Boeing F/A-18E/F Super Hornet

The Boeing F/A-18E and F/A-18F Super Hornet are a series of advanced American supersonic twin-engine fighter aircraft, capable of operating from aircraft carriers. These multirole fighters evolved from the McDonnell Douglas F/A-18 Hornet and have been integral to the armed forces of the United States, Australia, and Kuwait. The Super Hornet, available in a single-seat (F/A-18E) and a tandem-seat (F/A-18F) variant, presents a larger and more sophisticated version compared to its predecessors, the F/A-18C and D Hornet models.

As a versatile strike fighter, the Super Hornet excels in both air-to-air and air-to-ground missions. It is equipped with an internal 20mm M61A2 rotary cannon and is capable of carrying various air-to-air and air-to-surface missiles, along with a diverse array of other weapons. For extended missions, it can carry additional fuel in up to five external fuel tanks. Moreover, the aircraft can be configured as an airborne tanker with an external air-to-air refueling system. An electronic warfare variant known as the EA-18G Growler was also developed, further expanding the Super Hornet’s operational capabilities. Within the U.S. Navy, the Super Hornet is often referred to as the “Rhino.”

The development of the Super Hornet was initiated by McDonnell Douglas, with its first flight occurring in 1995. Low-rate production began in early 1997, and the aircraft reached full-rate production by September of that year, following the merger of McDonnell Douglas and Boeing. The Super Hornet entered operational service with the United States Navy in 2001, replacing the Grumman F-14 Tomcat, which was retired in 2006. It has since served alongside the original Hornet models. The F/A-18E/F has seen extensive use in combat operations in the Middle East, including conflicts in Afghanistan, Iraq, and Syria. The Royal Australian Air Force (RAAF), which had operated the F/A-18A since 1984, ordered the F/A-18F in 2007 to replace its aging F-111C fleet, with the RAAF Super Hornets entering service in December 2010.

The origins of the Super Hornet trace back to the McDonnell Douglas F/A-18 Hornet. The aircraft’s wing and tail design can be linked to a Northrop prototype, the P-530, from the mid-1960s. This prototype evolved into the Northrop YF-17 “Cobra,” which competed in the U.S. Air Force’s Lightweight Fighter program but lost to the YF-16. The U.S. Navy then directed the redesign of the YF-17 into the larger F/A-18 Hornet to fulfill a multi-role fighter requirement. Although effective, the Hornet was limited in combat radius, leading to the proposal of an enlarged Hornet, marketed as Hornet 2000, in the 1980s. This concept featured a larger wing, a longer fuselage for increased fuel capacity, and more powerful engines.

The end of the Cold War brought about military budget cuts and restructuring. Concurrently, U.S. Naval Aviation faced challenges, including the cancellation of the A-12 Avenger II program. The Navy considered updating existing designs for interim capabilities, leading to the proposal of the “Super Hornet.” This design aimed to address some of the Hornet’s limitations and serve as a replacement for the A-6 Intruder or an interim aircraft for the A-X program. The Super Hornet’s design proved more attractive than Grumman’s Quick Strike upgrade to the F-14 Tomcat, ultimately leading to its selection.

The U.S. Navy ordered the Super Hornet in 1992, with a capped development cost of $4.88 billion in 1990 dollars. Although the Super Hornet was marketed as a derivative of the F/A-18, it was largely a new aircraft. The design focused on incremental improvements over the F/A-18C/D, emphasizing affordability and reliability. The Super Hornet’s engines, the F414, were derived from the Hornet’s F404 engines, incorporating advancements from the A-12’s F412. The aircraft’s design service life was set at 6,000 flight hours.

The Super Hornet’s first flight occurred on November 29, 1995, with production starting in 1995. Flight testing began in 1996, and the aircraft achieved its first carrier landing in 1997. Full production commenced in September 1997, and testing continued through 1999. The Super Hornet underwent operational tests and evaluations in 1999 and was approved in February 2000. With the retirement of the F-14 in 2006, the Super Hornet became the primary combat jet of the U.S. Navy, alongside the F-35C Lightning II.

Throughout its production run, the total Super Hornet procurement numbers fluctuated significantly. Initially planned for around 1,000 units, the numbers were nearly halved by the 1997 Department of Defense Quadrennial Defense Review. By October 2008, Boeing had delivered 367 Super Hornets to the U.S. Navy. However, the Navy faced a strike fighter shortfall due to retiring older aircraft and insufficient procurement rates. This shortfall was exacerbated by ongoing combat operations and delays with the F-35 program. A multiyear purchase agreement for additional Super Hornets was authorized in 2010, saving $600 million over individual contracts. In 2019, Boeing received a $4 billion contract to deliver 78 Block III Super Hornets, with plans to convert all Block II aircraft to Block III variants by 2033. As the F-35 entered service, Boeing announced plans to end Super Hornet production in 2025, later extended to 2027 with additional orders.

The Block II Super Hornet introduced several improvements, including an active electronically scanned array (AESA) radar, larger displays, and updated avionics. New-build aircraft received the APG-79 AESA radar starting in 2005. Boeing also discussed the development of a Super Hornet Block III, featuring additional stealth capabilities and extended range. The Block III variant includes conformal fuel tanks, enhanced engines, an enclosed weapons pod, a next-generation cockpit, and an internal infrared search and track (IRST) system. The aircraft’s service life is increased to 10,000 flight hours, with some Block II aircraft eligible for modifications to achieve this.

The Super Hornet’s design includes a larger airframe, increased fuel capacity, and enhanced performance compared to its predecessor. It carries 33% more internal fuel, increasing mission range and endurance. The aircraft’s empty weight is significantly less than the F-14 Tomcat, which it replaced, while approaching the F-14’s payload and range. Although the Super Hornet lacks some of the F-14’s raw performance, it offers better handling, controllability, reliability, and affordability. The Super Hornet can be equipped with an aerial refueling system, serving as a tactical airborne tanker.

The Super Hornet’s airframe features a stretched fuselage, increased wing area, and reduced structural parts compared to the original Hornet. The General Electric F414 engines provide 35% additional thrust over most of the flight envelope. The aircraft can return to an aircraft carrier with a larger load of unspent fuel and munitions, known as “bringback.” The Super Hornet has larger caret inlets, additional wing hardpoints, and enlarged leading edge extensions for improved performance.

Survivability is a key feature of the Super Hornet, with a balanced approach to radar signature reduction, electronic warfare capabilities, and standoff weapon employment. While not a stealth fighter, the Super Hornet has a reduced radar cross-section compared to previous generations. The aircraft uses advanced avionics, including the AN/APG-79 AESA radar, AN/ASQ-228 ATFLIR, and various defensive countermeasures. The Block II variant introduced the AN/ALQ-214 Integrated Defensive Countermeasures system and the Joint Helmet Mounted Cueing System (JHMCS) for enhanced situational awareness.