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Boeing thinks the EA-18 Growler is the most likely version to be purchased by the US

One of the staples U.S. Navy for a number of years has been the F/A-18 E/F Super Hornet fighter. However, reports indicate that the new U.S. defense budget that is set to be unveiled next month has no allowance for purchasing new versions of the fighter.
 
New purchases of the electronic attack version called the EA-18G Growler are also nonexistent. Some in Washington want to continue to purchase the aircraft with a $75 million defense appropriations bill that would call for the purchase of 22 new aircraft. Boeing, the maker of the Super Hornet, also wants the military to purchase more EA-18G aircraft.

 
The Hornet has been around since the 1970's and replaced the F-14 Tomcat and A-6 Prowler. When the last orders are completed, the Navy will have 563 Super Hornets and 138 Growlers. The current orders will have production of the aircraft continuing through 2016.
 
Boeing says that 90,000 full time jobs around the country are dependent on Super Hornet production, and the company is currently shopping the jet to foreign nations now. Boeing had hoped to court Brazil with the purchase of 36 Super Hornets, but concerns over the NSA’s spying program led the Latin American country into the arms of Sweden and its Saab JAS-39 Gripen NG.
 
The existing Super Hornets will be supplemented by the troubled (and expensive) F-35 Lightning II for U.S. Navy duties.

Source: Defense News



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RE: Great Jet
By Nfarce on 2/19/2014 10:15:55 PM , Rating: 2
quote:
I've always thought the whole argument of two engines being superior to one a flawed one. Truth be told, most airplanes are harder (and more dangerous) to fly when one of two engines go out than a single-engine plane.


That generally refers to engines that are hung out on the wings, giving a large yaw movement with an engine out. The closer to the center line of the fuselage the engines are (like mounted on the tail) the less that yaw. The more the yaw, the more the drag is induced from the control surface deflections used to keep the aircraft straight and level (rudder and aileron specifically). That's where airspeed management and maintaining V-speeds for single engine operations are critical (and most dangerous). I've only flown single engine as a private pilot, but I have flown several Level-D airline simulators, from a 737-700 to a Canadair CRJ-700. When I had an engine shut on the CRJ, barely any rudder and aileron trim was needed to continue flying. With the 737 engine out we did, it required much more rudder and aileron input and trim.

It's also situations like this where you better have done your weight and balance calculations accurately. Many private pilots did not in one or both instances, and it got them, and anyone with them killed (and some on the ground too). A former chief pilot who checked me out for my PPL crashed a Cessna 421 after an engine went out right after takeoff and was "only" 75lbs overweight. With both engines operating, it wouldn't have missed a beat. But with one engine out just after that critical takeoff speed, that extra 75 pounds did them in. They all lived after slamming between two buildings and skidding across a parking lot without the wings, left between the two buildings they went through...would have made a hell of a movie crash sequence.


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