All-weather fighter and attack aircraft. The single-seat F/A-18 Hornet is the nation's first strike-fighter. It was designed for traditional strike applications such as interdiction and close air support without compromising its fighter capabilities. With its excellent fighter and self-defense capabilities, the F/A-18 at the same time increases strike mission survivability and supplements the F-14 Tomcat in fleet air defense.
F/A-18 Hornets are currently operating in 37 tactical squadrons from air stations world-wide, and from 10 aircraft carriers. The U.S. Navy's Blue Angels Flight Demonstration Squadron proudly flies them. The Hornet comprises the aviation strike force for seven foreign customers including Canada, Australia, Finland, Kuwait, Malaysia, Spain and Switzerland.
The newest model, Super Hornet, is highly capable across the full mission spectrum: air superiority, fighter escort, reconnaissance, aerial refueling, close air support, air defense suppression and day/night precision strike. Compared to the original F/A-18 A through D models, Super Hornet has longer range, an aerial refueling capability, increased survivability/lethality and improved carrier suitability. [Capability of precision-guided munitions: JDAM (all variants) and JSOW. JASSM in the future]
Features: The F/A-18 Hornet, an all-weather aircraft, is used as an attack aircraft as well as a fighter. In its fighter mode, the F/A-18 is used primarily as a fighter escort and for fleet air defense; in its attack mode, it is used for force projection, interdiction and close and deep air support.
Background: The F/A-18 demonstrated its capabilities and versatility during Operation Desert Storm, shooting down enemy fighters and subsequently bombing enemy targets with the same aircraft on the same mission, and breaking all records for tactical aircraft in availability, reliability, and maintainability.
Hornets taking direct hits from surface-to-air missiles, recovering successfully, being repaired quickly, and flying again the next day proved the aircraft's survivability. The F/A-18 is a twin engine, mid-wing, multi-mission tactical aircraft. The F/A-18A and C are single seat aircraft. The F/A-18B and D are dual-seaters. The B model is used primarily for training, while the D model is the current Navy aircraft for attack, tactical air control, forward air control and reconnaissance squadrons. The newest models, the E and F were rolled out at McDonnell Douglas Sept. 17, 1995. The E is a single seat while the F is a two-seater.
Swiss Air Force demo
The F/A-18 E/F acquisition program was an unparalleled success. The aircraft emerged from Engineering and Manufacturing Development meeting all of its performance requirements on cost, on schedule and 400 pounds under weight. All of this was verified in Operational Verification testing, the final exam, passing with flying colors receiving the highest possible endorsement.
The first operational cruise of Super Hornet, F/A-18 E, was with VFA-115 onboard the USS Abraham Lincoln (CVN 72) on July 24, 2002, and saw initial combat action on Nov. 6, 2002, when they participated in a strike on hostile targets in the "no-fly" zone in Iraq.
Super Hornet, has been flying combat sorties from Abraham Lincoln during Southern Watch, demonstrating reliability and an increased range and payload capability. VFA 115 embarked aboard Lincoln expended twice the amount of bombs as other squadrons in their airwing (with 100 % accuracy) and met and exceeded all readiness requirements while on deployment. The Super Hornet cost per flight hour is 40% of the F-14 Tomcat and requires 75% less labor hours per flight hour.
All F/A-18s can be configured quickly to perform either fighter or attack roles or both, through selected use of external equipment to accomplish specific missions. This "force multiplier" capability gives the operational commander more flexibility in employing tactical aircraft in a rapidly changing battle scenario. The fighter missions are primarily fighter escort and fleet air defense; while the attack missions are force projection, interdiction, and close and deep air support.
The F/A-18C and D models are the result of a block upgrade in 1987 incorporating provisions for employing updated missiles and jamming devices against enemy ordnance. C and D models delivered since 1989 also include an improved night attack capability. The E and F models have built on the proven effectiveness of the A through D aircraft. The Super Hornet provides aircrew the capability and performance necessary to face 21st century threats.
There are two Super Hornet squadrons in the USS Nimitz (CVN 68) airwing: VFA 14 (F/A 18 E) and VFA 41 (F/A 18F). Nimitz has no F-14 Tomcats.
F/A-18E/F Super Hornet
Two versions of the Super Hornet are currently in production for the U.S. Navy: the single-seat E model and the two-seat F model. Both perform a variety of missions including air superiority, day/night strike with precision-guided weapons, fighter escort, close air support, suppression of enemy air defense, maritime, reconnaissance, forward air control and tanker. Converting from one mission to another can be done quickly and simply by just flipping a switch.
With a total of 11 weapon stations, the Super Hornet also provides warfighters with increased payload flexibility by mixing and matching air-to-air and air-to-ground ordnance. A typical loadout for a self-escort mission might start with an advanced infrared targeting pod, one AIM-120 "AMRAAM" and two AIM-9 "Sidewinder" missiles, and an external fuel tank. This leaves all six underwing weapon stations available to carry a variety of weapons and other payloads. The F/A-18E/F also carries the complete complement of "smart" weapons including laser-guided bombs.
A comprehensive spiral development – including the addition of an active electronically scanned array, or AESA, radar – will improve overall supportability. Other upgrades include an advanced targeting forward looking infrared, or ATFLIR, joint-helmet mounted cueing system, or JHMCS, multifunctional information distribution system, or MIDS, and an advanced aft crew station. These and other enhancements will ensure that the Super Hornet remains combat relevant well into the 21st century.
The Super Hornet program remains on time, on weight, and on cost. Improved aerodynamic design gives the F/A-18E/F exceptional combat maneuverability, an unlimited angle of attack and increased resistance to spins and departures.
Two General Electric F414-GE-400 engines power the Super Hornet. The F414 produces a combined 44,000 pounds of thrust. Its nine-to-one thrust-to-weight ratio is one of the highest of any modern fighter engine. Increased airflow to the engine is provided through the Super Hornet's distinctive caret inlets.
The Super Hornet is a versatile, durable, and survivable strike fighter designed to meet the stringent requirements of today's air and naval aviation forces. The aircraft has successfully demonstrated its unsurpassed flying qualities during a flawless development program. The F/A-18E/F has proven itself departure resistant and has a reconfigurable flight control system that detects and corrects for battle damage.
The first production model Super Hornet was delivered to the U.S. Navy in December 1998, more than a month ahead of schedule. After completing the most thorough operational evaluation in U.S. Naval history, the F/A-18E/F Super Hornet entered operational service in November 1999. The Navy stood up the first operational F/A-18E/F Super Hornet squadron - VFA-115 - in June 2001. The Super Hornet deployed on board the USS Abraham Lincoln (CVN-72) in July 2002, and in December 2002, the Hornet fleet reached its five-millionth flight hour.
Boeing is currently delivering Super Hornets under a five-year multiyear contract -- MYP 1 - with the U.S. Navy for 222 Super Hornets. On December 29, 2003, Boeing and the U. S. Navy signed a contract for a second multiyear contract, or MYP 2, for 210 Super Hornets. The contract runs from 2005 – 2009. Deliveries for MYP 2 aircraft will begin in Fiscal Year 2007. The U.S. Navy plans to buy a minimum of 548 Super Hornets through 2010.
Jan. 11, 1988 – McDonnell Douglas announces that it and the U.S. Navy are studying concepts for an advanced version of the F/A-18 Hornet, called “Hornet 2000.”
May 6, 1992 – the Defense Acquisition Board approves initiation of the engineering and manufacturing development (EMD) for the F/A-18 E/F program.
Dec. 7, 1992 – EMD contract signed.
May 1995 – F/A-18E1 final assembly begins at McDonnell Douglas.
May 1995 – General Electric delivers the first production F414 engines.
Sept. 19, 1995 – F/A-18E1 rolls out at ceremony at McDonnell Douglas attended by 1,500 people. Adm. Jeremy Boorda, chief of naval operations, names the E/F the Super Hornet.
Nov. 29, 1995 – F/A-18E1’s first flight at St. Louis, Mo.
Feb. 14, 1996 – F/A-18E1 arrives at Patuxent River, Md.
Feb. 19, 1996 – F/A-18E2 arrives at Patuxent River. E2's first flight took place in St. Louis on Dec. 26, 1995.
March 1996 – Program receives the first U.S. Department of Defense Acquisition Excellence Award.
April 1996 – Program gets the go-ahead to procure low-rate initial production of long-lead parts.
April 1996 – McDonnell Douglas and Northrop Grumman team to develop a plan to have an electronic warfare variant of the two-seat F/A-18F achieve initial operational capability between 2007 and 2009.
April 1, 1996 – The F/A-18F two-seat Super Hornet makes its first flight.
April 12-13, 1996 – F/A-18E1 completes the first supersonic test flights for the E/F flight test program. The aircraft achieves a speed of Mach 1.1 April 12 and Mach 1.52 April 13.
May 14, 1996 – Test program surpasses 100 flight hours.
May 21, 1996 – McDonnell Douglas delivers the first two-seat F/A-18/E/F Super Hornet (F1) to Patuxent River.
May 22, 1996 – F/A-18E2 completes the longest single flight – five hours – to date for the E/F flight test program.
June 13, 1996 – Test program surpasses 100 flights.
June 26, 1996 – Test program surpasses 200 flight hours.
July 1996 – F/A-18/E/F Integrated Test Team named winner of The Order of the Daedalians Weapon System Award for 1995. The award is presented annually to recipients in the Army, Navy or Air Force who have made major contributions to the development of an outstanding weapon system.
Aug. 5, 1996 – F/A-18F1 performs first steam ingestion catapults at Patuxent River.
Aug. 22, 1996 – Test program surpasses 300 flight hours.
Aug. 22, 1996 – F/A-18E4 arrives at Patuxent River, Md. E4's first flight took place in St. Louis July 2, 1996.
Aug. 27, 1996 – E5's first flight takes place in St. Louis.
Sept. 30, 1996 – Test program surpasses 400 flight hours.
October 1996 – Program wins Aircraft Design Award from the American Institute of Aeronautics and Astronautics.
Oct. 29, 1996 – Test program surpasses 500 flight hours
December 1996 – Test program completes 586.5 flight hours.
Jan. 22, 1997 – F/A-18F2 arrives at Patuxent River, Md.
Jan. 24 1997 – F1 successfully completes initial sea trials aboard the USS John C. Stennis one week earlier than scheduled.
Feb. 1, 1997 – F/A-18E3 arrives at Patuxent River, Md. This event marks the arrival of the seventh and final E/F flight test aircraft at Patuxent River.
Feb. 19, 1997 – F/A-18E/Fs successfully completes the test program's first stores separation test by dropping an empty 480-gallon fuel tank from 5,000 feet.
Feb. 26, 1997 – F/A-18E/Fs makes successful first flight with three 480-gallon fuel tanks, two Mk-84 bombs, two AIM-9s and two high-speed anti-radiation missiles.
March 1997 – Weapons separation tests including single, paired, multiple and ripple configuration tests begin. Weapons include SLAM, Harpoon, Mk-82s, and 480-gallon tanks separated from both centerline and wing stations.
March 28, 1997 – CNO Admiral Jay Johnson flies with Commander Tom Gurney in F2.
April 5, 1997 – F/A-18F2 fires the first missile of the flight test program – an AIM-9 missile
May 1, 1997 – Successfully completes drop test program
May 1997 – Center/aft assembly enters production at Northrop Grumman
August 1997 – Super Hornet begins barricade engagement testing
Aug. 29, 1997 – 1,500 flight-hour flown by F/A-18E1.
Sept. 12, 1997 – 1,000 test flight flown by Super Hornet F/A-18E4.
Sept. 15, 1997 – Super Hornet enters production at The Boeing Company
Nov. 13, 1997 – Clean aircraft new technologies demonstration completed.
Nov. 20, 1997 – First operational test (OT-IIA) completed
Dec. 5, 1997 – AIM-9 wingtip and AIM-120 fuselage launches completed
Dec. 8, 1997 – 2,000 flight-hour flown by F2.
Jan. 6, 1998 – First inner-wing tool loaded at Boeing
Feb. 25, 1998 – F1 ferried to Lakehurst, NJ for carrier suitability tests
March 23, 1998 – F1 completes carrier suitability tests in Lakehurst, NJ
March 1998 – LRIP II production funding approved.
March 1998 – LRIP III advanced procurement funding approved.
April 1998 – F/A-18F2 transitions to China Lake
June 19, 1998 – First production Super Hornet fuselage joined
August 1998 – OT-IIB completed
Aug. 13, 1998 – General Electric delivers first F414 production engine
September 1998 – E6 moves to ramp for the start of flight operations.
Oct. 23, 1998 – E1 completes EMD flutter flight test program one month ahead of schedule.
Nov. 6, 1998 – E6, the first production Super Hornet, makes its first flight.
Nov. 9, 1998 – Flight test program completes the 2,500 flight
Nov. 13, 1998 – E6 enters the new Boeing paint facility in St. Louis
December 1998 – OT-IIB results deem Super Hornet potentially operationally effective and suitable.
Dec. 18, 1998 – First production Super Hornet, E6, delivered one month early to U.S. Navy.
January 1999 – VFA-122, first Super Hornet Squadron, “stands up.”
Jan. 12, 1999 – Flight test program completes 4,000 flight hours.
March 3, 1999 – Follow-on sea trials begin; Super Hornet second sea detachment aboard USS Harry S. Truman.
March 8, 1999 – Super Hornet completes first night carrier launch and recovery, aboard USS Harry S. Truman.
March 1999 – Super Hornet successfully demonstrates aerial refueling capabilities at Patuxent River, MD, by conducting in-flight refueling of another Super Hornet, on an S3 Viking and an F-14 Tomcat.
April 1999 - Navy begins flight testing of Joint Helmet Mounted Cueing System (JHMCS) on Super Hornet.
April 30, 1999 – EMD concludes. The 4th and 5th production models delivered to Navy (F models).
May 5, 1999 – Flight Test program is completed with 3,100 test flights and 4,600 flight hours.
May 30, 1999 – OPEVAL begins.
June 1999 – VX-9 conducts first OPEVAL detachment at NAS Key West.
July 1999 – VX-9 conducts second OPEVAL detachment aboard USS Stennis – two weeks of day and night carrier operations integrating the Super Hornet into the carrier air-wing.
August 1999 – VX-9 conducts third OPEVAL detachment by participating in “Red Flag” at Nellis AFB.
November 1999 – F2 takes 500th flight at NAWCWD, China Lake.
Nov. 16, 1999 – OPEVAL concludes.
Nov. 17, 1999 – VFA-122 receives first seven Super Hornets at NAS Lemoore.
Nov. 22, 1999 – Boeing announces selection of Raytheon to develop the Active Electronically Scanned Array (AESA) radar for the F/A-18 E/F Super Hornet.
Dec. 13, 1999 – Super Hornet reaches 5,000 flight hours at NAWCWD, China Lake.
Feb. 14, 2000 – OPEVAL results announced; VX-9 deems Super Hornet operationally effective and suitable, the best possible grade.
Feb. 15, 2000 – Full-rate production begins.
Feb, 17, 2000 – The National Aeronautic Association selects the Super Hornet for the 1999 Collier Award Trophy.
March 24, 2000 – the first JDAM is released from a Super Hornet (E4) at Patuxent River, MD.
April 4, 2000 – Three Super Hornet squadrons – VFA-122, VX-9 and the ITT – begin sea trials aboard USS Lincoln.
May 3, 2000 – NAA presents Collier Trophy to Navy and industry team at a ceremony in Washington, D.C.
June 15, 2000 – U.S. government awards a multi-year contract to the Boeing Company worth $8.9 billion for 222 Super Hornets over 5 years.
July 14, 2000 – Super Hornet makes an international debut, flying an air show demonstration at Farnborough Air Show 2000.
Nov. 14, 2000 – Aviation Week presents the Super Hornet’s U.S. Navy and industry team with its Quality Center Award for superior quality management in civil, military and space organizations and facilities.
Dec. 1, 2000 – Super Hornet E1 takes its final flight before retiring to flyable storage status.
Dec. 4, 2000 – Lt.j.g. Corey “Pops” Pritchard becomes the first Fleet Readiness Squadron student to carrier qualify in the F/A-18 E/F Super Hornet.
Dec. 7, 2000 – First Super Hornet is delivered to VFA-115, the first operational Super Hornet squadron.
February 2001 – Super Hornet participates in Australian Air Show.
May 2001 – Navy awards FIRST (F/A-18E/F Integrated Readiness Support Teaming) contract to Boeing, to provide full logistics support for several items unique to the F/A-18E/F aircraft.
May 18, 2001 – Navy pilots from VFA-122 fly in their first U.S. air show, marking the first time the Super Hornet has performed in the United States and the first time Navy pilots fly the air show demonstration.
September 2001 – U.S. Navy declares the Super Hornet has achieved Initial Operational Capability (IOC).
Sept. 26, 2001 – Boeing delivers first full-rate production Super Hornet to U.S. Navy.
Nov. 15, 2001 – Boeing completes initial flight demonstration of EA-18 Airborne Electronic Attack concept aircraft.
July 24, 2002 – F/A-18E/F’s first deploy with VFA-115 aboard USS Abraham Lincoln (CVN-72).
Oct. 15, 2002 – Delivery of first Lot 25 Super Hornet; delivered two months ahead of production schedule. Lot 25 includes:
AMC&D (Advanced Mission Computers & Displays) to replace digital mission computer
Nov. 20, 2002 – AESA debut ceremony at Raytheon El Segundo, CA
Nov. 29, 2002 – Cmdr. Matt Tysler becomes the first pilot to log 1,000 flight hours in a Super Hornet.
Dec. 12, 2002 – The F/A-18 Hornet fleet surpasses five million flight hours.
Feb. 8, 2003 – Aviation Week and Space Technology magazine awards the F/A-18’s APG-79 AESA program a Laureate Award in the Electronics division.
March 3, 2003 – VFA-14 and VFA-41 deploy aboard USS Nimitz (CVN 68), marking the first time a ship’s complement has included more than one Super Hornet squadron.
April 3, 2003 – The first operational flight of the Fast Tactical Imagery (FTI-II), a photo reconnaissance intelligence strike module, takes place aboard an F/A-18F from USS Abraham Lincoln (CVN 72), flying over Iraq during Operation Iraqi Freedom.
May 1, 2003 – VFA-115, the first operationally deployed Super Hornet squadron, returns from deployment to its home at NAS Lemoore, California, after participating in Operation Iraqi Freedom.
May 27, 2003 – FIRST program receives letter of commendation from Dianne Morales, Deputy Secretary of Defense for Logistics, Material & Readiness for the high standard of contractor support the program established in support of Operation Iraqi Freedom.
Aug. 30, 2003 – The APG-79 Active Electronically Scanned Array (AESA) radar completes its first flight when a test aircraft carrying the radar system completes several test flights with the radar operating.
Sept. 2, 2003 – The first Super Hornet with the redesigned forward fuselage, ECP6038, is delivered to the U.S. Navy. The F/A-18E left Lambert Field, St. Louis, headed for NAVAIR China Lake, Calif.
Sept. 3, 2003 – The U.S. Navy awards Boeing a $47.5M contract for low-rate initial production of the Active Electronically Scanned Array (AESA) radar system.
Sept. 5, 2003 – The Advanced Targeting Forward-Looking Infrared sensor (ATFLIR) pod receives ratings of “operationally effective and operationally suitable,” the highest rating possible, from the Operational Evaluation (OPEVAL).
Sept. 10, 2003 – The Advanced Targeting Forward-Looking Infrared sensor (ATFLIR) achieves Initial Operational Capability (IOC) with VFA-103 at NAVAIR, Lemoore, Calif.
Dec. 17, 2003 – The U.S. Navy awards a full-rate production contract worth $298.2 million to Raytheon Corporation for the Advanced Targeting Forward-Looking Infrared sensor (ATFLIR).
Dec. 29, 2003 – The U.S. Navy awards a second Multi-Year Procurement (MYP2) contract to Boeing for the Super Hornet, worth $8.6 billion. The contract includes the production of 210 F/A-18E/F aircraft.
Dec. 29, 2003 – The U.S. Navy awards a 5-year system design and development (SDD) contract to Boeing for the EA-18G airborne electronic attack aircraft. The contract is worth $1 billion.
June 23, 2004 ?GKN conducts the first "chip cutting" for an EA-18G part, when the company begins milling the first "G" Y204 bulkhead from a 3-3/4 inch thick, 44 x 52-inch plate of aluminum.
July 1, 2004 - Mechanics at Northrop Grumman's Integrated Systems sector begin assembling the center/aft fuselage for the first of two System Development and Demonstration test EA-18Gs by loading the aircraft's first bulkhead components into place on the company's F/A-18E/F production line in El Segundo, Calif.
Aug. 24, 2004 ?Boeing delivers the 200 th Super Hornet, F-108, to the Navy. The aircraft is assigned to Test and Evaluation Squadron 9 (VX-9) at Naval Air Systems Command, China Lake , Calif.
Sept. 2, 2004 ?The first Super Hornets join an East Coast Hornet squadron at Naval Air Station Oceana, Va. The squadron, the VFA-106 揋ladiators,?will fly both F/A-18C/D and E/F aircraft.
Oct. 22, 2004 ?Members of the Boeing EA-18G assembly team begin assembling the first of two System Development and Demonstration test EA-18Gs by loading the aircraft's first bulkhead into tooling on the company's F/A-18E/F production line in St. Louis , Mo.
The F/A-18 E/F Super Hornet was designed with 17 cubic feet of "growth space" for electronic systems — avionics and associated wiring. This means that when newer technology is available, it can be added to continually update Super Hornet's warfighting capability and survivability.
The Navy's Super Hornet gives this nation both a "first day of the war" and an "every day of the war" dominance, and a precision strike fighter that meets and beats the threat through the first part of the 21st century. Super Hornet can carry every tactical air-to-air and air-to-ground weapon in the Navy's inventory. With the AMRAAM missile, enhanced radar, and advanced onboard sensor fusion capability, there is not a threat fighter in the world today — or projected to exist in the next 20 years — that Super Hornet cannot decisively defeat and totally dominate in combat.
The Navy conducted a detailed analysis to determine the overall combat effectiveness of this aircraft. A significant part of the methodology we used was a poll of experts within the intelligence community. We asked a number of these experts their opinion of aircraft capabilities in six important areas of merit. These experts included aviators, aeronautical engineers, and intelligence specialists. Areas of merit studied included maneuverability, range, radar signature, radar guided weapons, infared weapons, and avionics suite.
To see this analysis for yourself, select the first two hyperlinks below. See how Super Hornet can fight and win against any potential enemy ... both today and tomorrow. See what are the components of combat effectiveness and mission success.
The multi-mission F/A-18E/F "Super Hornet" strike fighter is an upgrade of the combat-proven night strike F/A-18C/D. The Super Hornet will provide the battle group commander with a platform that has range, endurance, and ordnance carriage capabilities comparable to the A-6 which have been retired.
The F/A-18E/F aircraft are 4.2 feet longer than earlier Hornets, have a 25% larger wing area, and carry 33% more internal fuel which will effectively increase mission range by 41% and endurance by 50%. The Super Hornet also incorporates two additional weapon stations. This allows for increased payload flexibility by mixing and matching air-to-air and/or air-to-ground ordnance. The aircraft can also carry the complete complement of "smart" weapons, including the newest joint weapons such as JDAM and JSOW.
The Super Hornet can carry approximately 17,750 pounds (8,032 kg) of external load on eleven stations. It has an all-weather air-to-air radar and a control system for accurate delivery of conventional or guided weapons. There are two wing tip stations, four inboard wing stations for fuel tanks or air-to-ground weapons, two nacelle fuselage stations for Sparrows or sensor pods, and one centerline station for fuel or air-to-ground weapons. An internal 20 mm M61A1 Vulcan cannon is mounted in the nose.
Carrier recovery payload is increased to 9,000 pounds, and its engine thrust from 36,000 pounds to 44,000 pounds utilizing two General Electric F414 turbo-fan engines. Although the more recent F/A-18C/D aircraft have incorporated a modicum of low observables technology, the F/A-18E/F was designed from the outset to optimize this and other survivability enhancements.
The Hughes Advanced Targeting Forward-Looking Infra-Red (ATFLIR), the baseline infrared system for the F/A-18 E/F, will also be deployed on earlier model F/A-18s. The Hughes pod features both navigation and infrared targeting systems, incorporating third generation mid-wave infrared (MWIR) staring focal plane technology.
Cockpit of F-18C
Cockpit of F-18E
Contractor: McDonnell Douglas
Unit Cost: $ 57 million
Propulsion: Two F414-GE-400 turbofan engines
Thrust: 22,000 pounds (9,977 kg) static thrust per engine
Length: 60.3 feet (18.5 meters)
Height: 16 feet (4.87 meters)
Maximum Take Off Gross Weight: 66,000 pounds (29,932 kg)
Wingspan: 44.9 feet (13.68 meters)
Combat: 1,275 nautical miles (2,346 kilometers), clean plus two AIM-9s
Ferry: 1,660 nautical miles (3,054 kilometers), two AIM-9s, three 480 gallon tanks retained