6 Currents S P R I N G 2 0 0 7

HE F/A-18 GREEN HORNET TEAM HAS SUCCESSFULLY IMPLEMENTED A SERIES OF

ENVIRONMENTALLY-FRIENDLY TECHNOLOGIES WITHOUT COMPROMISING THE

THE PRODUCTION, PERFORMANCE AND DEPLOYMENT OF THE AIRCRAFT.

Significant efforts were exerted by the govern-

ment/industry team, led by the F/A-18 Strike

Fighter Program Office (Program Manager—

Air (PMA) 265) at the Naval Air Systems

Command (NAVAIR), to make the original

Hornets environmentally friendly. These

aircraft, that achieved Initial Operational

Capability (IOC) in the twentieth century, also

achieved extraordinary breakthroughs in elimi-

nating and/or reducing environmental, safety, and occupational health (ESOH)

risks with the development of the F/A-18E/F Super Hornet. The Super Hornet

Block II is the most combat capable, affordable, joint interoperable, multi-mission

strike-fighter aircraft in the world today. Seven years have passed since the F/A-

18E/F Super Hornet entered the fleet in 1999. Since that time, the United

States Navy (USN) has accepted 260 Super Hornets, stood up 14 fleet

squadrons, two Fleet Readiness Squadrons, and three test squadrons.

greenProgram Office Implements Technologies Without Compromising Aircraft Performance

t

GREEN HORNETAchieves Environmental Breakthroughs

teamteam

S P R I N G 2 0 0 7 Currents 7

These F/A-18 aircraft achieved extraordinarybreakthroughs in eliminating and/or reducing ESOH risks

with the development of the Super Hornet.

Since IOC in 1999, the Navy has useda disciplined, iterative, incrementaldevelopment process to manage tech-nological risk and cost while inte-grating the most advanced sensors,computers, electronic warfare systemsand precision air-to-ground weaponsand simultaneously giving equalemphasis to ESOH considerations. Thekey to these remarkable achievementsis the cooperative and systematicapproach of the government/contractorteam employed to meet ESOH respon-sibilities. The same techniquessuccessful in the development of theSuper Hornet are being applied to thedevelopment of its electronic attackvariant—the EA-18G Growler.

The F/A-18E/F and EA-18G programteam, comprised of 150 civilians and35 military personnel, is grouped intomission-focused Integrated ProductTeams (IPT). The Green Hornet Team(GHT) serves as the ESOH IPT and is

8 Currents S P R I N G 2 0 0 7

4. Addressing safety with regard tothe systems and human environ-ment, and

5. Participating in promising researchand development initiatives.

The F/A-18E/F and EA-18G acquisi-tion programs are committed to theESOH policies outlined in Departmentof Defense (DoD) Directive 5000.1 andDoD Instruction 5000.2, which pertainto Compliance, National Environ-mental Policy Act (NEPA), Safety andOccupational Health, and HAZMATManagement/Pollution Prevention(P2). PMA265’s ESOH strategy for theF/A-18E/F and EA-18G programs isbased on Military Standard-882D. Theoverall intent is to identify ESOH riskareas and a series of strategies to elimi-nate or reduce the degree of risk,

led by PMA265’s ESOHManager, Mike Rudy. The GHToversees and guides ESOHrequirements for PMA265acquisition programs, includingthe F/A-18E/F and EA-18G.The GHT mission is to manageESOH risks to the maximumextent practicable, while simul-taneously assuring successfulproduction and deployment ofthese aircraft. Government andcontractors work together tomeet ESOH responsibilities andraise awareness of potentialESOH concerns associated withthe F/A-18E/F and EA-18Gacquisition programs. Overallobjectives for the GHT andPMA265 include:

1. Eliminating and/or reducinghazardous materials(HAZMAT);

2. Identifying material reduction andrecycling opportunities;

3. Implementing design changes thathelp to reduce ESOH impacts andpotential associated costs;

The PMA265 Green Hornet Team

� PMA265 ESOH Manager

� PMA265 System Safety Engineers

� NAVAIR Materials

� NAVAIR Power & Propulsion

� NAVAIR Research & Engineering

� General Electric Transportation

� Boeing Corporation

� Raytheon

� Northrop Grumman Corporation

� Booz Allen Hamilton

The second Growler AirborneElectronic Attack aircraft

takes off with Boeing pilotGregory Bigalk and

weapons system operatorDana Perkins on board.

Photos by Dave Martin

where practical, and to manage costs, liabilities, andschedule delays for PMA265. As risks are identified, they areresolved in cooperation with all stakeholders. The F/A18-E/Fand EA-18G programs exemplify integrating ESOH issuesinto weapon system design, testing and evaluation, andoperations as the following examples demonstrate.

Installation of Dedicated Pre-cooling Switches in the Cockpit

A medium/high risk for the EA-18G program (the AEA Pre-Cooling System) has been successfully mitigated and closed.Aircraft avionic cooling fans were not providing sufficientcool air on hot days to operate the ALQ-218 equipment onthe gun bay pallet during built-in-tests (BIT). In an attemptto provide adequate cooling, air was being diverted from thecockpit to the AEA pallet via a series of manual, rather thanautomatic control procedures. This preliminary designapproach presented the potential for hypoxic conditions tothe EA-18G crew from insidious loss of cabin pressure andthe potential for a catastrophic fan failure if the pre-coolcockpit setup switches did not return to their proper posi-tions after the BIT checks. This hazard was successfullydesigned out by installing dedicated pre-cooling switches inthe cockpit that use a magnetically held switch and relaycontrol logic to control pre-cooling valve commands.

Incorporating a High Performance Engine with Low Emissions & Reduced Fuel Consumption

The Trapped Vortex Combustor (TVC) project is a collabora-tive effort among PMA265, NAVAIR Propulsion and Power, the

Naval Sea Systems Command, and General Electric (GE)Transportation. The TVC is a distinctive and innovativeconcept for a high performance gas turbine engine with lowemissions and reduced fuel consumption. Combustion iscompleted as the partially combusted air from the cavitiesmixes with the main airflow. TVC project goals are to reducenitrogen oxides (NOx) emissions by 50 percent, carbonmonoxide (CO) by 60 percent, unburned hydrocarbons by 80percent, and fuel consumption without compromising engineperformance attributes such as thrust, weight, and cost.

A new era in naval aviation begins with the first EA-18G Growler aircraft.The next-generation electronic attack aircraft combines the combat-proven

F/A-18 Super Hornet with a state-of-the-art electronic warfare avionics suite.The EA-18G is expected to enter initial operational capability in 2009.

U.S. Navy photo

The TVC seeks to reduce nitrogen oxides emissions,carbon monoxide emissions, unburned hydrocarbons, and

fuel consumption without compromising engine performance.

S P R I N G 2 0 0 7 Currents 9

C O N T I N U E D O N P A G E 1 4

oday, the F/A-18 Hornets and Super Hornets are flying from the U.S. Navy’s twelve aircraftcarriers, from Naval and Marine Corps AirStations, Marine Corps Expeditionary Air

Fields, and from the air bases of seven additionalnations. The Hornets, and their larger youngerbrothers, the Super Hornets, are multi-missionstrike fighters, combining the capabilities of afighter or interceptor with those of attack aircraftor bombers. The original F/A-18A (single-seat)and F/A-18B (dual-seat) became operational in1983, replacing Navy A-7s and Marine Corps F-4s. The Hornet quickly became the battle groupcommander’s mainstay because of its capability,versatility and avail-ability. Reliability andease of maintenancewere emphasized in theHornet’s design, and F/A-18s have consistentlyflown three times morehours without failurethan other Navy tacticalaircraft, while requiringhalf the maintenancetime.

The F/A-18 has a digitalfly-by-wire flight control system, which providesexcellent handling qualities, and allows pilots tolearn to fly the airplane with relative ease. At thesame time, this system provides excellent maneu-verability and stability, permitting the pilot toconcentrate on operating the weapons system. Animpressive thrust-to-weight ratio and superior turncharacteristics combined with outstanding energyaddition capability, enable the F/A-18 to hold itsown against any adversary. In addition, the F/A-18was also the Navy’s first tactical jet aircraft to incor-porate a digital MUX bus architecture for the entiresystem’s avionics suite. The benefit of this designfeature is that the F/A-18 has been relatively easyto upgrade on a regular, affordable basis.

Following a successful run of more than 400 Aand B models, the U.S. Navy began taking fleetdeliveries of improved F/A-18C (single-seat) andF/A-18D (dual-seat) models in September 1987.These Hornets carry the Advanced MediumRange air-to-air Missile (AMRAAM) and theinfrared imaging Maverick air-to-ground missile.Two years later, the C/D models came withimproved night attack capabilities; the newcomponents included a navigation forward-looking infrared pod, a raster head-up display,night vision goggles and compatible cockpitlighting, a digital color moving map and an inde-pendent multipurpose color display.

Beginning in 1991 the Hornets featured the newF404-GE-402 engines, each generating almost2,000 pounds more thrust than the original F404-GE-400 engines. This restored performancedegraded by the weight and growth increases overthe previous decade.

The F/A-18 has proven to be an ideal componentof the carrier-based tactical aviation equation overits 24 years of operations. Throughout its service,annual upgrades to the F/A-18 weapon systems,sensors, and other components have continued.The latest lots of F/A-18C/D’s have grown to be farmore capable (night attack, precision strike, lowobservable technologies, etc.) than the original

tA History of the F/A-18 Strike Fighter

10 Currents S P R I N G 2 0 0 7

An F/A-18E Super Hornet going transonic.Photo by Kurt Lengfield

F/A-18. However, by1991 it was becomingclear that avionicscooling, electricalpower and spaceconstraints wouldbegin to limit futuregrowth. Additionally,another operationaldeficiency was begin-ning to develop. As theF/A-18C/D emptyweight increased,aircraft returning to thecarrier with high valueunexpended stores were unable to land with thedesired amount of reserve fuel due to maximumcarrier landing weight limitations. In other words,the Hornet’s “bring-back” capability was limited asthe aircraft’s empty weight increased over theyears. The additional range and bring-back are notas essential to shore based operations. Hornetswill fly for years with the U.S. Marine Corps andseven international customers: Australia, Canada,Finland, Kuwait, Malaysia, Spain, andSwitzerland. Although the F/A-18C/D’s futuregrowth is now limited, it continues to fill a criticalrole in the U.S. Navy’s carrier battle group and isan excellent complement to the larger, longer-range, more capable F/A-18E/F Super Hornet.

The Super Hornet is substantially a new aircraft,which shares only limited structural common-ality with the F/A-18A-D family of fighters.While the F/A-18E/F forward fuselage is derivedfrom the F/A-18A-D design, the wing, center andaft fuselage, tail surfaces and powerplants areentirely new. The baseline avionics system ishowever largely derived from the F/A-18C/D,with planned growth through further evolvedderivatives of the radar, electronic warfare andcore avionic systems, and entirely new systemswhere appropriate.

Structurally, the Super Hornet is built largely fromaluminum alloys, with extensive use of carbonfiber composite skins in the wings, and titaniumin several critical areas. The design load factorlimit of 7.5Gs is identical to the F/A-18A-D.

With a 40 percent increase in range over the F/A-18C/D, 25 percent greater payload, threetimes the bring-back, five times the survivability,the capability to serve as an airborne tanker, andgrowth capacity for 20 years, the Super Hornet isan immensely successful investment in thenation’s defense. To top off these successes, theaircraft program is meeting its performance, costand schedule plans laid out in 1991—a uniqueachievement in the record books of moderndefense acquisition.

The most notable visual difference between theF/A-18A-D and F/A-18E/F, to the casual observer,is the engine inlets. The inlets represent a keydesign optimization intended to reduce theaircraft’s forward sector radar cross section. Itwould be fair to say that the F/A-18E/F employsthe most extensive radar cross section reduction(RCS) measures of any contemporary fighter, otherthan the very low observable F-22 and the JointStrike Fighter. While the F/A-18E/F is not a true

S P R I N G 2 0 0 7 Currents 11

An F/A-18E doing spin testing.Photo by Randy Hepp

stealth fighter like the F-22, it has a forward sectorRCS arguably an order of magnitude smaller thanseventies designed fighters. The Super Hornetemploys a further evolved derivative of the F/A-18C/D avionic package. While the AN/APG-73radar is retained, provisions have been made forthe AN/APG-79 Active Electronically ScannedArray (AESA) retrofit. The Super Hornets currentlyrolling off the assembly line are equipped with theAESA radar and the new Advanced TargetingForward Looking Infrared (ATFLIR) targeting pod.

Considerable development hasalso been committed to an elec-tronic combat derivative of theF/A-18F—the E/A-18G Growler.This aircraft will replace the EA-6B Prowler, which is often consid-ered too slow to keep up withstrike packages, with a fullycombat capable escort jammerand high-speed anti-radiationmissile (HARM) shooter. TheAirborne Electronic AttackVariant F/A-18F derivativeemploys wing tip pods withreceiver equipment, a mission avionics package inthe M-61 gun bay, and a mixed payload of AN/ALQ-99 derivative high power support jamming pods andAGM-88 HARM or derivative anti-radiation missiles.

The use of a buddy refueling pod in conjunctionwith four 480-U.S gallon wing tanks is a standardrole for the F/A-18E/F.

A key role in USN service is tactical tanking, usinga buddy refueling store. With the retirement of theKS-3 Viking tankers, the F/A-18E/F has becomethe sole carrier based tactical tanking asset. Unlikethe KA-6D and KS-3, an F/A-18E/F gas truck isnot a tanker to be trifled with by hostile fighters.

F/A-18’s played an important role in the 1986strikes against Libya. Flying from the USS CORAL

SEA (CV 43), F/A-18’s launched HARMs againstLibyan air defense radars and missile sites, effec-tively silencing them during the attacks onBenghazi facilities.

In 1991, on the first day of Operation DesertStorm, two F/A-18’s, each carrying four 2,000-pound bombs, shot down two Iraqi MiGs andthen proceeded to deliver their bombs on target.Squadrons of U.S. Navy, Marine and CanadianF/A-18’s set records daily in reliability, survivabilityand ton-miles of ordnance delivered.

12 Currents S P R I N G 2 0 0 7

In 1999 Hornets supported Operation Allied Forcein Kosovo, neutralizing Serbian troops, armor, andinfrastructure, and flying cover for the rescue of adowned F-16 pilot.

Operation Enduring Freedom in 2001 sawHornets engaging Al Qaeda and Taliban forces inAfghanistan, polishing the close liaison withSpecial Forces and Marines on the ground thatproved so successful later in Iraq.

Beginning in 2004 and throughout the initialphases of Operation Iraqi Freedom, six aircraftcarriers (four equipped with Hornets and twowith both Hornets and Super Hornets) providedaround-the-clock support to U.S. Army and U.S.Marine Corps forces charging up the TigrisEuphrates valleys and to Special Forces scattered

An F/A-18F Super Hornet launches fromthe flight deck of aircraft carrier USS JOHN C. STENNIS (CVN 74).U.S. Navy photo by Mass CommunicationSpecialist 3rd Class Paul J. Perkins

throughout northern andwestern Iraq. AdditionalHornets flown by U.S.Marines and by the RoyalAustralian Air Force supple-mented this onslaught.

On 11 February 2000, theNational AeronauticAssociation awarded theF/A-18E/F its Robert J.Collier Trophy for thegreatest achievement in aero-nautics in America, withrespect to improving theperformance, efficiency, andsafety of air or space vehi-cles, the value of which hasbeen thoroughly demon-strated by actual use duringthe preceding year.

On 14 November 2000, the F/A-18E/F team wasawarded the 2000 Aviation Week Quality CenterAward. This award recognizes superior qualitymanagement in civil, military and space organiza-tions and facilities. The Super Hornet team waschosen for consistently remaining on or ahead ofschedule and under budget, meeting or surpassingkey performance parameters and flying the firstengineering and manufacturing developmentaircraft one month early.

The F/A-18E/F’s AESA radar team was awardedthe Aviation Week & Space Technology 2002Laureate for Electronics. This radar, theAN/APG-79, promises to be more lethal, surviv-able and reliable than any airborne fire controlradar today.

The EA-18G has been selected for the 2006 DavidPackard Excellence in Acquisition Award, theDefense Department’s most prestigious teamaward for acquisition excellence.

The F/A-18 has been in the forefront of carrieraviation’s capabilities and campaigns for 24 years.Throughout these years, it has been enhancedand kept ahead of the threat. The newest editionof this success story is poised for at least anotherquarter century of evolutionary development,with greatly expanded roles into missions such aselectronic warfare. Because of the F/A-18, carrieraviation is superbly prepared for the challenges inthe 21st century.

S P R I N G 2 0 0 7 Currents 13

An F/A-18E doing a wind up turn during a flight test.Photo by Randy Hepp

The F/A-18E—the fourth E Super Hornet deploying

the spin safety chute.Photo by Vernon Pugh, Jr.

14 Currents S P R I N G 2 0 0 7

PMA265 is focused on technical solutions that do not impinge on aircraft thrust while allowing for a

significant reduction in noise decibel levels.

C O N T I N U E D F R O M P A G E 9

An F/A-18F Super Hornet is chained to the flight deck of aircraft carrier USS DWIGHT D. EISENHOWER (CVN 69).

U.S. Navy photo by Mass Communication Specialist 3rd Class Jason Johnston

TABLE 1: TVC Emissions Reductions (in pounds)

Carbon Nitrogen UnburnedMonoxide Oxides Hydrocarbons

Emission reductions per

landing take off (LTO) cycles 14.92 17.14 27.38

Estimated emissions reductions

per annum at all locations* 2,543,010 2,921,393 4,666,729

Estimated emissions reductions

over 25-year life cycle 63,575,239 73,034,826 116,668,234

* Based on an estimated total F/A-18E/F fleet average of 170,443 LTO cycles per annum at all locations at sea and ashore.

TABLE 2: TVC Fuel Consumption Reductions

Pounds Mass Gallons

Ground Idle (G/I) state per LTO* 23 3.37

Annual reduction consumption

in G/I state 7,848,561 Over 1.15 million

Estimated fuel consumption

reduction over 25-year lifecycle Over 196 million Over 28.7 million

* This fuel savings estimate is based on the 42.5 minutes at G/I during the LTO.

Table 1 reflects the overall projectedair emission reductions that couldbe achieved with the TVC, whileTable 2 reflects the overall projectedfuel consumption reductions. Thecombined projected air emissionand fuel consumption reductionsthat could be achieved with the TVCoffer a viable way to further protectthe environment and sustain ournatural resources. Achievement ofthese benefits would help reduceimpacts on air quality in areas desig-nated as non-attainment by the U.S.Environmental Protection Agency.

Non-chromated Plating & Primers

Boeing is working on qualificationof several non-chromated platingand primers for F/A-18E/F and EA-18G application. Non-chromeprimers and paints under study foruse as a tie-coat include zero VolatileOrganic Compound, waterborne,and water-reducible primers. Thesubstitutions are equivalent inperformance to their predecessors;yet do not pose the hexavalentchrome exposure health risk.Additionally, for aircraft with theprevious paints and primers, Boeinghas implemented a process ofsurface reactivation in lieu ofsanding to prevent the release ofchrome into the air. The previousprocess (hand sanding) took 14.5hours per aircraft. The use of surfacereactivation, for 14.5 hours peraircraft, at an average of 48 aircraftper year, provides a human expo-sure to chrome avoidance of 696labor hours.

Contractor

Power Plant

Accommodations

Performance

Armament

Mission &

Capabilities

Total Program

Unit Cost (FY98

calculations)

� Boeing (McDonnell Douglas Aerospace)

� Northrop Grumman (Airframe)

� General Electric (Engines)

� Raytheon (Radar)

F/A-18C/D Hornet

Two F404-GE-402 afterburning engines, each in the

18,000 pound thrust class,which results in a combat

thrust-to-weight ratio greater than 1-to-1. Depending

on the mission and loading, combat radius is greater

than 500 nautical miles.

F/A-18C maximum speed at level flight in

altitudes of 36,089 feet: Mach 1.7

� F/A-18C/D can carry up to 13,700 pounds of

external ordnance.

� Weapon stations include: two wingtip stations for

Sidewinders; two outboard wing stations for air-to-

air or air-to-ground weapons; two inboard wing

stations for fuel tanks, air-to-air, or air-to-ground

weapons; two nacelle fuselage stations for the

AIM-120 advanced medium-range air-to-air missile,

AIM-7 Sparrow, or sensor pods; and one centerline

station for fuel or air-to-ground weapons.

� The F/A-18C/D Hornet can perform both air-to-air

and air-to-ground missions.

� Cockpit displays and mission avionics are

thoroughly integrated to enhance crew situational

awareness and mission capability in high threat,

and adverse weather/night environments.

� Cockpits are night vision goggle compatible.

� Multi-Sensor Integration and advanced data link

capabilities further enhance situational awareness.

$39.5 million

F/A-18E/F Super Hornet

Twin F414-GE-400 engines, each in

the 22,000 pound thrust class. On an

interdiction mission, the E/F will fly up

to 40 percent further than the C/D.

F/A-18E maximum speed at level flight

in altitudes of 36,089 feet: Mach 1.6

� F/A-18E/F can carry up to 17,750

pounds of external ordnance.

� Two additional wing store stations

have been added.

� The F/A-18E/F Super Hornet is able

to perform a strike tanker mission

whie carrying a self-protection air-to-

air missile loadout.

� The E/F model also has greater

payload flexibility, increased mission

radius, survivability, payload bring

back, and a substantial avionics

growth potential.

$60 million

� The F/A-18C and F/A-18E are single seat aircraft.

� The D and F models are flown by two crew members.

� The aft seat in the D and F may be configured with a stick and throttle for the

training environment (or without when crewed with a Weapons System Officer).

S P R I N G 2 0 0 7 Currents 15

The Basics About the F/A-18 Strike Fighter

average cost of $500 per barrel) and acost savings of $25,000 in 2004 vice2003 disposal costs.

PMA265 is also actively participatingwith other organizations on potential,viable technology solutions forreducing noise levels generated byhigh performance aircraft. PMA265 isworking with the Office of NavalResearch (ONR), GE Transportation,and the National Center for PhysicalAcoustics at the University ofMississippi to determine the most cost

effective and technically possibleapproach for jet noise reduction.Basing of naval aircraft (and highperformance carrier aircraft in partic-ular) has become problematic becauseof civilian community protest and liti-gation. Carrier deck noise mitigation isalso an ESOH issue. Long-termhearing loss is of particular concern asa real occupational health issue and alarge financial liability the federalgovernment is incurring from long-term disability claims.

16 Currents S P R I N G 2 0 0 7

Reducing Hazardous WasteDuring Engine Manufacture

General Electric, the prime contractorfor the F414 engines used in the F/A-18E/F and EA-18G, has achieveddramatic reductions in hazardouswaste and success in P2 at their F414manufacturing plant in Lynn, MA.Over 2,000,000 pounds (lbs) ofhazardous waste was generated annu-ally and stored in 10 aboveground/underground storage tanks in1997. This was reduced to 281,000lbs in 2004 resulting in a 90 percenthazardous waste stream reduction.This was achieved through the use ofoff site recycling of jet fuel,oils/coolants, carbon filters and leadfilm. No operational hazardous wastetanks are currently used at the facility.Additionally, the use of toxic chemi-cals has declined from 225,000 lbs to41,000 lbs. Chlorinated solvent usehas been nearly eliminated, use ofHCFC-141b discontinued and high-risk production units eliminated.

Improved Inventory & WasteManagement System

Northrop Grumman Corporationdeveloped an improved inventory andwaste management system to mini-mize HAZMAT and environmentalwaste on the F/A-18E/F and EA-18G.The project, beginning in 2004,focused on reducing the amount ofvirgin paints and chemicals exceedingtheir shelf life and being disposed ofas hazardous waste. Changes made toNorthrop Grumman’s HAZMAT andwaste management procedures provedto reduce approximately 2,500gallons of hazardous waste (50gallons of waste/barrel with an

PMA265 has an exemplary record managing major acquisition programs while simultaneously integrating DoD

ESOH requirements with the acquisition program process.

An F/A-18F Super Hornet has its arresting gear down prior to landing.

U.S. Navy photo by Photographer’s Mate Airman Adam Cobb

PMA265 is focused on technical solutions that do notimpinge on aircraft thrust while allowing for a significantreduction in noise decibel levels. PMA265 and their part-ners have evaluated multiple noise suppression conceptsexperimentally and computationally including chevrons,corrugations, high-pressure microjet droplet spray injec-tion and high-pressure microjet air injection. GETransportation’s Jet Noise Reduction TechnologyDevelopment for the F414/F404 of fluidic chevrons isparticularly attractive. Similarly, PMA265 is looking at theBoeing-Beveled Angle Nozzle Noise Reduction initiative.PMA265’s ESOH Manager, Mike Rudy, has been nomi-nated to serve on a standing North Atlantic TreatyOrganization committee that seeks technical, affordableand feasible solutions to jet noise problems caused byhigh performance jet aircraft.

PMA265 is working with several government organizationefforts to raise ESOH awareness and promote sustain-ability within acquisition programs. PMA265 participatesin the Hard Chrome Alternatives Team (HCAT) andPropulsion Environmental Working Group (PEWG) toremain abreast of technologies potentially applicable tothe F/A-18E/F and EA-18G Programs. The HCAT iscommitted to replacing chrome plating on commercialand military aircraft. The ESOH problem with hardchrome arises during production, plating, and other main-tenance processes, which may result in the release ofcarcinogenic hexavalent chromium ions or personnelexposure to the toxin. Replacing hard chrome with alter-natives, such as high velocity oxygen fuel (HVOF), wouldhelp to eliminate ESOH risks. Depending on results fromcurrent HVOF tests, it could be a future alternative for theF/A-18E/F and EA-18G. PMA 265 monitors PEWG initia-tives, which are focused on methods to extend the life ofsystems and reduce waste in all factors of production,reduce cost of product ownership, and minimize safetyand health risks, and improve environmental security.PMA265 also works with the Strategic EnvironmentalResearch and Development Program and theEnvironmental Security Technology Certification Programin developing new ESOH initiatives (such as the TVC).

The Green Hornet team’s ESOH risk management effortshave not gone unnoticed. The winner of DoD’s DavidPackard Excellence in Acquisition Award in 2006, PMA265has an exemplary record managing major acquisitionprograms while simultaneously integrating DoD ESOHrequirements with the acquisition program process.Indicative of this success is winning the Chief of NavalOperations Environmental Readiness Division’s Award forEnvironmental Excellence in Weapon System Acquisitionconsecutively in 2001, 2003 and 2005.

The Green Hornet ESOH team will continue to collaboratewith ONR, other DoD organizations, private industry, andacademia to mitigate current air emissions, hazardous mate-rials, and jet noise concerns for the promise of substantial,additional ESOH risk reductions all while ensuring thecontinued successful production, performance and deploy-ment of the aircraft. �

S P R I N G 2 0 0 7 Currents 17

Mike RudyF/A-18 Program Office (PMA265)301-757-7638DSN: 757-7638michael.rudy@navy.mil

C O N T A C T

Pilots conduct a pre-flight inspection on an F/A-18F Super Hornet.U.S. Navy photo by Mass Communication Specialist 3rd Class Jon Hyde