Update – MDC F/A-18 Hornet

The F/A-18s avionics system has three master modes, air-to-air, air-to-ground and navigation. The latter mode covers takeoff, climb, cruise and loiter or patrol. In this mode information such as INS (Inertial Navigation System) and Tacan steering are displayed as the HUD (Head Up Display). The air-to-air master mode is selected automatically upon the selection of an appropriate air-to-air weapon. The AIM-7 radar-guided Sparrow is used for long-range situations, the AIM-9 Sidewinder is used for close-in kills and the M. 61 Vulcan 20 mm cannon for a gun shot. Upon pushing the button for the required weapon, the left multifunction display (the Hornet has three such displays) presents stored information for that weapon, how many missiles are available or in the case of the gun how many rounds remaining. The right display at this time shows a radar image optimised for that weapon scenario. At this time the HUD is showing its usual flight performance indicators enabling the pilot to perform air-to-air combat without having to lower his eyes to check the instruments. This reduces the incidence of disorientation and greatly facilitates the rapid decision-making process so necessary in a modern dogfight situation. In the AIM-9 mode, the infra-red missile seeker is slaved to the radar to enable a more accurate flight trajectory once fired. In this situation, the pilot can verify if the missile IS actually tracking the target by way of the HUD, something that is a great advantage in a closely fought dogfight.

In the air-to-ground mode, the radar can operate in conjunction with a number of FUR and. LST (Laser Spot Tracker) pods for the use of precision-guided munitions or in extremely poor weather conditions at night.

The Hughes radar is performing generally better than even the Hughes PR people expected! In a recent 50-flight, 100-hour formal demonstration the radar was fault-free, a remarkable achievement considering the overall mission capabilities of the system. The memory of the APG-65 radar can assimilate the equivalent of 1. 2 billion calculations each minute with a memory capacity of 750,000 words. Furthermore, software improvements will mean that this can be expanded later on at minimum expense in a similar fashion as the Hughes APG-63 radar on the F-15C Eagle. Other points worth mentioning from the above-mentioned test were an MTBF (Mean Time Between Failure) of 8. 4 hrs as against a target of 3. 7 hrs.

Figures like this translate to a vast capability for reducing the number of ground personnel required to maintain the aircraft and its support system. During a recent discussion with a flight Commander aboard the USS America who just departed the VFA-125 course to return to an operational A-6E Intruder squadron command prior to converting to the Hornet in 1984, it was again verified that the degree of maintenance required with the Hornet is ‘ridiculously low’ compared with current types in the USN inventory. The discussion also indicated that the overall air-to-air and ground attack capabilities of the F/A-18 were vastly superior to the types they would ultimately be replacing, the F-4 and the A-7. One of the greatest assets was that you could fly a mission and return with everything working whereas, particularly after 60 days at sea, you invariably spend half the return flight trying to ‘figure out how many systems are down and why.

This overwhelmingly enthusiastic attitude to the ’18 is mirrored by many of the crack USN Aggressor pilots who after having fought the Hornet in air-to-air combat have applied for transfer to future F/A-18 squadrons.

The General Electric F. 404 turbofans are also presenting little trouble for VFA-125 crews. To date, flight achievements include a 6. 1 hr flight, a maximum altitude of 54,000 ft, Mach 1. 91 at 41,000 ft and AOAs of up to 110 degrees and throttle slams from idle to maximum afterburner at up to 50 degrees AOA without trouble. The F. 404 can be accelerated from idle to military in four seconds and afterburner is lit without the problems of stall stagnation or afterburner blowout. The F. 404 provides 10,700 lb thrust on full military power which Lemorre pilots find adequate for more than 90% of takeoffs and the majority of ACM operations. During the 1979 carrier tests, more than 90% of catapult takeoffs were accomplished without use of the afterburners. The Hornet is demonstrating a range profile akin to the A-7 Corsair 11, which uses a single 15,000 lb thrust Allison (RR Spey) turbofan. Pilots comment however that with the A-7 ‘you are on max power once in the combat arena whereas the Hornet lopes in like an airliner, goes to military and egresses with sufficient performance available to stay ahead of any threat’. General Electric is in the process of developing the F. 404 into a 20,000 lb thrust engine with this version ultimately being available later this decade.

At the time of writing a number of VFA-125 aircraft were deployed at the Marine Corps Air Station, Yuma, Arizona to develop air tactics while the ground attack phase of Hornet evaluation will commence this April. It is the outcome of this final stage of flight development and weapons delivery certification that will cement the F/A-18 as Australia’s future NTF. This is regarded merely as a contractural formality however as no real problems are envisaged in clearing the Hornet for the ground attack portion of its mission profile.

VFA-125 is scheduled to have around 60 aircraft by 1985, transitioning 600 to 700 pilots in a four-year period including a number of RAAF and RCAF crews. The training syllabus takes about six months and includes 69 sorties of around 88 flying hours for land-based pilots and 89 sorties and 100 hours flying for USN and USMC pilots required to develop the skills required in operating from carriers. The unit is shortly to introduce two Hughes air combat simulators as an aid to ACM and systems handling, a decision on combat simulator type for the RAAF has yet to be announced.

All going well, Australia will accept the first Hornet, a twin-seat TF18 (the family model!), in late 1984 with initial training taking place at Lemoore. The first two aircraft will then be ferried to Williamtown where Operational Conversion Unit (OCU) operations will be interfaced with aircraft coming off the final GAF, Avalon assembly line. Local production rate will be 1. 5 aircraft a month with the first squadron becoming operational in 1986. RAAF Mirages will be kept up to full strength till 1988 by which time two squadrons and the OCU will be equipped with Hornets. At present it is not known if any F/A-18s will be based in Malaysia as Australia is already on the way to withdrawing from Butterworth to Darwin with No. 75 Squadron scheduled to relocate in 1983.