Hornet Kicks a MiG 29's ***
- Thread starter Adux
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Long history in plane building. Sweden was competing with the Germans in the early years of aviation; they only got better and better.
Viggen, Draken, Grippen all have heavily depended on improted components though. The J-35/37 were produced in great numbers coz both are cold was era fighters when Sweden actually needed an airforce.
Things are different now, cuts in defence expenditures has hit the Grippen badly and its been inducted in smaller numbers than originally planned.
I wonder if this will be the last plane built by Sweden.
Viggen, Draken, Grippen all have heavily depended on improted components though. The J-35/37 were produced in great numbers coz both are cold was era fighters when Sweden actually needed an airforce.
Things are different now, cuts in defence expenditures has hit the Grippen badly and its been inducted in smaller numbers than originally planned.
I wonder if this will be the last plane built by Sweden.
Muradk
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F-18 HORNET IN THE SWISS AIR FORCE
By Roger Schneider/KS
There were modest celebrations in Payerne on 2 December 1999 when the 34th and last F-18, J-5226, arrived at the air base. It was fitting that the new millennium should start with all three Hornet squadrons of the Swiss Air Force fully equipped: 17 and 18 Tactical Squadrons in Payerne and 11 Tactical Squadron in Dübendorf. Compared with the F-5 and Mirage IIIS, the technologically sophisticated US fighter has opened up a completely new dimension to the armed forces of the Alpine Republic (see interview with Major Hoffmann).
As one might expect of Switzerland, the F-18 purchase was preceded by in-depth studies and lengthy discussions, but entry into service then took less than four years to complete, and there were no major problems.
The procurement process began back in 1985 when the requirements definition for a new jet fighter was drawn up. The aircraft's role was limited in advance to that of air defence, which it should fulfil until well into the 21st century. Initially there were seven contenders, the F-16, F-18, F-20, JAS 39 Gripen, Lavi, Mirage 2000 and Rafale.
In May 1988 the Swiss government held a fly-off between the F-16 and the F-18, during which the two types were tested with a fine tooth-comb over four weeks of flight trials in Switzerland. Its main concern was to examine how the on-board radar and navigation equipment would withstand the mountainous Swiss terrain. The striking power of the competing aircraft systems was monitored and compared during a series of air combat exercises with up to 10 adversary aircraft.
After detailed cost-value comparisons, the Swiss Federal Council decided to go with the F/A-18 Hornet on 3 October 1988. Despite its decision, however, the competition was re-opened in 1990/91 so that the new Mirage 2000-5 could be considered. After another round of comparisons, the Federal Council confirmed its original choice on 26 June 1991.
On 17 June 1992 the Federal Council approved 3,495 million Swiss francs of funding for the purchase of 26 F/A-18C and 8 F/A-18D Hornets. This decision ran into opposition from quarters hostile to the armed forces, which mounted an initiative against the purchase. In a referendum held on 6 June 1993, the Swiss people came out clearly in favour of modernising their Air Force and approved the new fighter programme.
The task of paving the way for the Hornet's entry into service could now finally commence. As a first step, two prototypes were built by McDonnell Douglas (now Boeing) in St. Louis. The F-18D (J-5231) took off for its maiden flight on 20 January 1996, followed on 8 April by the first single-seater F-18C (J-5001). The first aircraft to undergo final assembly in Emmen, a F-18D (J-5232), took to the air in October 1996. It was handed over to the Swiss Air Force amidst much celebration on 23 January 1997. The two aircraft that had been built in the USA were transported to Switzerland following completion of their test programmes on 16 December 1996 and 12 March 1998.
Meanwhile the Americans had begun conversion training the first Swiss pilots on the Hornet in 1996. The first to undergo training were three men from the Armaments Group, a test pilot from SF Emmen, a Swiss Air Force pilot from the Operational Trial and Evaluations Office and 5 flying instructors.
Another two pilots underwent full F-18 training through to qualification as flying instructors with the VFA-106 at the Cecil Field Navy Base in Florida, as part of an exchange programme with the US Navy. In return, two experienced US Navy pilots were loaned to Switzerland from 1997 to 1999 where they were employed as flying instructors and were able to pass on valuable experience to Swiss pilots undergoing conversion training.
The first course in Payerne was held between June and December 1997. It was attended by the pilots of 17 Squadron (previously a Mirage IIIS squadron). At the end of that year it was declared combat ready, with a total of 19 trained pilots.
The unit's level of accomplishment was reviewed in March 1998 as part of an inspection exercise under the name ORIP 98 (Operational Readiness Inspection Payerne). The results were entirely positive and testified to the top-class performance both of the new aircraft and their pilots.
Then came a setback on 7 April 1998, when J-5231, an F-18D, flew into a mountain in the Canton of Wallis, near Crans-sur-Sierre, killing both pilots. In the subsequent investigation, over 100,000 individual parts were examined as well as the black box, but no evidence of any fault on the aircraft was discovered. Instead, the investigation suggested that the pilot had become disorientated.
Apart from this incident, the Hornet's entry into service went remarkably smoothly, and all bodes well for F-18 operations over the next few decades. The fighter will probably remain in service for 5000 flying hours or 30 years.
To achieve this service life, design modifications included strengthening the airframe by constructing some of the frames out of titanium. This measure means that in wartime a software amendment permitting the maximum loading on the Swiss F-18s to be raised from +7.5g to +9g can be activated.
Other special features include adaptation of the electronic equipment to equipment already in service in Switzerland, such as the radio and IFF, together with another modification enabling existing stocks of Sidewinder missiles to be deployed.
A low drag pylon has been specially developed so as to accommodate one AIM-120B AMRAAM or one AIM-9P-5 Sidewinder guided missile. In a typical intercept mission profile, the time to climb to an altitude of 49,000ft at Mach 1.4 from release of the brakes is reduced by 25%.
For the time being the F-18s are to be used exclusively for air-to-air combat. In 1999 the Armaments Group did look into the question of whether additional aircraft could be procured as a replacement for the Mirage IIIRS reconnaissance aircraft. However, now that production of the C/D versions of the Hornet has ceased, only used aircraft could be considered for this role.
--------------------------------------------------------------------------------
Squadron Leader Werner Hoffmann, commander of 11 Tactical Squadron
"Our fighting power has improved enormously"
FLUG REVUE: What role does the F-18 Hornet play in the national defence of Switzerland?
W. Hoffmann: The fighting power of the Swiss Air Force has improved enormously. With the F-5 Tiger and the Mirage IIIS we were generations behind. It is only now with the F-18 that we have the means to achieve our primary task, maintenance of air superiority, at very short notice and under virtually all weather conditions, all around the clock. In a country as small as Switzerland it is absolutely essential to be airborne as soon as possible and have the long-range radar necessary to detect the target as early as possible. Again, in the Hornet we now have the means of achieving the new emphasis on "security through co-operation". In this way we now have a system which will enable us to operate in an international environment and hold our heads up high!
FR: At present only career military pilots fly the F-18. Will there be any opportunity in the future for militia pilots to fly the Hornet too?
Hoffmann: No, the F-18 system is so complex that it requires continuous training. Militia pilots as we know them today don't do enough flying to master the aircraft and be able to deploy it to optimal effect. It might be possible later on for some experienced Hornet pilots to hold reserve status and only be trained sporadically or for particular missions.
FR: Switzerland came in for some bad publicity in the spring when its government tried to purchase another 8 to 11 aircraft. Now that the C/D version production lines are closed, there is talk in the Swiss press of the "veteran F-18". Is the Hornet an old aircraft?
Hoffmann: Certainly not! In the version which Switzerland and Finland have, the F/A-18C/D is currently the most technologically advanced fighter aircraft in Europe. It is true that the basic Hornet model was designed a long time ago. But the heart of fighter aircraft like the F/A-18 lies in its software, so the aircraft can be kept at the cutting-edge by upgrading its software or computers. This has already been done, and further upgrades are planned for the future. The fact is that the F/A-18C/D is tailor-made for Switzerland's requirements.
By Roger Schneider/KS
There were modest celebrations in Payerne on 2 December 1999 when the 34th and last F-18, J-5226, arrived at the air base. It was fitting that the new millennium should start with all three Hornet squadrons of the Swiss Air Force fully equipped: 17 and 18 Tactical Squadrons in Payerne and 11 Tactical Squadron in Dübendorf. Compared with the F-5 and Mirage IIIS, the technologically sophisticated US fighter has opened up a completely new dimension to the armed forces of the Alpine Republic (see interview with Major Hoffmann).
As one might expect of Switzerland, the F-18 purchase was preceded by in-depth studies and lengthy discussions, but entry into service then took less than four years to complete, and there were no major problems.
The procurement process began back in 1985 when the requirements definition for a new jet fighter was drawn up. The aircraft's role was limited in advance to that of air defence, which it should fulfil until well into the 21st century. Initially there were seven contenders, the F-16, F-18, F-20, JAS 39 Gripen, Lavi, Mirage 2000 and Rafale.
In May 1988 the Swiss government held a fly-off between the F-16 and the F-18, during which the two types were tested with a fine tooth-comb over four weeks of flight trials in Switzerland. Its main concern was to examine how the on-board radar and navigation equipment would withstand the mountainous Swiss terrain. The striking power of the competing aircraft systems was monitored and compared during a series of air combat exercises with up to 10 adversary aircraft.
After detailed cost-value comparisons, the Swiss Federal Council decided to go with the F/A-18 Hornet on 3 October 1988. Despite its decision, however, the competition was re-opened in 1990/91 so that the new Mirage 2000-5 could be considered. After another round of comparisons, the Federal Council confirmed its original choice on 26 June 1991.
On 17 June 1992 the Federal Council approved 3,495 million Swiss francs of funding for the purchase of 26 F/A-18C and 8 F/A-18D Hornets. This decision ran into opposition from quarters hostile to the armed forces, which mounted an initiative against the purchase. In a referendum held on 6 June 1993, the Swiss people came out clearly in favour of modernising their Air Force and approved the new fighter programme.
The task of paving the way for the Hornet's entry into service could now finally commence. As a first step, two prototypes were built by McDonnell Douglas (now Boeing) in St. Louis. The F-18D (J-5231) took off for its maiden flight on 20 January 1996, followed on 8 April by the first single-seater F-18C (J-5001). The first aircraft to undergo final assembly in Emmen, a F-18D (J-5232), took to the air in October 1996. It was handed over to the Swiss Air Force amidst much celebration on 23 January 1997. The two aircraft that had been built in the USA were transported to Switzerland following completion of their test programmes on 16 December 1996 and 12 March 1998.
Meanwhile the Americans had begun conversion training the first Swiss pilots on the Hornet in 1996. The first to undergo training were three men from the Armaments Group, a test pilot from SF Emmen, a Swiss Air Force pilot from the Operational Trial and Evaluations Office and 5 flying instructors.
Another two pilots underwent full F-18 training through to qualification as flying instructors with the VFA-106 at the Cecil Field Navy Base in Florida, as part of an exchange programme with the US Navy. In return, two experienced US Navy pilots were loaned to Switzerland from 1997 to 1999 where they were employed as flying instructors and were able to pass on valuable experience to Swiss pilots undergoing conversion training.
The first course in Payerne was held between June and December 1997. It was attended by the pilots of 17 Squadron (previously a Mirage IIIS squadron). At the end of that year it was declared combat ready, with a total of 19 trained pilots.
The unit's level of accomplishment was reviewed in March 1998 as part of an inspection exercise under the name ORIP 98 (Operational Readiness Inspection Payerne). The results were entirely positive and testified to the top-class performance both of the new aircraft and their pilots.
Then came a setback on 7 April 1998, when J-5231, an F-18D, flew into a mountain in the Canton of Wallis, near Crans-sur-Sierre, killing both pilots. In the subsequent investigation, over 100,000 individual parts were examined as well as the black box, but no evidence of any fault on the aircraft was discovered. Instead, the investigation suggested that the pilot had become disorientated.
Apart from this incident, the Hornet's entry into service went remarkably smoothly, and all bodes well for F-18 operations over the next few decades. The fighter will probably remain in service for 5000 flying hours or 30 years.
To achieve this service life, design modifications included strengthening the airframe by constructing some of the frames out of titanium. This measure means that in wartime a software amendment permitting the maximum loading on the Swiss F-18s to be raised from +7.5g to +9g can be activated.
Other special features include adaptation of the electronic equipment to equipment already in service in Switzerland, such as the radio and IFF, together with another modification enabling existing stocks of Sidewinder missiles to be deployed.
A low drag pylon has been specially developed so as to accommodate one AIM-120B AMRAAM or one AIM-9P-5 Sidewinder guided missile. In a typical intercept mission profile, the time to climb to an altitude of 49,000ft at Mach 1.4 from release of the brakes is reduced by 25%.
For the time being the F-18s are to be used exclusively for air-to-air combat. In 1999 the Armaments Group did look into the question of whether additional aircraft could be procured as a replacement for the Mirage IIIRS reconnaissance aircraft. However, now that production of the C/D versions of the Hornet has ceased, only used aircraft could be considered for this role.
--------------------------------------------------------------------------------
Squadron Leader Werner Hoffmann, commander of 11 Tactical Squadron
"Our fighting power has improved enormously"
FLUG REVUE: What role does the F-18 Hornet play in the national defence of Switzerland?
W. Hoffmann: The fighting power of the Swiss Air Force has improved enormously. With the F-5 Tiger and the Mirage IIIS we were generations behind. It is only now with the F-18 that we have the means to achieve our primary task, maintenance of air superiority, at very short notice and under virtually all weather conditions, all around the clock. In a country as small as Switzerland it is absolutely essential to be airborne as soon as possible and have the long-range radar necessary to detect the target as early as possible. Again, in the Hornet we now have the means of achieving the new emphasis on "security through co-operation". In this way we now have a system which will enable us to operate in an international environment and hold our heads up high!
FR: At present only career military pilots fly the F-18. Will there be any opportunity in the future for militia pilots to fly the Hornet too?
Hoffmann: No, the F-18 system is so complex that it requires continuous training. Militia pilots as we know them today don't do enough flying to master the aircraft and be able to deploy it to optimal effect. It might be possible later on for some experienced Hornet pilots to hold reserve status and only be trained sporadically or for particular missions.
FR: Switzerland came in for some bad publicity in the spring when its government tried to purchase another 8 to 11 aircraft. Now that the C/D version production lines are closed, there is talk in the Swiss press of the "veteran F-18". Is the Hornet an old aircraft?
Hoffmann: Certainly not! In the version which Switzerland and Finland have, the F/A-18C/D is currently the most technologically advanced fighter aircraft in Europe. It is true that the basic Hornet model was designed a long time ago. But the heart of fighter aircraft like the F/A-18 lies in its software, so the aircraft can be kept at the cutting-edge by upgrading its software or computers. This has already been done, and further upgrades are planned for the future. The fact is that the F/A-18C/D is tailor-made for Switzerland's requirements.
Muradk
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In the first 2 min Mig had 9 Opprotunities to shoot the Hornet, they were flying in formation couple of times. that is the last thing you do in dog fight. Both planes are very capable, Hornet has only one advantage over the Mig (Speed) Hornet can fly at 160knots and wount stall but Mig on the other hand will stall at appox 220knots.
With such planes it is the man behind the machine.
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Muradk
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Adux when the palne does a Cobra it reformats quickly so there is little loss of energy And that is only with SU planes. Thrust to Power Ratio is to much so the plane recovers fast.
