Lance Cpl. Liah Kitchen, Cpl. Melissa Lee and Lance Cpl. Rebecca Eller / U.S. Marine Corps

April 26, 2023 0 comment

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