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configuration. A speed brake function is provided by differential deflection of the primary flight
control surfaces.
The pressurized cockpit is enclosed by an electrically operated clamshell canopy. An aircraft
mounted auxiliary power unit (APU) provides self-contained start capability for the engines.
1.1.2 Aircraft Gross Weight. Basic weight is approximately 31,500 pounds for the F/A-18E and
32,000 pounds for the F/A-18F. Refer to applicable DD 365-3 for accurate aircraft weight.
1.1.3 F/A-18F. The F/A-18F is the two seat model of the Super Hornet and is configured with
tandem cockpits. The rear cockpit can be configured with a stick, throttles, and rudder pedals (trainer
configuration); or with two hand controllers, a UFCD adapter, and foot-operated communication
switches (missionized configuration). The rear cockpit controls and displays operate independently of
those in the front cockpit.
Figure 1-2. Approximate Dimensions
A1-F18EA-NFM-000
I-1-2 ORIGINAL
1.1.4 Radar Cross Section (RCS) Reduction. RCS reduction is a significant feature of the F/A-
18E/F. While the maintenance community is tasked with maintaining the RCS features of the aircraft,
it is in the best interests of the aircrew community to take an active role to ensure the survivability
characteristics of the aircraft are retained.
RCS reduction is accomplished through numerous airframe design features. See figure 1-3. The
baseline feature is planform alignment of as many surface edges as feasible. The outer moldline of the
aircraft is treated to make it a smooth, conductive surface in order to reduce radar scattering.
Treatment entails metalizing the navigation lights, canopy, and windshield. Permanent joints and
gaps around infrequently opened panels are filled with a form-in-place (FIP) sealant, which is blended
flush and conductively painted. Gaps around frequently opened panels are filled with a conductive FIP
(CFIP) sealant, which allows for easier repair. Conductive tape is applied to a few gaps where there is
no substructure to support FIP material, such as along LEX edges. Conductive tape can also be used
to quickly repair damaged FIP joints.
Since CFIP in the gaps around frequently opened panels will experience the most wear and tear, a
corrosion-proof radar absorbing material (RAM) is applied in front of many of these gaps. RAM is also
applied (1) on the inlet lip and duct, (2) as diamond-shaped patches around drain holes, and (3) in
various locations that tend to highly scatter radar energy such as around pitot tubes, vertical tail
openings, vents and screens, flap hinges and fairings, and portions of the pylons and external tanks. A
multi-layer RAM is used in a few locations, such as around AOA probes and on the top, front surface
of the pylons.
Figure 1-3. Radar Cross Section (RCS) Reduction
A1-F18EA-NFM-000
I-1-3 ORIGINAL
Gaps around landing gear doors are treated in two ways. Nose landing gear doors use flexible
conductive blade seals on leading and trailing edges; main landing gear door edges are wrapped with
RAM. Scattering from trailing edges (i.e., trailing edge flaps and rudders) is controlled by a radar
absorbing boot which is bonded to the surface. Scattering from the back edge of the windshield is
controlled by a gray, laminated material called the aft arch termination strip.
The engine inlet ducts incorporate a device to minimize engine front face scattering. The edge of the
canopy incorporates a conductive bulb seal to block radar reflections from that joint. Conductive bulb
seals are also used where there is significant structural flexure, such as at the wing-to-LEX interface.
Eleven electro magnetic interference shields (EMIS) III radar shields are permanently installed on
the radar antenna hardware. To allow the aircraft to achieve its full RCS reduction potential, a
missionized kit consisting of twelve more EMIS III radar bulkhead shields, are installed for combat
missions only. Additionally, SUU-79 pylons can be fitted with a set of low observable (LO) hardware.
1.2 BLOCK NUMBERS
See figure 1-4 for block numbers and bureau numbers for each lot of aircraft.
A1-F18EA-NFM-000
I-1-4 ORIGINAL
LOT XXI
BLOCK 52
(12)
F/A-18E F/A-18F
165533 165541
165534 165542
165535 165543
165536 165544
165537
165538
165539
165540
LOT XXII
BLOCK 53
(20)
F/A-18E F/A-18F
165660 165668
165661 165669
165662 165670
165663 165671
165664 165672
165665 165673
165666 165674
165667 165675
165676
165677
165678
165679
LOT XXIII
BLOCK 54
(30)
F/A-18E F/A-18F
165779 165793
165780 165794
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NATOPS Flight Manual 飞行手册 1(28)
