Boeing F/A-18 Super Hornet

Development

Origins

The Super Hornet is an enlarged redesign of the McDonnell Douglas F/A-18 Hornet. The wing and tail configuration trace its origin to a Northrop prototype aircraft, the P-530, c. 1965, which began as a rework of the lightweight Northrop F-5E (with a larger wing, twin tail fins and a distinctive leading edge root extension, or LERX). Later flying as the Northrop YF-17 "Cobra", it competed in the United States Air Force's Lightweight Fighter (LWF) program to produce a smaller and simpler fighter to complement the larger McDonnell Douglas F-15 Eagle; the YF-17 lost the competition to the YF-16 for the Air Force's LWF, but the Navy found the twin-engine YF-17 design to be more suitable for carrier operations for the service's Navy Air Combat Fighter (NACF) and selected it over the competing naval YF-16 derivative proposal.

After selecting the YF-17, the Navy directed that it be redesigned into the larger F/A-18 Hornet to meet a requirement for a multi-role fighter (VFAX) to complement the larger and more expensive Grumman F-14 Tomcat serving in fleet defense interceptor and air superiority roles. Northrop teamed with McDonnell Douglas to navalize the design, with the latter eventually becoming the prime contractor. The Hornet proved to be effective but limited in combat radius. The concept of an enlarged Hornet was first proposed in the 1980s, which was marketed by McDonnell Douglas as "Hornet 2000". The "Hornet 2000" concept was an advanced F/A-18 with a larger wing and a longer fuselage to carry more fuel and more powerful engines.

The end of the Cold War led to a period of military budget cuts and considerable restructuring. At the same time, U.S. Naval Aviation faced a number of problems. The McDonnell Douglas A-12 Avenger II Advanced Tactical Aircraft (ATA) was canceled in 1991 after the program ran into serious problems; it was intended to replace the obsolete Grumman A-6 Intruder. The Navy then embarked on another attack aircraft program called the Advanced-Attack (A-X), but also considered updating an existing design for an interim capability until A-X could be fielded. Meanwhile, McDonnell Douglas had proposed the "Super Hornet" (initially "Hornet II" and later "Hornet 2000" in the 1980s), which could serve as an alternate replacement for the A-6 Intruder or an interim aircraft for A-X; the design would also address some of the limitations of the previous F/A-18 models, such as insufficient bringback capability, or the ability to recover unused weapons aboard aircraft carriers. The next-generation Hornet design proved more attractive than Grumman's Quick Strike upgrade to the F-14 Tomcat, which was regarded as an insufficient technological leap over existing F-14s and was opposed by the Secretary of Defense Dick Cheney. Furthermore, the A-X, which had evolved into the A/F-X (Advanced Attack/Fighter) due to added fighter capabilities, was canceled in the 1993 Bottom-Up Review as the Super Hornet was viewed as a more attractive low-risk approach to a clean-sheet design due to post-Cold War budget reductions.

Testing and production

The Super Hornet was first ordered by the U.S. Navy in 1992, and the total Engineering and Manufacturing Development (EMD) cost was capped at $4.88 billion in FY 1990 dollars (~$10.3 billion in 2024). The Navy retained the F/A-18 designation to help sell the program to Congress as a low-risk "derivative", though the Super Hornet is largely a new aircraft. To some extent, the design of the F/A-18E/F was driven by a more cautious development approach favoring incremental improvements over the F/A-18C/D, affordability, and reliability at the expense of raw performance. The Hornet and Super Hornet share many characteristics, including avionics, ejection seats, radar, armament, mission computer software, and maintenance/operating procedures. The Super Hornet's F414 engines were derived from the Hornet's F404 while also incorporating advances developed for the A-12's F412. The initial F/A-18E/F retained most of the avionics systems from the F/A-18C/D's configuration at the time to reduce upfront development costs. The design would be expanded in the Super Hornet with an empty weight slightly greater than the F-15C. The division of manufacturing would largely mirror the Hornet's, with McDonnell Douglas (later Boeing) responsible for the forward fuselage, wings, and stabilators while Northrop Grumman produced the center/aft fuselage and vertical tails. The design service life was 6,000 flight hours.

The Super Hornet first flew on 29 November 1995. Initial production on the F/A-18E/F began in 1995. Flight testing started in 1996 with the F/A-18E/F's first carrier landing in 1997. Low-rate production began in March 1997 with full production beginning in September 1997. Testing continued through 1999, finishing with sea trials and aerial refueling demonstrations, as well as design modifications to resolve "wing drop" and possible stores release interference. Testing involved 3,100 test flights covering 4,600 flight hours. The Super Hornet underwent U.S. Navy operational tests and evaluations in 1999, and was approved in February 2000.

Following the retirement of the F-14 in 2006, all of the Navy's combat jets were Hornet variants until the F-35C Lightning II entered service. The F/A-18E single-seat and F/A-18F two-seat aircraft took the place of the F-14 Tomcat, A-6 Intruder, Lockheed S-3 Viking, and KA-6D aircraft. An electronic warfare variant, the EA-18G Growler, replaced the EA-6B Prowler. The Navy calls this reduction in aircraft types a "neck-down". During the Vietnam War era, the Super Hornet's roles were performed by a combination of the A-1/A-4/A-7 (light attack), A-6 (medium attack), F-8/F-4 (fighter), RA-5C (recon), KA-3/KA-6 (tanker), and EA-6 (electronic warfare). It was anticipated that $1 billion in fleetwide annual savings would result from replacing other types with the Super Hornet. The Navy considers the Super Hornet's acquisition a success, meeting cost, schedule, and weight (400 lb, 181 kg) below requirement threshold limits.

Improvements and changes

The Block II Super Hornet incorporates an improved active electronically scanned array (AESA) radar, larger displays, the joint helmet mounted cueing system, and several other avionics replacements. Avionics and weapons systems that were under development for the prospective production version of the Boeing X-32 were used on the Block II Super Hornet. New-build aircraft received the APG-79 AESA radar beginning in 2005. In January 2008, it was announced that 135 earlier production aircraft were to be retrofitted with AESA radars.

In 2008, Boeing discussed the development of a Super Hornet Block III with the U.S. and Australian military, featuring additional stealth capabilities and extended range. The airframe is strengthened to increase service life to 10,000 flight hours, and some Block II aircraft can be modified to achieve this as well. In 2010, Boeing offered prospective Super Hornet customers the "International Roadmap", which included conformal fuel tanks, enhanced engines, an enclosed weapons pod (EWP), a next-generation cockpit, a new missile warning system, and an internal infrared search and track (IRST) system; the IRST was later mounted on the centerline external tank. The EWP has four internal stations for munitions, a single aircraft can carry a total of three EWPs, housing up to 12 AMRAAMs and 2 Sidewinders. The next-generation cockpit features a 19 x 11-inch touch-sensitive display. In 2011, Boeing received a US Navy contract to develop a new mission computer.

In 2007, Boeing stated that a passive Infrared Search and Track (IRST) sensor would be an available future option. The sensor, mounted in a modified centerline fuel tank, detects long wave IR emissions to spot and track targets such as aircraft; combat using the IRST and AIM-9X Sidewinder missiles is immune to radar jamming. In May 2009, Lockheed Martin announced its selection by Boeing for the IRST's technology development phase, and a contract followed in November 2011. As of September 2013, a basic IRST would be fielded in 2016 and a longer-range Block II version in 2019. The sensor would be designated the AN/ASG-34(V) IRST21. An F/A-18F performed a flight equipped with the IRST system in February 2014, and Milestone C approval authorizing low-rate initial production (LRIP) was granted in December 2014. The sequestration cuts in 2013 would cause years of delay, and the Navy chose to skip the basic version and transition directly to the Block II IRST for operational service. After initial production quality issues, the IRST became operational in January 2025.

Design

Overview

The Super Hornet is largely a new aircraft at about 20% larger, 7,000 lb (3,200 kg) heavier empty weight, and 15,000 lb (6,800 kg) heavier maximum weight than the original Hornet. The Super Hornet carries 33% more internal fuel, increasing mission range by 41% and endurance by 50% over the "Legacy" Hornet. The empty weight of the Super Hornet is about 11,000 lb (5,000 kg) less than that of the F-14 Tomcat which it replaced, while approaching, but not matching, the F-14's payload and range.

Although lacking some of the F-14's raw performance, the F/A-18E/F has much better handling characteristics and controllability and was also significantly more reliable and affordable to operate. With the Super Hornet being significantly heavier than the legacy Hornet, the catapult and arresting systems must be set differently. To aid safe flight operations and prevent confusion in radio calls, the Super Hornet is informally referred to as the "Rhino" to distinguish it from earlier Hornets partly because of the AN/APX-111 "pizza box" IFF antenna protruding on top of the nose. (The "Rhino" nickname was previously applied to the McDonnell Douglas F-4 Phantom II, which was retired from US Navy combat use in 1987.)

The Super Hornet, unlike the previous Hornet, can be equipped with an aerial refueling system (ARS) or "buddy store" for the refueling of other aircraft, filling the tactical airborne tanker role the Navy had lost with the retirement of the KA-6D and Lockheed S-3B Viking tankers. The ARS includes an external 330 US gal (1,200 L) tank with hose reel on the centerline, along with four external 480 US gal (1,800 L) tanks and internal tanks, for a total of 29,000 lb (13,000 kg) of fuel on the aircraft. On typical missions a fifth of the air wing is dedicated to the tanker role, which consumes aircraft fatigue life expectancy faster than other missions. It most commonly uses JP-5 jet fuel.

Airframe changes

The forward fuselage is unchanged, but the remainder of the aircraft shares little with earlier F/A-18C/D models. The fuselage was stretched by 34 in (86 cm) to make room for fuel and future avionics upgrades and increased the wing area by 25%, yet the Super Hornet has 42% fewer structural parts than the original Hornet. The wings have a dogtooth extension and a strip of porous surface at the folding joint to mitigate "wing drop". The General Electric F414 engine, developed from the Hornet's F404, has 35% additional thrust over most of the flight envelope and is rated at 22,000 lbf (98 kN) in afterburner. The Super Hornet can return to an aircraft carrier with a larger load of unspent fuel and munitions than the Hornet; this ability is known as "bringback", which for the Super Hornet is in excess of 9,000 lb (4,100 kg).

Other differences include larger rectangular caret inlets with fixed ramps for the more powerful 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 (LEX) that provide improved vortex lifting characteristics in high angle of attack maneuvers, and reduce the static stability margin to enhance pitching characteristics. This modification results in pitch rates in excess of 40 degrees per second, and high resistance to departure from controlled flight. The recontoured LEX also eliminated the need for the vented slots. Due to concerns over released stores potentially striking the airframe from early wind tunnel testing, all underwing pylons are canted outwards slightly; although this was later determined to be unnecessary, production tooling had already been adjusted so the canted pylons remained to save development costs and avoid revalidating all flight testing. While the effects are marginal for cruise drag, they are more substantial for transonic and supersonic drag.

Radar signature reduction measures

Survivability is a key feature of the Super Hornet. The U.S. Navy took a "balanced approach" to survivability in its design. It does not rely primarily on low-observability technology, but rather adopts improvements to its radar signature alongside other innovations; incorporating more advanced electronic warfare capabilities, reduced ballistic vulnerability, and greater employment of standoff weapons to collectively enhance crew and aircraft safety. While the F/A-18E/F is not a stealth fighter like the F-22, it does have a frontal radar cross-section (RCS) an order of magnitude smaller than prior generation fighters. Additional changes for reducing RCS can be installed on an as-needed basis.

The F/A-18E/F's RCS is reduced greatly from some aspects, mainly the front and rear. The design of the caret engine inlets reduces the aircraft's frontal radar cross-section, with the alignment of the leading edges of the inlets designed to scatter radiation to the sides. Fixed fanlike reflecting structures in the inlet tunnel divert radar energy away from the rotating fan blades. The Super Hornet also makes considerable use of panel joint serration and edge alignment to direct reflected waves away from the aircraft in uniformly narrow angles. Considerable attention is paid to the removal or filling of unnecessary surface join gaps and resonant cavities. Where the F/A-18A-D used grilles to cover various accessory exhaust and inlet ducts, the F/A-18E/F uses perforated panels that appear opaque to radar waves at the frequencies used.

Avionics

Initially, the Super Hornet's avionics and software had a 90% commonality with that of the F/A-18C/D fleet at the time, with further upgraded avionics introduced in successive Blocks. Differences include an up-front touchscreen control display; a large multipurpose color liquid-crystal display; and a fuel display. The Super Hornet has a quadruplex digital fly-by-wire system, as well as a digital flight-control system that detects and corrects for battle damage. Initial production models used the APG-73 radar, later replaced by the AN/APG-79 active electronically scanned array (AESA). The AN/ASQ-228 ATFLIR (Advanced Targeting Forward Looking InfraRed), is the main electro-optical sensor and laser designator pod for the Super Hornet. The communications equipment consist of an AN/ARC-210 VHF/UHF radio and a MIDS-JTRS low volume terminal for HAVE QUICK, SINCGARS and Link 16 connectivity.

The defensive countermeasures of Block I aircraft includes the AN/ALR-67(V)3 radar warning receiver, the AN/ALE-47 countermeasures dispenser, the AN/ALE-50 towed decoy and the AN/ALQ-165 Airborne Self-Protect Jammer (ASPJ). Block II aircraft replace the ALQ-165 with the AN/ALQ-214 Integrated Defensive Countermeasures (IDECM) system, consisting of internally mounted threat receivers and optional self-protection jammers. Interior and exterior lighting on the Block II was changed to allow the use of night vision devices. The older ALE-50 decoys are being replaced by ALE-55 towed decoys, which can transmit jamming signals based on data received from the IDECM.

Beginning in 2005, Block II aircraft were fitted with the AN/APG-79 AESA radar, capable of executing simultaneous air-to-air and air-to-ground attacks, and providing higher quality high-resolution ground mapping at long standoff ranges. The AESA radar can also detect smaller targets, such as inbound missiles and can track air targets beyond the range of the aircraft's air-to-air missiles. VFA-213, the first squadron to fly AESA-equipped Super Hornets, became "safe for flight" (independently fly and maintain the F/A-18F) on 27 October 2006. The first Super Hornet upgraded with the Joint Helmet Mounted Cueing System (JHMCS) was delivered to VFA-213 on 18 May 2007. The JHMCS provides multi-purpose situational awareness, which includes high-off-boresight missile cuing. The Shared Reconnaissance Pod (SHARP) is a high-resolution, digital tactical aerial reconnaissance system that features advanced day/night and all-weather capability. The Multifunctional Information Distribution System low volume communication terminal is being upgraded with the MIDS-JTRS system, which will allow a tenfold increase in bandwidth as well as compatibility with the Joint Tactical Radio System standards.

Operational history

United States Navy

In 1999, the Super Hornet entered fleet service with the U.S. Navy. It achieved initial operating capability (IOC) in September 2001 with the U.S. Navy's Strike Fighter Squadron 115 (VFA-115) at Naval Air Station Lemoore, California. VFA-115 was also the first unit to take their F/A-18s into combat. On 6 November 2002, two F/A-18Es conducted a "Response Option" strike in support of Operation Southern Watch on two surface-to-air missile launchers at Al Kut, Iraq and an air defense command and control bunker at Tallil air base. One of the pilots dropped 2,000 lb (910 kg) JDAM bombs from the Super Hornet for the first time during combat.

In support of Operation Iraqi Freedom (Iraq War), VFA-14, VFA-41 and VFA-115 flew close air support, strike, escort, SEAD and aerial refueling sorties. Two F/A-18Es from VFA-14 and two F/A-18Fs from VFA-41 were forward deployed to Abraham Lincoln. The VFA-14 aircraft flew mostly as aerial refuelers and the VFA-41 fighters as Forward Air Controller (Airborne) or FAC(A)s. On 6 April 2005, VFA-154 and VFA-147 (the latter squadron then still operating F/A-18Cs) dropped two 500-pound (230 kg) laser-guided bombs on an enemy insurgent location east of Baghdad. On 8 September 2006, VFA-211 F/A-18Fs expended GBU-12 and GBU-38 bombs against Taliban fighters and Taliban fortifications west and northwest of Kandahar as part of Operations Medusa and Enduring Freedom. This was the first time the unit had participated in an active combat capacity using the Super Hornet.

During the 2006–2007 cruise with Dwight D. Eisenhower, VFA-103 and VFA-143 supported Operations Iraqi Freedom, Enduring Freedom and operations off the Somali coast. Alongside "Legacy Hornet" squadrons, VFA-131 and VFA-83, they dropped 140 precision guided weapons and performed nearly 70 strafing runs. The Super Hornet can operate from the French aircraft carrier Charles de Gaulle.

On 7 August 2014, U.S. defense officials announced they had been authorized to launch bombing missions upon Islamic State (IS) forces in northern Iraq. The decision to take direct action was made to protect U.S. personnel in the city of Irbil and to ensure the safety of transport aircraft making airdrops to Yazidi civilians. Early on 8 August, two Super Hornets took off from George H.W. Bush and dropped 500 lb laser-guided bombs on a "mobile artillery piece" the militants had been using to shell Kurdish forces defending the city. Later that day, four more aircraft struck a seven-vehicle convoy and a mortar position.

Royal Australian Air Force

On 3 May 2007, the Australian Government signed a $2.9 billion contract to acquire 24 F/A-18Fs as an interim replacement for the Royal Australian Air Force's (RAAF) aging F-111s. It was reported that the order would also address any difficulties that might be caused by a need to quickly replace the RAAF's existing fleet of classic F/A-18A/B Hornets in the event of delays to the F-35 program. The total cost of the purchase, with training and support over 10 years, was expected to be A$6 billion (US$4.6 billion).

The order was controversial; Air Vice Marshal (retired) Peter Criss, said that he was "absolutely astounded" that $6 billion would be spent on an interim aircraft, and cited the US Senate Armed Services Committee, to the effect that the "excess power" of the Block I Super Hornet was inferior to that of the MiG-29 and Su-30, both of which were being operated by, or were on order for, air forces in South East Asia. Another former senior RAAF officer, Air Commodore (ret.) Ted Bushell stated that the F/A-18F could not perform the strategic deterrent/strike role of the F-111C and the latter could continue to operate until 2020 at least. On 31 December 2007, the new Australian Labor government announced a review of the RAAF's aircraft procurement plans citing suitability concerns, the lack of a proper review process, and beliefs that an interim fighter was not needed.

On 17 March 2008, the Government announced that it would proceed to acquire 24 F/A-18Fs. Defence Minister Joel Fitzgibbon called the Super Hornet an "excellent aircraft", and indicated that costs and logistical factors contributed to the decision: the F-111's retirement was "irreversible"; "only" the F/A-18F could meet the timeframe and that termination involved "significant financial penalties and create understandable tensions between the contract partners." The Block II aircraft offered include installed engines and six spares, APG-79 AESA radars, Link 16 connectivity, LAU-127 guided missile launchers, AN/ALE-55 fiber optic towed decoys and other equipment. On 27 February 2009, Fitzgibbon announced that 12 of the 24 F/A-18Fs would be wired on the production line for future modification as Boeing EA-18G Growlers at an additional cost of A$35 million. The final decision on the EA-18G conversion, at a cost of A$300 million, would be made in 2012.

The first RAAF F/A-18F made its first flight from Boeing's factory in St. Louis, Missouri, on 21 July 2009. RAAF crews began training in the U.S. in 2009. The first five F/A-18Fs arrived at their home base, RAAF Base Amberley in Queensland, on 26 March 2010; and were joined by six more aircraft on 7 July 2010. After four more aircraft arrived in December 2010, the first RAAF F/A-18F squadron was declared operational on 9 December 2010.

Kuwait Air Force

In May 2015, the Kuwait Air Force was reportedly planning to order 28 F/A-18E/Fs with options for an additional 12. However, in June 2015, it was reported that Kuwait was considering a split purchase between the Eurofighter Typhoon and the F/A-18E/F. On 11 September 2015, Kuwait signed an agreement for 28 Eurofighters. In November 2016, a proposed Kuwaiti sale of 32 F/A-18E and 8 F/A-18F fighters, armaments, and associated equipment was approved by the U.S. State Department.

In June 2018, the Kuwaiti Government ordered 22 F/A-18Es and 6 F/A-18Fs via a US$1.5 billion contract. The aircraft were scheduled to be delivered by January 2021, but were rescheduled to be delivered later due to the COVID-19 pandemic.

Potential operators

Boeing has pitched the F/A-18E/F to numerous countries, particularly those that operate the legacy Hornet as it was supposed to be a "logical progression from the Hornet to the [Super Hornet], with its logistics, weaponry and training commonalities". So far only the US Navy, Australia, and Kuwait have ordered and received the Super Hornet.

Boeing offered Malaysia Super Hornets as part of a buy-back package for its existing Hornets in 2002. However, the procurement was halted in 2007 after the government decided to purchase the Sukhoi Su-30MKM instead; Chief Gen. Datuk Nik Ismail Nik Mohamaed of the Royal Malaysian Air Force (RMAF) indicated that the air force had not planned to end the Super Hornet buy, stating that such fighters were needed. Separately, the Super Hornet is a contender for the MRCA program, under which the RMAF seek to equip three squadrons with 36 to 40 new fighters with an estimated budget of RM6 billion to RM8 billion (US$1.84 billion to US$2.46 billion). Other competitors are the Eurofighter Typhoon, Dassault Rafale and Saab JAS 39 Gripen.

Failed bids

On 12 March 2014, Belgian newspaper De Morgen reported that Boeing was in talks with the Belgian Ministry of Defence about the Super Hornet as a candidate to replace Belgium's aging F-16 fleet. In April 2017, Boeing announced it would not compete in the competition, citing it "does not see an opportunity to compete on a truly level playing field". On 25 October 2018, Belgium officially selected the offer for 34 F-35As to replace its fleet of around 54 F-16s.

Boeing proposed the Super Hornet to the Brazilian government in response to an initial requirement for 36 aircraft, with a potential total purchase of 120. In October 2008, the Super Hornet was reportedly selected as one of three finalists in Brazil's fighter competition. However, news of National Security Agency spying on Brazilian leaders caused animosity between Brazil and the US. Brazil eventually dropped the Super Hornet from its final list and selected the Saab JAS 39 Gripen in December 2013.

The Super Hornet was a contender to replace the CF-18 Hornet, a version of the F/A-18A and B models, operated by the Royal Canadian Air Force. Like the older Hornet, the Super Hornet's design is well-suited to Northern Canada's rugged forward operational airfields, while its extended range removes its predecessor's main deficiency while commonalities enable a straightforward transition. In 2010, Canada decided on sole source selection of the F-35A. Boeing claimed that Canada had ignored the Super Hornet's radar cross-section characteristics during evaluation. By April 2012, Canada was reportedly reviewing its F-35 procurement. In September 2013, Boeing provided Canada with data on its Advanced Super Hornet, suggesting that 65 aircraft would cost $1.7 billion less than an F-35 fleet. The US Navy buys Super Hornets for $52 million per aircraft, while the advanced model costs $6–$10 million more per aircraft, dependent on options selected.

The Liberal government elected in 2015 indicated that it would launch a competition to replace the CF-18 fleet. During the election, Liberal Leader Justin Trudeau stated that his government would not buy the F-35. On 22 November 2016, the government announced its intention to acquire 18 Super Hornets on an interim basis. In September 2017, the U.S. State Department granted Canada permission to buy 10 F/A-18Es and 8 F/A-18Fs (or EA-18Gs) along with supporting equipment, spares, and armaments; the agreed cost totaled CA$1.5 billion, or about CA$83.3 million per aircraft, adding the supporting equipment, training, spares, and weapons increased the acquisition cost to CA$6.3 billion. However, Canadian Prime Minister Justin Trudeau warned that the pending Super Hornet sale, along with a possible sale of another 70, was adversely affected by Boeing's actions against Bombardier Aerospace, such as a complaint to the US government over the sale of CSeries airliners to Delta Air Lines at unduly low prices; in September 2017, the U.S. Department of Commerce proposed a 219% tariff on CSeries imported into the US. In January 2018, the USITC commissioners unanimously ruled against Boeing that the U.S. industry is not threatened and no duties will be imposed.

Variants

F/A-18E

Single seat variant

F/A-18F

Two-seat variant

NEA-18G

Two F/A-18Fs modified as prototypes of the EA-18G Growler.

EA-18G Growler

Electronic warfare variant of the F/A-18F to replace the U.S. Navy's Grumman EA-6B Prowler.

Advanced Super Hornet

Variant of the F/A-18E/F Super Hornet with Conformal Fuel Tanks (CFT) and has a further reduced radar cross section (RCS), with the option of a stealthy enclosed weapons pod and built-in IRST21 sensor system. Not pursued by US Navy, but some elements such as the IRST sensor, although integrated into a fuel tank, became standalone upgrades while others like the enhanced cockpit were incorporated into the Block III. However, the Conformal Fuel Tanks and reduced RCS are still stated to be of interest to the RAAF.

F/A-18E/F Block II

Upgraded variant of original F/A-18E/Fs with AESA radars and better avionics

Operators

Australia

Royal Australian Air Force – 24 F/A-18Fs in service

RAAF Base Amberley, Queensland

No. 1 Squadron (F/A-18F)

No. 82 Wing Training Flight (F/A-18F)

Kuwait

Kuwait Air Force – 22 single-seat F/A-18Es and 6 twin-seat F/A-18Fs

United States

United States Navy – 416 F/A-18E/Fs in service plus 93 on order as of 2025

Pacific Fleet squadrons

VFA-2 "Bounty Hunters" (F/A-18F)

VFA-14 "Tophatters" (F/A-18E)

VFA-22 "Fighting Redcocks" (F/A-18F)

VFA-25 "Fist of the Fleet" (F/A-18E)

VFA-27 "Royal Maces" (F/A-18E)

VFA-41 "Black Aces" (F/A-18F)

VFA-94 "Mighty Shrikes" (F/A-18E)

VFA-102 "Diamondbacks" (F/A-18F)

VFA-113 "Stingers" (F/A-18E)

VFA-122 "Flying Eagles" (Fleet Replacement Squadron, operates F/A-18E/F)

VFA-136 "Knighthawks" (F/A-18E)

Aircraft on display

F/A-18E

165164 – National Museum of Transportation, Kirkwood, Missouri. This is the first F/A-18E built, in 1995, and the first to be displayed.

165536 – Palm Springs Air Museum, Palm Springs, California. This aircraft operated as Blue Angel #5 prior to its retirement and will be displayed in the corresponding livery.

Notable accidents

On 6 April 2011, a U.S. Navy F/A-18F from VFA-122 Tactical Demonstration team crashed, killing both crew members. The crash occurred when the crew attempted to perform a loaded roll with too much speed and insufficient angle-of-attack. The loaded roll has since been removed from the Navy's F/A-18F flight demonstration routine.

On 31 July 2019, a U.S. Navy F/A-18E from VFA-151 crashed into the side of "Star Wars Canyon" in California, killing the pilot and injuring seven French civilian sightseers at the Father Crowley Vista Point 40 feet (12 m) above the impact point. The crash was attributed to flying "too fast and too low with respect to the surrounding terrain". Military training within the canyon was suspended, with standing instructions to stay above the rim of the canyon.

On 3 June 2022, a U.S. Navy F/A-18E from VFA-113 crashed near NAWS China Lake, killing the pilot.

On 22 December 2024, a U.S. Navy F/A-18F took off from the aircraft carrier USS Harry S. Truman operating in the Red Sea and was hit by friendly SM-2 surface-to-air missile fired from USS Gettysburg operating in the same area. The two pilots onboard ejected with minor injuries and were rescued.

On 28 April 2025, a F/A-18E Super Hornet fell off an elevator of the USS Harry Truman after the carrier turned sharply to evade Houthi fire. The driver of the tractor and the pilot both escaped without major injuries. The carrier was operating in the Red Sea during the incident.

On 6 May 2025, a U.S. Navy F/A-18F fell overboard on the USS Harry Truman after a failure with the carrier's arresting gear. The pilot and weapons systems officer ejected safely and were recovered.

On 20 August 2025, a U.S. Navy F/A-18E Super Hornet crashed into ocean waters off the coast of Virginia. The pilot of the aircraft belonging to Strike Fighter Squadron 83 ejected from the Super Hornet during a routine training flight, according to a statement from Navy spokesperson Lt. Jackie Parashar. Strike Fighter Squadron 83 is based out of Naval Air Station Oceana in Virginia Beach. As of 21 August 2025, the crashed jet was yet to be recovered from the water and the cause of the crash was under investigation.

Specifications (F/A-18E/F)

Data from U.S. Navy fact file, F/A-18E/F NATOPS, F/A-18E Standard Aircraft Characteristics (SAC), FY 2012 Selected Acquisition ReportGeneral characteristics

Crew: F/A-18E: 1 (pilot), F/A-18F: 2 (pilot and weapon systems officer)

Length: 60 ft 1.25 in (18.31 m)

Wingspan: 44 ft 8.5 in (13.62 m)

Height: 16 ft 0 in (4.88 m)

Wing area: 500 sq ft (46.5 m2)

Empty weight: 32,081 lb (14,552 kg)

Gross weight: 47,000 lb (21,320 kg) (equipped for fighter escort)

Max takeoff weight: 66,000 lb (29,937 kg)

Internal fuel capacity: F/A-18E: 14,700 lb (6,668 kg), F/A-18F: 13,760 lb (6,241 kg)

External fuel capacity: Up to 4 × 480 US gal (1,817 L) tanks, totaling 13,040 lb (5,915 kg), option for 2 x 515 US gal (1,949 L) conformal fuel tanks totaling an additional 7,000 lb (3,175 kg) on Block III

Powerplant: 2 × General Electric F414-GE-400 turbofans, 13,000 lbf (58 kN) thrust each dry, 22,000 lbf (98 kN) with afterburner

Performance

Maximum speed: Mach 1.8, 1,030 kn (1,185 mph; 1,908 km/h) clean at 40,000 ft

Mach 1.06, 700 kn (806 mph; 1,296 km/h) at sea level