The Air Force passed on the YF-17 prototype, preferring the more agile F-16. But Navy planners liked it—ultimately transforming it into the venerable F/A-18.

The upcoming F/A-XX contract award will signal the beginning of the end for the fighter that has served as the Navy’s workhorse for decades, the F/A-18 Hornet. While the F/A-18 has enjoyed a venerable service life, it is worth remembering that the aircraft began its tenure as an Air Force reject—passed over in favor of the more ubiquitous F-16 Fighting Falcon. Now, as the Navy prepares to eventually phase out their F/A-18 fleet in favor of a forthcoming sixth-generation option, let’s take a closer look at the jet the Air Force missed out on, which the Navy modified into an iconic multirole fighter.

The Air Force Didn’t Want the F/A-18

The F/A-18 is itself a derivative of the Northrop YF-17 prototype, an entrant in the Air Force’s Lightweight Fighter (LWF) program, which sought to introduce a jet that adhered to then-Major John Boyd’s energy-maneuverability (E-M) theory. Boyd’s theory held, intuitively, that excessive weight would hamper the maneuverability of an aircraft. In turn, the LWF program called for a lightweight fighter of less than 20,000 pounds with a high thrust-to-weight ratio.

This idea was very much a response to the new F-15 Eagle, which was large and heavy—weighing in excess of 40,000 pounds. The diminutive single-engine General Dynamics YF-16 won the LWF competition and was developed into the F-16 fighter. In that competition, the YF-16 beat out the Northrop YF-17.

The Navy Gave the F/A-18 a Second Look

But U.S. Navy observers were impressed with the latter plane—and skeptical that the YF-16, with its narrow landing gear and single engine, could handle the rigors of carrier landings. In particular, they were attracted to the YF-17’s twin-engine configuration, then a perceived prerequisite to naval operations.

While the YF-17 was the seed of the F/A-18 program, the finished product was heavily modified from the original LWF-entrant prototype. McDonnell Douglas oversaw the modifications, strengthening the airframe, undercarriage, and tailhook for starters. Folding wings were added, the landing gear was widened, another wheel was added to the front landing gear, and catapult attachments were installed—all to facilitate carrier operations. To increase fuel capacity, the dorsal spine was enlarged and a 96-gallon fuel tank was added to each wing. Additionally, the YF-17’s wings and stabilators were enlarged while the aft fuselage was widened four inches. Then, crucially, the YF-17’s control system was replaced with a digital fly-by-wire system that featured quadruple redundancies. The fly-by-wire system has since become standard for advanced jets, but at the time, the feature was novel. With the modifications in place, the aircraft which had begun as the YF-17 was designated the F/A-18 Hornet.

The finished product was adept in multiple roles and renowned for its maneuverability. With a respectable thrust-to-weight ratio, digital fly-by-wire system, and leading-edge extensions, the F/A-18 could maintain control at high angles of attack.

The extra-maneuverable F/A-18 Hornet would serve as a linchpin of U.S. naval airpower. Alongside the famed F-14 Tomcat, the F/A-18 (and later the F/A-18 E/F Super Hornet) would give the Navy a variety of capable fighter options.

About the Author: Harrison Kass

Harrison Kass is a senior defense and national security writer with over 1,000 total pieces on issues involving global affairs. An attorney, pilot, guitarist, and minor pro hockey player, Harrison joined the US Air Force as a Pilot Trainee but was medically discharged. Harrison holds a BA from Lake Forest College, a JD from the University of Oregon, and an MA from New York University. Harrison listens to Dokken.

Image: Shutterstock / david hili.

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