ARTICLE

May 2003

Super Hornet Gains Combat Experience

Performance in Iraq is praised, yet purchases of new aircraft are being cut back

by Harold Kennedy

Navy F/A-18E Super Hornet strike fighters from the aircraft carrier USS Abraham Lincoln, deployed in the Persian Gulf, swooped into southern Iraq and dropped 2,000-pound joint direct attack munitions on hostile surface-to-air missile systems and a command-and-control facility.

The mission—which occurred shortly before the opening of the war—was the first-ever combat experience for the Super Hornet. Officials wouldn’t describe the action in detail, but they said they were pleased by the performance of the aircraft, which is considered the centerpiece of the Navy’s effort to rebuild its tactical aviation program.

“I can tell you, with a clear conscience, that the Super Hornet is doing incredibly well in Iraq,” said Capt. Jeffrey A. Wieringa, the aircraft’s program manager at the Naval Air Systems Command, which is based at Patuxent River Naval Air Station, Md. It is dropping precision-guided ordnance on Baghdad and other targets, escorting other aircraft on combat missions, providing close air support for ground troops and acting as a tanker to refuel other aircraft.

The Super Hornet—built by Boeing Integrated Defense Systems, in St. Louis—is the successor to the two decade-old Hornet. The Hornet is a twin-engine aircraft that comes in single and two-seat versions, Wieringa told National Defense.

Able to operate from carriers and land bases, the Hornet is the first tactical aircraft designed from inception to take on both fighter and attack missions, the experienced test pilot explained. The Hornet can conduct both air-to-air and air-to-ground missions.

The original F/A-18A, with a single seat, and the F/A-18B, with two, became operational in 1983, replacing Vietnam-era F-4 Phantom II and A-7 Corsair II aircraft, Wieringa said. The F/A-18A/B was the Navy’s first digital aircraft, he said. In 1987, the F/A-18C/D began replacing the A-6 Intruder. Then, in 1999, the latest in the series—the single-seated F/A-18E and the double-seated F model Super Hornet—entered operational service. It is taking the place of the F-14 Tomcat.

Older F/A-18s also are flying in Iraq. In fact, an F/A-18C was shot down in southern Iraq. Officials were investigating whether it was brought down by Iraqis or in a “friendly fire” incident by a U.S. Patriot missile.

The Super Hornet has significantly more capability than earlier models, Wieringa said. “It has more range, more payload and more survivability,” he said.

For one thing, the Super Hornet has a total of 11 weapons stations—two more than previous versions—he pointed out. The aircraft can carry a full complement of “smart” weapons, including the JDAM and the joint standoff weapon.

Serving as a tanker, it can carry up to 14,000 pounds of jet fuel in up to five 480-gallon external tanks under its wings to refuel other aircraft, Wieringa said. The F/A-18E/F is the first Navy fighter to have that capability, he said.

In fact, the Lincoln borrowed four Super Hornets from a sister ship—the USS Nimitz, which is on its way to the theater—to serve as tankers, according to Lt. Cmdr. Danny Hernandez, a Navy public affairs officer. The aircraft from the Nimitz are supplementing several of the Lincoln’s F/A-18E/Fs that are being put to use as tankers. More tankers are needed, officials said, to enable strike aircraft to loiter in the vicinity of enemy forces until directed to attack.

The Super Hornet is 4.4 feet longer than its predecessors. “It has 45 percent more wing area,” Wieringa said. “And it carries 33 percent more internal fuel, which effectively increases mission range by 41 percent and endurance by 50 percent.”

The F/A-18 E/F is powered by two General Electric F414-GE400 turbo-fan engines, which produce a combined engine thrust of 44,000 pounds, compared to 36,000 pounds for earlier models. In 2002, GE Aircraft Engines won a $1.9 billion contract to produce 480 of the new engines over a five-year period. The multi-year contract will save the Navy more than $50 million over time, according to Wieringa.

The increased wing size, fuel capacity and engine power enables the Super Hornet, after completing a mission, to return to a carrier with more unused ordnance and fuel, Wieringa said. “An F/A-18C can bring back just 5,500 pounds in ordnance or fuel,” he explained. Any more than that would have to be dumped at sea in order to ensure a safe landing, he said. “A Super Hornet can bring back 9,000 pounds in fuel or ordnance.”

The extra size also will accommodate additional technology upgrades, Wieringa noted. In November, for example, Boeing and subcontractor Raytheon Company’s Space and Airborne Systems, in El Segundo, Calif., demonstrated the APG-79 active electronically scanned array radar, known as AESA, that Raytheon is developing for the Super Hornet.

AESA will be integrated throughout the entire F/A-18E/F weapons system, including its advanced mission computer system, cockpit displays, the environmental control system and engine integration, Tom Kennedy, Raytheon’s AGP-79 program manager, explained at a news briefing in Arlington, Va.

AESA replaces mechanically scanned antennas with a radar beam that can be steered at close to the speed of light, Kennedy said. Because the array is solid state, mechanical breakdowns will be virtually eliminated, he said.

The system “is probably 10 times more capable than current fire-control radars, and we are doing it in less time,” said Capt. Dave Dunaway, the Navy’s AGP-79 program manager.

Flight Testing
AESA is scheduled to begin extensive flight testing at the Naval Air Weapons Center at China Lake, Calif., in mid-2003, and to be deployed in 2007.

In January, Boeing used a newly developed software—known as the advanced close air support system, or ACASS—to transmit digital imagery with targeting information between ground and air forces. In the demonstration, at Fallon Naval Air Station, Nev., a forward air controller provided rough target coordinates to the pilot of an F/A-18F.

The pilot used an avionics system, known as the Boeing Gateway to Airborne Tactical Data Exchange, to capture a sensor image of the target, annotate it with critical information and transmit it back to the controller for confirmation. The software enabled the controller to view the image, incorporate critical information and transmit it back to the pilot to complete the air strike.

At press time, the Navy was “just about to enter operational evaluation” of the ASQ-228 advanced targeting forward looking infrared pod, or ATFLIR, which Raytheon is producing for the F/A-18, Wieringa said. The Navy and Marines plan to buy 574 of the pods for use both in the existing F/A-18 C/Ds and the new E/Fs. The ATFLIR, currently in low-rate initial production, includes a targeting FLIR, a television camera and a high-power laser. In addition, a navigation FLIR is installed in the adapter that connects the pod to the aircraft.

Even though the ATFLIR still is being tested, it was installed on three F/A-18Es deployed on the Abraham Lincoln. Operational test and evaluation officials complained that the system was sent into combat too early, before its reliability had been established.

Wieringa declined to comment on the system’s performance in Iraq. “The Navy is low-keying it,” he said.

The Navy, nevertheless, is pressing ahead with the ATFLIR. Additional pods were deployed with F/A-18E and F/A-18F squadrons aboard the Nimitz.

In March, the Navy awarded Raytheon a $19.2 million contract to begin low-rate initial production of Shared Reconnaissance Pod Systems for Super Hornets. This system, known as SHARP, is designed to carry advanced day/night, all-weather tactical reconnaissance payloads.

The package includes medium and long-range electro-optical infrared sensors, a reader and data-link systems. Although SHARP will be installed initially on F/A-18s, it is readily adaptable to a wide range of aircraft, said Raytheon spokesperson Kristen Giddens.

Navy officials are particularly enthusiastic about the joint helmet mounted cueing system, which Boeing is developing for use by pilots of the F/A-18s and the Air Force’s F-15s and F-16s. As of January, $41 million had been obligated for the system, which is in the low-rate initial production phase of development.

The JHMCS displays flight information on the inside of the helmet visor, so that the data is visible to the pilot at all times. With this system, the pilot can deploy weapons with little more effort than looking at a target and pressing a switch, Wieringa explained. The pilot doesn’t even have to point his aircraft at the target, he said.

“You can be side by side with an enemy aircraft. All you have to do is look at the other guy and pull the trigger. The system will do the rest.”

Wieringa also is enthusiastic about the multifunctional information distribution system, or MIDS, which he said “lets a pilot see where all the good guys and bad guys are.” The system was created to put small, lightweight terminals on U.S. and NATO fighter aircraft.

MIDS provides an integrated air picture that includes the locations, velocities and headings of friendly and hostile aircraft; general situational awareness information, and amplified data on air and ground targets that will allow the integrated control of fighters by ground-based or airborne controllers.

In its 2004 defense budget, the administration proposed to allocate nearly $570 million over the next two years to develop a variant of the F/A-18, dubbed the EA-18G Growler, to replace the aging EA-6B Prowler electronic warfare aircraft.

Jamming Radar
The Prowler-which first flew in 1971-protects U.S. aircraft, ground troops and ships by jamming enemy radar, electronic data links and communications. The EA-18G, which is scheduled to take over these functions as early as 2009, shares more than 90 percent of the same parts as the Super Hornet, Wieringa said. This, he said, is expected to reduce the Navy’s support and training costs significantly. The two services would like eventually to acquire 90 Growlers.

With this kind of versatility, the F/A-18E/F will be “the backbone of Navy sea-based precision and time-critical strike, electronic attack and airborne tactical reconnaissance,” Chief of Naval Operations Adm. Vern Clark told a February hearing by the House Armed Services Committee. “It has the growth capacity to remain a mainstay of our tactical aviation for years to come.”

Yet, the Navy is reducing its purchases of the aircraft, from 48 in 2002, to 45 in 2003, down to 42 in 2004.

The reason, Wieringa explained, is affordability. The Navy and Marines decided in 2002 to merge their tactical aviation units. At the same time, they are developing the E/A-18G and the F-35 Joint Strike Fighter.

To afford these new aircraft, the Navy is cutting planned purchases of E/Fs from 548 to 460, Wieringa said. This won’t have much impact upon the unit price of the Super Hornet—about $55 million—because the 90 Growlers that the Navy plans to buy will make up for the reduced E/F purchases, he said.

Also, Wieringa noted, foreign sales of F/A-18s have been strong throughout the program’s history. They are exhibited at international air shows in the United Kingdom, France, Singapore, Australia and elsewhere.

The military forces of Australia, Canada, Finland, Kuwait, Malaysia, Spain and Switzerland fly the aircraft. The Royal Australian Air Force is now in the process of upgrading its 71 F/A-18A and Bs, which the service has been flying for nearly 20 years.

In March, the U.S. Defense Security Cooperation Agency announced a possible foreign military sale to Switzerland for F/A-18 upgrade equipment and associated services, with a price tag that could reach $110 million.

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