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.
