New Hornets? F/A-18E/F block III

Joined: June 21st, 2017, 9:39 pm

May 30th, 2018, 2:54 am #1

Probably not new but I heard there are going to be more Hornets built
as block III. Are these factory fresh or the older ones updated to block III
specs? Will they be exporting any of these"new" air frames? ---John
My mind is like oatmeal
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Joined: September 13th, 2005, 11:55 pm

May 30th, 2018, 4:49 am #2

2022: Boeing will begin converting existing Block IIs to Block IIIs, both in Saint Louis and at a new facility in San Antonio. The first operational squadron of Block IIIs will deploy.

From here:

https://breakingdefense.com/2018/05/nav ... -for-f-35/
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Joined: December 30th, 2015, 12:40 am

June 3rd, 2018, 8:50 pm #3

The Fiscal Year (FY) 2019 Navy budget submission shows buying Super Hornets up through and including FY2022. While there is some discussion of Block IIIs in the budget material, I see nothing that explicitly states Block III airplanes will be new-built. But I have to believe that the final few years' worth of production will be Block IIIs.

The goal was to build 563 F/A-18E/F; that was increased to 584 (304 E and 280 F models) and the last year for procurement was FY2013. But then more were added starting in FY2016. The current program is 706 total.

And the above does not include the EA-18G Growler; the final (160th) should be delivered to the Navy later in 2018.
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Joined: August 14th, 2004, 6:02 pm

June 15th, 2018, 1:43 pm #4

Ya think Boeing will redesign the wing/pylon area so they are not canted out and creating more drag..etc? It may be an aircraft of better size and power than a legacy Hornet, but it has it's flaws. To me it is more of the same B.S. Defense Industry manipulation. IRST should be available on all of our fighter aircraft, not carried in a pod, but actually designed into the aircraft like the F-35. There are times when I feel we have been sold a bill of goods by the industry. When an F/A-18E cannot shoot down an old Su-22 with a new "state of the art" AIM-9X, there is a problem.
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Joined: February 27th, 2005, 12:24 am

June 16th, 2018, 11:09 am #5

Weren't the pylons canted that way because of stores separation issues with normally mounted pylons? 
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Joined: May 21st, 2005, 10:53 am

June 16th, 2018, 11:22 am #6

jon2005 wrote: Weren't the pylons canted that way because of stores separation issues with normally mounted pylons? 
Yes, that's what I understand
Cheers Calum
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Joined: August 14th, 2004, 6:02 pm

June 16th, 2018, 11:47 am #7

jon2005 wrote: Weren't the pylons canted that way because of stores separation issues with normally mounted pylons? 
That is how I understand it as well. Even still, that points to a design flaw if it impacts aircraft performance in any way. It was more of a "whoops" moment for Boeing since they originally designed the pylons like every other aircraft.
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Joined: February 27th, 2005, 12:24 am

June 16th, 2018, 12:16 pm #8

I imagine with the larger LEX, wing and larger intakes caused aerodynamic turbulence that was not there with the legacy Hornet.
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Joined: February 27th, 2005, 7:47 pm

June 16th, 2018, 9:29 pm #9

It's my understanding that they never actually got to physical weapons separation tests. The computer model predicted the problem. so they went with canted pylons.
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Joined: February 13th, 2005, 10:01 pm

June 16th, 2018, 10:28 pm #10

Darren_Roberts wrote: It's my understanding that they never actually got to physical weapons separation tests. The computer model predicted the problem. so they went with canted pylons.
Darren is right on the money...!

So you look at say an F-4 with it's outboard fuel tanks that were angled down at LEAST as much and wonder why anyone would go for canted pylons. So some upper echelon dufus decided this too. All ya gotta do is put your hand out a window at 30mph and know that if you turn your hand you's gonna create a hell of a lot of drag. Still, the Super Hornet/Growler became a pretty well performing airframe!
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