Hubbry Logo
McDonnell Douglas T-45 GoshawkMcDonnell Douglas T-45 GoshawkMain
Open search
McDonnell Douglas T-45 Goshawk
Community hub
McDonnell Douglas T-45 Goshawk
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
McDonnell Douglas T-45 Goshawk
McDonnell Douglas T-45 Goshawk
McDonnell Douglas T-45 Goshawk
View on Wikipedia
from Wikipedia

The McDonnell Douglas (now Boeing) T-45 Goshawk is a highly modified version of the British BAE Systems Hawk land-based training jet aircraft. Manufactured by McDonnell Douglas (now Boeing) and British Aerospace (now BAE Systems), the T-45 is used by the United States Navy as an aircraft carrier-capable trainer.

Key Information

Development

[edit]

Background

[edit]

The T-45 Goshawk has its origins in the mid-1970s, during which time the U.S. Navy formally commenced its search for a new jet trainer aircraft to serve as a single replacement for both its T-2 Buckeye and TA-4 Skyhawk trainers.[3] During 1978, the VTXTS advanced trainer program to meet this need was formally launched by the U.S. Navy. An Anglo-American team, comprising British aviation manufacturer British Aerospace (BAe) and American aircraft company McDonnell Douglas (MDC), decided to submit their proposal for a navalised version of BAe's land-based Hawk trainer. Other manufacturers also submitted bids, such as a rival team of French aircraft company Dassault Aviation, German manufacturer Dornier and American aerospace company Lockheed, who offered their Alpha Jet to fulfil the requirement.[3]

The VTX-TS competition was not simply for the procurement of an aircraft in isolation; it comprised five core areas: the aircraft itself, capable flight simulators, matured academic training aids, integrated logistic support, and program management.[3] For their proposal, MDC was the prime contractor and systems integrator, BAe functioned as the principal subcontractor and partner for the aircraft element, Rolls-Royce provided the Adour engine to power the aircraft, and Sperry is the principal subcontractor for the simulator system.[3] During November 1981, the U.S. Navy announced that it had selected the Hawk as the winner of the VTX-TS competition.[3] Reportedly, approximately 60 per cent of the work on the T-45 program was undertaken overseas in Britain. During September 1982, a Full Scale Engineering Development contract was awarded to the MDC team to fully develop and produce the proposed aircraft, which had been designated T-45 Goshawk.[3] On 16 April 1988, the first T-45A Goshawk conducted its maiden flight.[4]

Production

[edit]
A pair of T-45A Goshawks during a training flight over Texas

Work on the production of the Goshawk was divided between the two primary partner companies. BAE Systems (BAe's successor following its merger with Marconi Electronic Systems during 1999) was responsible for manufacturing the fuselage aft of the cockpit, along with the air inlets, and the vertical stabilizer of the T-45 at their Samlesbury facility, while the wings were produced at the company's plant at Brough, England. Boeing (which had merged with McDonnell Douglas during 1997) performed the manufacture of the remaining elements of the Goshawk, as well as conducting assembly of the type at a production line at St. Louis, Missouri, after having transferred work on the program from the company's facility in Long Beach, California.

The Goshawk retained the typical powerplant used by the Hawk, the Rolls-Royce Adour turbofan jet engine.[5] During the mid-1990s, Rolls-Royce worked on establishing a US-based production line for the Adour engine, which was to be operated by the former Allison Engine Company (which had been recently acquired by Rolls-Royce in 1995); however, during September 1997, the U.S. Navy chose to terminate the partially-finished engine effort.[6] Around this time, the U.S. Navy was greatly interested in potentially adopting another powerplant, the International Turbine Engine Company's F124 turbofan engine, for the Goshawk. On 7 October 1996, a T-45A test aircraft flew, powered by the rival F124 engine.[7][8]

Early production aircraft were designated T-45A. From December 1997 onwards,[4] later-built production Goshawks were constructed with enhanced avionics systems, which included the adoption of a glass cockpit and head-up display (HUD); as such, they were designated T-45C.[9][10] From 2003 onwards, all of the extant T-45A trainer aircraft were eventually converted to the more modern T-45C configuration under the T-45 Required Avionics Modernization Program. This program brought the U.S. Navy's trainers to an identical Cockpit 21 standard, which incorporated both the HUD and the glass cockpit, which had the benefit of making the trainers more similar to the U.S. Navy's frontline fighter aircraft.[9] On 16 March 2007, it was announced that the 200th Goshawk had been delivered to the U.S. Navy.[11] During November 2009, the 221st aircraft, the final aircraft to be produced, was delivered.[12]

Further development

[edit]

During early 2008, it was announced by the US Navy that several of its T-45C Goshawks would be outfitted with a synthetic radar capability to allow them to support rear crew training requirements, and that it was considering a possible requirement for a follow-on order for such equipped models of the type.[13] An initial batch of 19 T-45Cs equipped with this virtual mission training system (VMTS), which simulates the capabilities of the US Navy's Boeing F/A-18E/F Super Hornet's Raytheon APG-73 radar (including ground mapping, air-to-ground and air-to-air targeting modes, along with an electronic warfare training capability) were delivered to the Navy's Undergraduate Military Flight Officer training school at Pensacola, Florida. The type was used to prepare weapon system and electronic warfare operators for the Super Hornet and the Boeing EA-18G Growler.[13]

Both McDonnell Douglas and Boeing have made multiple approaches to potential overseas customers, typically offering the Goshawk in the trainer role. During the mid-1990s, McDonnell Douglas teamed up with Rockwell International to jointly bid the T-45 as a replacement for the Royal Australian Air Force's jet trainer fleet in competition against, amongst others, the Hawk that the type had been derived from.[14] Marketing efforts to acquire export customers were intensified following a cut in the procurement rate by the U.S. Navy during 2003; according to Lon Nordeen, T-45 business development manager, Israel had been identified as having a potential requirement for the type.[9] During late 2006, the company promoted the concept of an advanced variant of the T-45C Goshawk to Greece, emphasising its close compatibility with the Beechcraft T-6A Texan II trainer already operated by the country.[15] During early 2007, Boeing VP Mark Kronenberg stated that the company had held discussions with the Indian Navy, which had an anticipated requirement for naval training aircraft.[16]

Starting in 2003, the Air Education and Training Command (AETC) of the United States Air Force (USAF) worked on the requirements for replacing the 1960s-era Northrop T-38 Talon jet trainer. By 2010, the US Navy was reportedly involved in the evaluations for the initiative, known as the T-X program and had been considering the merits of adopting the same airframe to meet its long-term requirements to eventually replace the Goshawk as well.[17] Reportedly, BAE Systems, later in partnership with American defense company Northrop Grumman, has repeatedly held discussions with the USAF on the development of a new potential derivative of the Hawk conforming to their specific trainer needs, similar in fashion to the Goshawk for the US Navy.[18][19]

Design

[edit]

The T-45 Goshawk is a carrier-qualified version of the British Aerospace Hawk Mk.60.[2][20] It was redesigned as a trainer for the United States Navy (USN) and United States Marine Corps (USMC). Changes were made to the Hawk in two stages. The Hawk was redesigned for carrier operations and submitted to the Navy for flight evaluation. The development flight trials resulted in further modifications.

The initial redesign included stronger landing gear and airframe to withstand the loads imposed by catapult launches and high sink-rate 4.3 m/s (14 ft/sec[21]) landings. A catapult tow bar attachment was added to the oleo strut of the new two-wheel nose gear .[22][23] Other additions were an arresting hook, an increased span tailplane, side-mounted airbrakes, and the addition of stabilator vanes, known as 'Side Mounted Upper Rear Fuselage Strakes' (SMURFS - USN), to stabilize flow over the stabilator with speed brakes extended.[24]

Navy test pilots found deficiences which had to be corrected. Some required further external changes: a single ventral fin in front of the arrestor hook, a 6-inch (0.152 m) extension to the tail fin, squared-off wing tips and leading-edge slats.[25]

At the time of the Goshawk's selection, the World War II-era USS Lexington was the U.S. Navy's training carrier. Lexington, which featured a 277 m (910 ft) long and 58.5 m (192 ft) wide angled flight deck, complete with a pair of relatively short-stroke steam catapults and similarly short, undamped arrester gear, was a major driving factor for the design of the T-45 in order to suit such operations.[23] The aerodynamic changes of the aircraft, which were developed by BAe at their existing facilities in the United Kingdom, included improvements to the low-speed handling characteristics and a reduction in the approach speed. During flight testing of the Goshawk, it was revealed that the aircraft had retained relatively favourable flight characteristics, even when flown within stall conditions at the required low approach speed.[26]

Operational history

[edit]
A T-45 Goshawk being launched from USS John C. Stennis in 2010
A T-45 Goshawk making an arrested landing on USS Dwight D. Eisenhower in 2011

The T-45 has been used for intermediate and advanced portions of the Navy/Marine Corps Student Naval Aviator strike pilot training program with Training Air Wing One at Naval Air Station Meridian, Mississippi, and Training Air Wing Two at Naval Air Station Kingsville, Texas. The T-45 replaced the T-2C Buckeye intermediate jet trainer and the TA-4J Skyhawk II advanced jet trainer with an integrated training system that includes the T-45 Goshawk aircraft, operational and instrument flight simulators, academics, and training integration system support. In 2008, the T-45C also began operation in the advanced portion of Navy/Marine Corps Student Naval Flight Officer training track for strike aircraft with Training Air Wing Six at Naval Air Station Pensacola, Florida. A small number of the aircraft is also operated by the Naval Air Systems Command at Naval Air Station Patuxent River, Maryland.

The original T-45A, which became operational in 1991, contained an analog cockpit design, while the newer T-45C, which was first delivered in December 1997, features a new digital "glass cockpit" design. All T-45A aircraft currently in operational use are upgraded to T-45C standard. The T-45 is to remain in service until 2035 or later.[11]

In 2017, the USN grounded the T-45 fleet for a three-day "safety pause" after more than 100 instructor pilots refused to fly the aircraft. The pilots cited concerns about incidents of hypoxia that they believed to have resulted from faulty Cobham GGU-7 onboard oxygen-generation systems.[27][28] Over the past five years physiological episodes linked to problems with the T-45's oxygen system have nearly quadrupled, according to testimony from senior naval aviators in April 2017.[29] The grounding order was first extended, but then lifted[30] to allow flights up to a ceiling of 10,000 feet where the Onboard Oxygen Generation System (OBOGS) would not be needed, and to allow instructors to conduct flights above 10,000 feet.[31] The grounding order was fully lifted, along with all restrictions on flight ceiling and student pilots, in August 2017.[32] The T-45 fleet was thereafter upgraded with new sensors to monitor the onboard oxygen systems, as well as a new water separation system, in hopes of reducing hypoxia events and determining the root cause of the problems.[33][34] By the first quarter of 2018, hypoxia events had returned to nominal levels after peaking in 2016 and 2017.[35][36] The fleet was later fitted with Cobham's revised GGU-25 onboard oxygen generating systems.[37]

In recent years, similar issues have also affected the Navy's F/A-18s and the Air Force's T-6s, F-22s, and F-35s,[38] some within the same or similar time frames, and the Department of Defense has established a joint command to investigate the issue.

On 14 October 2022, the Navy's T-45 fleet was grounded following a low-pressure compressor blade fault being identified during a pre-flight check. The grounding was lifted after two weeks.[39][40]

Variants

[edit]
T-45A
Two-seat basic and advanced jet trainer for the US Navy and US Marine Corps
T-45B
Proposed land-based version which would have been essentially a conventional Hawk furnished with a US Navy-spec cockpit and no carrier capability. The US Navy had wanted to procure the T-45B so that trainee pilots could benefit from an earlier training capability, but abandoned the idea during 1984 in favor of less-costly updates to the TA-4J and T-2C.
T-45C
Improved T-45A, outfitted with a glass cockpit, inertial navigation, and other improvements. All existing T-45As have been upgraded to the T-45C standard.[41]
T-45D
Tentative designation for an envisioned upgrade of the T-45, potentially incorporating various manufacturing improvements and additional equipment, such as helmet-mounted displays.[13][42]

Operators

[edit]
T-45 Goshawks on board USS Harry S. Truman in 2005
 United States

Accidents

[edit]
Main article: List of T-45 Goshawk losses

As of August 2022, about 33 T-45 Goshawks have been destroyed in accidents, or about 15% of the inventory, at a rate of about 1 per year.

Specifications (T-45A)

[edit]

Data from The International Directory of Military Aircraft, 2002–2003,[20] Navy fact file,[22] T-45A/C Goshawk,[43] Jane's All the World's Aircraft 2005-06 [44]

General characteristics

  • Crew: 2
  • Length: 39 ft 4 in (11.99 m)
  • Wingspan: 30 ft 9.75 in (9.3917 m)
  • Height: 13 ft 6 in (4.11 m)
  • Wing area: 190.1 sq ft (17.66 m2)
  • Airfoil: root: Hawker 10.9%; tip: Hawker 9%[45]
  • Empty weight: 9,394 lb (4,261 kg)
  • Gross weight: 12,750 lb (5,783 kg)
  • Max takeoff weight: 13,500 lb (6,123 kg)
  • Fuel capacity: 432 US gal (360 imp gal; 1,640 L) / 3,159 lb (1,433 kg) internal fuel (2,893 lb (1,312 kg) - early production aircraft), with provision for 2 × 156 US gal (130 imp gal; 590 L) drop tanks underwing
  • Powerplant: 1 × Rolls-Royce Turbomeca F405-RR-401 turbofan engine, 5,527 lbf (24.59 kN) thrust de-rated (nominal thrust 5,845 lbf (25,999.86 N))

Performance

  • Maximum speed: 543 kn (625 mph, 1,006 km/h) at 8,000 ft (2,400 m)
M0.84 at 30,000 ft (9,100 m)
  • Carrier launch speed: 121 kn (139 mph; 224 km/h)
  • Approach speed: 125 kn (144 mph; 232 km/h)
  • Never exceed speed: 575 kn (662 mph, 1,065 km/h) / M1.04 design dive limit at 10,000 ft (3,000 m)
  • Range: 700 nmi (810 mi, 1,300 km)
  • Ferry range: 700 nmi (810 mi, 1,300 km)
  • Service ceiling: 42,500 ft (13,000 m)
  • g limits: +7.33 -3
  • Rate of climb: 8,000 ft/min (41 m/s) at sea level
  • Time to altitude: 30,000 ft (9,100 m) in 7 minutes 40 seconds
  • Wing loading: 67.1 lb/sq ft (328 kg/m2)
  • Thrust/weight: 0.41
  • Take-off distance to 50 ft (15 m): 3,610 ft (1,100 m)
  • Landing distance from 50 ft (15 m): 3,310 ft (1,010 m)

Armament

  • Usually none: One hardpoint under each wing can be used to carry practice bomb racks (can carry up to 12 Mk-76 practice bombs), rocket pods, or fuel tanks. A centerline hardpoint can carry a cargo pod for crew baggage.

Avionics

Communications suite

See also

[edit]
External image
Hi-res cutaway of T-45 Goshawk
image icon Hi-res cutaway of T-45 Goshawk by Flight Global.

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

McDonnell Douglas T-45 Goshawk

View on Grokipedia
from Grokipedia
The McDonnell Douglas T-45 Goshawk is a tandem-seat, carrier-capable, single-engine designed primarily to provide intermediate and advanced for and Marine Corps pilots. Developed as a derivative of the light attack/trainer, the T-45 incorporates modifications such as strengthened , a tailhook for carrier arrested landings, and a reinforced to enable operations from aircraft carriers. The aircraft entered service in 1991, replacing older trainers like the T-2 Buckeye and TA-4 Skyhawk, and has since become integral to the Navy's Undergraduate Jet Pilot Training program. The T-45's development originated in the mid-1970s when the U.S. initiated the Visual Training System (VTXTS) program to modernize its pilot training fleet with a new carrier-compatible . In 1980, McDonnell Douglas was awarded the contract to adapt the design, with (now ) producing the aft fuselage and wings in the while McDonnell Douglas handled forward fuselage assembly and final integration in , . The T-45A made its on April 16, 1988, and the officially named it "" in 1985, reviving a designation previously used for the 1930s-era Curtiss F11C fighter. Initial operational capability was achieved in late 1991, with the upgraded T-45C variant—featuring advanced avionics like glass cockpits, multifunction displays, and a heads-up display—entering service in December 1997 to enhance simulation of modern carrier-based fighters. Key specifications of the T-45A/C include a length of 39 feet 4 inches, a wingspan of 30 feet 10 inches, and a height of 13 feet 6 inches, with an empty weight of approximately 9,400 pounds and a maximum takeoff weight of 13,500 pounds. It is powered by a single Rolls-Royce Turbomeca F405-RR-401 (Adour) turbofan engine producing 5,527 pounds of thrust, enabling a maximum speed of 560 knots (0.85 Mach) at sea level and a service ceiling of 42,500 feet. The aircraft's range is 700 nautical miles, and it can accommodate one student pilot and one instructor in tandem seating. 221 T-45s were produced, with ongoing service life extension programs as of 2025 aimed at sustaining the fleet through structural reinforcements and avionics updates amid delays in successor trainer development.

Development

Background

In the 1970s, the identified a pressing need for a new advanced to replace the aging T-2 Buckeye and TA-4 Skyhawk, as the complexity of carrier-based operations demanded an capable of simulating high-performance carrier landings and takeoffs while providing effective pilot training. The existing trainers, introduced in the 1950s and 1960s, were becoming inadequate for preparing pilots for modern tactical jets like the F/A-18 Hornet, which required enhanced carrier compatibility and advanced flight characteristics. To address this, the Navy launched the VTXTS (Visual Training System) program in 1978, initiating a competition for a carrier-capable trainer that integrated aircraft design with a comprehensive training system including simulators and academic curricula. Proposals were evaluated from several teams, including Northrop and Vought with a jet-powered derivative of the T-34C Turbo Mentor turboprop trainer, and Douglas Aircraft Company with the YA-4F, a modified variant of the A-4 Skyhawk optimized for advanced training. Other entrants featured designs from General Dynamics, Grumman/Beechcraft, Rockwell, Aermacchi, and Dassault/Dornier, focusing on cost-effectiveness, maintainability, and carrier operations. In November 1981, the Navy selected the team of McDonnell Douglas and British Aerospace to develop a carrier-adapted version of the proven land-based Hawk trainer, designating it the T-45 Goshawk for its superior handling, low operating costs, and potential for naval modifications. The initial full-scale development contract was awarded that year to build prototypes, marking the start of engineering and manufacturing development. The first prototype, designated YAT-45, achieved its maiden flight on April 16, 1988, validating the design's carrier suitability during subsequent tests. Key adaptations from the standard Hawk emphasized naval operations, including a reinforced to withstand launches and arrested landings, strengthened for heavier impacts, and the addition of a tailhook (also known as an arrestor hook) for carrier recoveries. The was modified with full-span leading-edge slats and an approximate 6% increase in area to improve low-speed handling and lift during carrier approaches, while maintaining the Hawk's agile .

Production

The full-scale development of the T-45 Goshawk culminated in a production program led by McDonnell Douglas in partnership with British Aerospace, with the first low-rate initial production contract for 12 aircraft awarded on 26 January 1988. This contract followed the flight testing of two engineering development prototypes, which had their initial flights in April and November 1988, respectively. Production airframes were assembled at McDonnell Douglas's facilities in St. Louis, Missouri, where the company handled forward fuselage integration, final assembly, and systems testing, while British Aerospace supplied the rear fuselage, wings, air inlets, and vertical stabilizer from its UK sites. The first production T-45A completed its maiden flight on 16 December 1991, marking the transition from development to operational manufacturing. The initial production run encompassed 188 T-45A aircraft ordered between 1989 and 1996, forming the core of the US Navy's training fleet. A total of 221 T-45 aircraft were ultimately produced, including prototypes. The average unit cost for these aircraft was approximately $17.2 million in 1999 dollars, contributing to a total program cost that exceeded $1 billion when including development and initial procurement. Deliveries commenced with the handover of the first T-45A to the US Navy on 23 January 1992, followed by a steady ramp-up to 24 aircraft per year; by the end of 1997, roughly 75% of the planned T-45A fleet had been delivered. Following Boeing's acquisition of McDonnell Douglas in August 1997, the company assumed responsibility for ongoing production at the site, ensuring continuity in the and workforce expertise. The final T-45A was delivered in 2001, completing the initial variant's output amid evolving requirements for upgrades in subsequent lots. At its peak, the T-45 program supported over 1,000 jobs in through direct and related roles, bolstering the local economy. While the carrier-capable design attracted international interest for advanced training needs, no export contracts were secured, limiting production to US Navy requirements.

Upgrades and Modernization

The Cockpit 21 upgrade program, initiated in the late 1990s and continuing through the 2000s, transformed the T-45A's analog instrumentation into a modern digital glass cockpit configuration, designated as the T-45C standard. This included the installation of multifunction displays (MFDs) for navigation, aircraft performance, and communications, along with an upgraded glass head-up display (HUD) and enhanced hot-restart capabilities for the engine, better aligning the trainer with the cockpits of operational aircraft like the F/A-18 Hornet. The program retrofitted existing T-45A aircraft starting in fiscal year 2004, with deliveries of new T-45C models beginning in 1997; by the mid-2010s, approximately 90% of the fleet had been upgraded, enabling more efficient pilot training transitions to advanced fighters. In July 2025, the U.S. Navy launched the Service Life Extension Program (SLEP) for the T-45 fleet, inducting the first two aircraft at Fleet Readiness Center Southeast (FRCSE) in , to address structural fatigue and sustain operational readiness. The SLEP encompasses wing and reinforcements, corrosion mitigation through inspections and treatments, and refreshes to modernize systems while extending the aircraft's service life into the 2030s, specifically through at least 2036. This effort targets the fleet's airframe challenges, increasing the serviceable flight hours from the original design baseline of around 6,000 hours to over 10,000 hours via targeted reinforcements that enhance durability without altering core performance. Supporting these modernization initiatives, secured a support , extended in 2024 to seven years, to provide intermediate-level maintenance and sustainment for the T-45 fleet, ensuring rates amid increasing training demands. Complementing this, was awarded a $91.8 million sustainment in 2025 for ongoing maintenance and support, focusing on parts provisioning and depot-level repairs to bridge the gap until full replacement. Looking ahead, the U.S. Navy plans to issue a request for proposals (RFP) by late 2025 for a T-45 successor under the Undergraduate Jet Training System (UJTS) program, aiming to procure at least 145 new aircraft with a contract award targeted for January 2027 to phase out the aging Goshawk fleet by the early 2030s. Potential competitors include Sierra Nevada Corporation's Freedom Jet, a clean-sheet design optimized for carrier-compatible training, and an adaptation of Boeing's T-7A Red Hawk, which leverages its advanced avionics and simulation integration from U.S. Air Force programs. These efforts underscore the Navy's strategy to balance immediate fleet extensions with long-term modernization for carrier pilot training.

Design

Airframe and Structure

The McDonnell Douglas T-45 Goshawk airframe is a modified derivative of the , optimized for the demands of naval carrier training with a structure emphasizing strength, compactness, and resistance. The aircraft's overall dimensions include a of 39 feet 4 inches, a of 30 feet 10 inches, and a height of 13 feet 6 inches, allowing efficient integration into carrier deck operations. The primary structure utilizes aluminum alloy for the and major components, providing a robust yet foundation capable of enduring repeated high-stress maneuvers. Composite materials are incorporated in select areas, such as portions of the , to reduce weight and improve resistance while maintaining structural integrity. Special corrosion-resistant coatings are applied throughout the to protect against saltwater exposure and the corrosive marine environment inherent to carrier-based service. Carrier-specific adaptations form a core aspect of the T-45's design, enabling it to perform launches, arrested recoveries, and deck handling under extreme conditions. The and main are reinforced to absorb the intense forces from catapult shots and high sink-rate landings up to 14 feet per second, while a tailhook allows engagement with the aircraft carrier's arrestor wires for controlled decelerations. Folding wings reduce the span for compact storage in crowded bays and on flight decks, and the overall structure is compatible with emergency arrestor nets. These modifications ensure the can transition seamlessly between land-based and shipboard simulations. Aerodynamically, the T-45 features a low-mounted with full-span leading-edge slats that enhance lift and control at low speeds critical for carrier pattern work and approach. The wing area measures 190 square feet, representing a 6% increase over the standard Hawk's 179.6 square feet to support improved low-speed stability and characteristics. The configuration positions the horizontal stabilizer to clear jet exhaust during high-power deck runs, minimizing interference and ensuring reliable control authority. The airframe's structural limits include a design load factor of +7.33g positive and -3g negative, accommodating the dynamic loads of aerobatic training and carrier stresses. The maximum takeoff weight is 13,500 pounds, balancing payload, fuel, and performance for training missions. As of 2025, the T-45 is undergoing a Service Life Extension Program (SLEP) involving structural reinforcements, including wing replacements, to extend operational life.

Avionics and Cockpit

The cockpit of the McDonnell Douglas T-45 Goshawk features a tandem seating arrangement accommodating a student pilot in the forward position and an instructor in the rear, with the aircraft pressurized and air-conditioned for crew comfort during training missions. Each position is equipped with a Mk14 Navy Aircrew Common (NACES), capable of safe extraction at zero and zero altitude to enhance pilot survivability in emergencies. The initial T-45A variant employs analog avionics, relying on traditional electro-mechanical gauges to monitor engine performance, attitude, and flight parameters, which provide a foundational interface for intermediate pilot training. A Smiths Industries (HUD) projects critical flight and targeting information onto the windshield, while a Honeywell AN/APN-194 supports low-altitude operations and terrain avoidance. These systems enable limited simulation of weapons delivery, allowing basic practice of air-to-ground tactics without live ordnance. The T-45C upgrade introduces the Cockpit 21 digital avionics suite, transforming the instrument panel into a glass cockpit for advanced training realism. Each cockpit contains two 5-inch monochrome multifunction displays (MFDs) from Elbit Systems, configurable to show navigation routes, weapon aiming cues, aircraft systems status, and sensor feeds, thereby reducing pilot workload and simulating operational fighter environments. This upgrade, implemented starting with the 84th production aircraft, integrates MIL-STD-1553B data bus architecture for reliable information sharing between systems. Navigation in the T-45 relies on a embedded GPS/ (GPS/INS) combined with the AN/ASN-166 for precise positioning and route following during training sorties. Communication capabilities include the AN/ARN-182 UHF/VHF radio for air-to-air and air-to-ground coordination, alongside the AN/APX-100 (IFF) transponder for in shared . A datalink facilitates exercises by enabling real-time data exchange between aircraft, while the absence of an onboard radar emphasizes the platform's training focus, with structural provisions allowing potential future sensor additions. Training-specific aids enhance the T-45's role in pilot development, including a dedicated weapons delivery computer that computes simulated ordnance trajectories and impact points for air-to-surface and air-to-air scenarios. For carrier operations, the avionics interface with shipboard aids such as the Improved Optical Landing System (IFLOLS), providing glideslope guidance via a projected "meatball" light for precise deck approaches and simulated qualifications. These features, coupled with embedded tactical simulation for combat maneuvers, support comprehensive preparation for fleet transitions without requiring actual weapon systems.

Propulsion and Performance

The McDonnell Douglas T-45 Goshawk is powered by a single F405-RR-401 Adour non-afterburning engine, which delivers 5,527 lbf (24.59 kN) of thrust. This engine, a navalized variant of the Adour Mk 871, features a strengthened casing to withstand carrier operations and provides reliable performance for advanced jet . The aircraft's internal fuel capacity is 432 gallons (1,635 liters), equivalent to approximately 2,893 pounds (1,312 kg) of , with provisions for two 156 gallon (591 liter) external drop tanks mounted on underwing pylons to extend operational reach. This configuration supports an of up to 3 hours and 10 minutes during typical training profiles, enabling extended flight instruction without frequent refueling. Key performance metrics include a maximum speed of Mach 0.85 (560 knots or 645 mph at sea level), a service ceiling of 42,500 feet (12,950 meters), and an initial climb rate of 8,000 feet per minute (41 m/s). The T-45 Goshawk has a ferry range of 1,400 nautical miles (1,612 statute miles) with external tanks, while typical training missions achieve a range of about 700 nautical miles (805 statute miles). Carrier-specific handling characteristics are optimized for naval training, with an approach speed of 125 knots (144 mph) and a at full flaps. The aircraft's g-limits of +7.33 and -3 are directly tied to its structural design, ensuring safe maneuverability within the airframe's load-bearing capabilities during high-stress carrier landings and simulated profiles.
SpecificationValueSource
Engine Thrust (Dry)5,527 lbf (24.59 kN)US Navy Fact File
Internal Fuel Capacity432 gal (1,635 L)GlobalSecurity.org
Maximum SpeedMach 0.85 (560 knots)US Navy Fact File
Service Ceiling42,500 ft (12,950 m)US Navy Fact File
Climb Rate8,000 ft/min (41 m/s)Military Factory
Ferry Range1,400 nm (1,612 mi)Naval History and Heritage Command
Endurance (Training)3 hr 10 minNaval Technology

Operational History

Introduction to Service

The McDonnell Douglas T-45 Goshawk achieved initial operational capability in 1992 with Training Wing Two at , , marking the start of its integration into the U.S. Navy's pilot training program. This milestone followed the delivery of early production aircraft, enabling the transition from legacy trainers to the advanced T-45 system designed specifically for carrier-based operations. The aircraft's pilot training transition progressed rapidly, with the first student carrier qualifications conducted in 1993 aboard the , demonstrating its compatibility with naval aviation demands. Carrier qualification flights for the T-45 occurred between May and July 1993, involving both and as platforms. By January 1994, the full syllabus had been integrated into undergraduate jet pilot training at NAS Kingsville, allowing students to complete the entire curriculum in the T-45. Early challenges included teething issues with carrier compatibility, such as high approach speeds, slow response, and stability deficiencies during landings, which were addressed through modifications in the . Squadrons initially operated with a fleet of 12 to support training demands. The T-45 played a central role in the Strike Jet Pilot Training pipeline, covering phases from primary to advanced training and replacing the TA-4J Skyhawk in the advanced jet training program. Key milestones underscored the aircraft's growing reliability, including reaching 100,000 flight hours by 2003 and certification for field carrier landing practice, which enabled realistic simulations of carrier operations on land. These achievements solidified the T-45's position as a cornerstone of naval aviator development in its introductory years.

Training Role

The T-45 serves as the cornerstone of intermediate and advanced jet for U.S. Navy and Marine Corps student naval aviators, focusing on building proficiency in high-performance carrier-based operations. The aircraft's Strike Flight Curriculum comprises 16 stages over approximately 27 weeks, during which students accumulate about 156 flight hours in the tandem-seat configuration, with instruction provided by an instructor pilot in the rear . This emphasizes foundational skills such as aircraft familiarization, instrument procedures, and cross-country navigation, progressing to more demanding maneuvers including , low-altitude tactics, and basic to simulate combat scenarios. Culminating events incorporate simulated carrier operations, including field carrier landing practice and goggle employment, preparing pilots for transition to fleet aircraft like the F/A-18 Hornet. Training integrates the T-45 with extensive ground-based simulation to optimize efficiency and safety, particularly for carrier qualifications where much of the practice occurs in simulators before live flights. This approach facilitates a structured transition from (VFR) operations—emphasizing visual references for formation and —to (IFR), where pilots rely on for and precision approaches in low-visibility conditions. Advanced simulators, including the T-45C mixed-reality system known as Project Link, replicate cockpit dynamics, 360-degree views, and carrier deck environments, allowing repeated practice of critical tasks like arrested landings without aircraft wear. Such integration has proven effective in correlating simulator performance with actual flight outcomes, enhancing overall pilot readiness. Over time, the T-45 syllabus has evolved to address emerging needs, incorporating joint for and Marine pilots transitioning to F/A-18 platforms post-2010, with shared curricula emphasizing carrier-compatible tactics and multi-service . These changes reflect ongoing refinements to align with modern threats, such as networked warfare and expeditionary operations. Since achieving initial operational capability in , the T-45 fleet has trained thousands of naval aviators, logging over 1 million flight hours by 2024 and contributing to high success rates in subsequent fleet transitions, including first-pass carrier qualifications in recent evaluations. The program's effectiveness is evidenced by its role in producing carrier-qualified pilots ready for advanced follow-on training, with minimal attrition when combined with simulation support. In 2025, training adjustments addressed persistent maintenance challenges, including engine obsolescence and component shortages prompting extension programs for select airframes. To mitigate these impacts, the increased reliance on aids and mixed-reality simulators for procedural rehearsals, enabling sustained progress without proportional flight hour reductions. A key syllabus revision eliminated mandatory carrier qualification landings during the T-45 phase, shifting them to fleet replacement squadrons to focus on core jet proficiency amid resource constraints.

Deployments and Exercises

The T-45 Goshawk has participated in advanced strike training detachments, such as those conducted by Training Air Wing 2 at , , where squadrons like VT-21 and VT-22 completed over 700 sorties in 2020 to enhance weapons delivery and tactical proficiency beyond standard syllabus flights. These detachments allow for concentrated practice in clear weather conditions, accelerating student progress in maneuvering and formation tactics. In support of carrier operations, T-45C aircraft from training squadrons have conducted qualification trials on Ford-class carriers, including arrested landings and compatibility testing with F/A-18E/F Super Hornets and EA-18G Growlers during advanced carrier training phases in the late 2010s and early 2020s. This integration ensures seamless transition for student aviators to operational carrier environments. Although primarily a trainer without live armament, the T-45 simulates light attack and aggressor roles during tactical exercises, employing instrumentation to mimic engagements and threat scenarios for pilot familiarization. In the 2020s, amid heightened tensions, the T-45 fleet supports broader naval readiness through ongoing advanced training, bolstered by the Service Life Extension Program (SLEP) initiated in 2025, which refurbishes airframes including wing swaps to sustain operations until at least the late 2030s. The SLEP, managed by Fleet Readiness Center Southeast, targets 145 aircraft to address structural fatigue and maintain pilot production rates.

Variants

T-45A

The T-45A represented the baseline production variant of the McDonnell Douglas T-45 Goshawk, serving as a tandem-seat, carrier-capable optimized for intermediate and advanced phases of U.S. and Marine Corps pilot training. Introduced to replace older trainers like the T-2 Buckeye, it featured an analog cockpit with conventional gauges and instrumentation, complemented by a basic for essential flight data projection. This configuration prioritized simplicity and cost-effectiveness for initial training sorties, but limited its capabilities compared to modern digital systems. Powered by a single F405-RR-401 non-afterburning engine delivering 5,527 lbf (24.59 kN) of thrust, the T-45A emphasized reliable performance in visual flight environments without advanced electronic warfare or simulation integrations. Entering operational service in December 1991, the T-45A was initially restricted to day (VFR) operations due to its rudimentary avionics, which lacked multifunction displays and automated systems for night or . Weapons delivery simulations were conducted manually, relying on instructor-pilot verbal cues and basic rather than integrated digital targeting or , reflecting the variant's focus on foundational , , and carrier qualification. Approximately 83 T-45A aircraft were delivered between 1988 and 1997 as part of the initial production run, forming the core of the Navy's fleet before subsequent variants incorporated enhancements. By 2010, operational attrition had reduced the active inventory through accidents and structural wear, though exact figures varied with and upgrade cycles. To extend service life and align with evolving training requirements for aircraft like the F/A-18 Hornet, all surviving T-45A airframes underwent conversion to the T-45C standard through the Required Avionics Modernization Program (RAMP), commonly referred to as Cockpit 21. This upgrade replaced the analog instruments with digital multifunction displays, advanced HUDs, and integrated simulation for weapons and navigation, enabling full mission rehearsal capabilities. The program, initiated in the late , achieved full fleet completion in March 2017, ensuring the Goshawk's continued relevance in training.

T-45C

The T-45C variant serves as the current operational standard for the T-45 fleet, incorporating significant upgrades over the baseline T-45A to enhance pilot training realism and versatility. The T-45C encompasses both all 83 upgraded T-45A aircraft and 138 newly produced with the advanced from 1997 to 2009. Under the T-45 Required Modernization Program (RAMP), the T-45A upgrades were completed between 2003 and 2017, transforming the analog into a fully digital "glass" setup. This includes four multi-function displays (MFDs) for navigation, weapons, and sensor data, hands-on-throttle-and-stick () controls for intuitive operation, and the Embedded Tactical Air Combat Simulation Training (ETACST) system, which enables full-mission simulations directly in the without external support. Key improvements in the T-45C focus on expanded operational envelopes and integration with modern tactics, including night and all-weather flying capabilities through advanced inertial navigation and synthetic vision displays. The variant also features an advanced datalink for real-time networked training exercises and compatibility with Joint Strike Fighter (F-35) curricula, allowing seamless transition to carrier-based operations. These enhancements differ from the T-45A by providing a more immersive, computer-generated training environment that simulates complex scenarios at sea. As of July 2025, the T-45C fleet comprises approximately 193 airframes after accounting for attrition, with the average airframe age exceeding 30 years due to production spanning to 2009. Armament provisions have been bolstered for advanced , incorporating simulations for laser-guided munitions delivery and engagements via cockpit cues and ETACST overlays, enabling realistic weapons employment without live ordnance. Looking ahead, the Service Life Extension Program (SLEP) targets up to 145 T-45C aircraft for structural refurbishments, including wing replacements and fatigue life enhancements, to sustain the fleet through at least 2035 while a replacement trainer is developed.

Operators

United States Navy

The United States Navy is the sole operator of the T-45 Goshawk, having introduced the aircraft into service in 1991 as a carrier-capable jet trainer for Navy and Marine Corps pilots. No exports have been made to foreign militaries, as the platform incorporates proprietary U.S. technologies subject to export controls. The T-45 forms a critical component of the Navy's aviation training pipeline, focusing on intermediate and advanced jet training phases. Fleet management falls under the oversight of the Chief of Naval Air Training (CNATRA), headquartered at , which coordinates operations across multiple training air wings. As of 2025, the Navy maintains approximately 193 T-45C aircraft distributed among four active squadrons (VT-7, VT-9, VT-21, and VT-22) based primarily at two locations. In July 2025, the Navy began inducting T-45 aircraft into a Service Life Extension Program (SLEP) at Fleet Readiness Center Southeast to sustain the fleet through at least 2036. This structure ensures sustained readiness for pilot qualification, with the T-45 integrated into a broader ecosystem that includes the T-6A Texan II for primary flight instruction. The FY2025 budget allocates resources for T-45 sustainment amid ongoing challenges like and maintenance demands, including a $91.8 million awarded to for engineering and logistics support. Due to delays in the Undergraduate Jet successor program, the is extending the T-45's service life, with a for the replacement targeted for 2027 and gradual phase-out expected in the early 2030s. Logistics and sustainment infrastructure are supported by , as the prime contractor, and , which holds a multi-year contract for fleet-wide maintenance and engineering services. These efforts are centered at key facilities including Meridian, , and , , where depot-level repairs and service life extensions are performed to extend aircraft viability during the transition period.

Training Squadrons and Bases

The primary training for the T-45 occurs at two main bases under the Chief of Naval Air Training (CNATRA): (NAS) Kingsville in , home to Training Wing Two (TW-2), and NAS Meridian in , home to Training Wing One (TW-1). TW-2 focuses on intermediate and advanced strike jet training for and Marine Corps aviators, while TW-1 emphasizes advanced carrier qualification phases. These locations support the Undergraduate Jet Training System, where student pilots progress from basic maneuvers to simulated carrier operations. At NAS Kingsville, Training Squadron 21 (VT-21), the "Redhawks," specializes in advanced training, including carrier qualifications and tactical maneuvers in the T-45C Goshawk. Established in 1951, VT-21 was the first squadron to transition to the T-45 in 1992 and operates a fleet of T-45C aircraft for this purpose. Nearby, Training Squadron 22 (VT-22), the "Golden Eagles," handles intermediate and advanced phases, mentoring students through formation flying, instrument procedures, and introductory carrier landings with its T-45C fleet. Each squadron maintains 20-25 aircraft, supported by dedicated maintenance teams. NAS Meridian hosts Training Squadron 7 (VT-7), the "Eagles," which conducts advanced jet training focused on precision strikes and carrier operations using the T-45C. VT-7 transitioned to the in the late 1990s and has logged thousands of sorties annually. Complementing this, Training Squadron 9 (VT-9), the "Tigers," provides intermediate training, building foundational skills in and with its T-45C aircraft, including support for international students from allied nations. Like their Kingsville counterparts, these squadrons operate around 20-25 aircraft each. Instructor qualification for T-45 pilots occurs within the training wings, with advanced proficiency training sometimes integrated at fleet replacement squadrons like those at NAS Lemoore, California, for carrier-specific skills before returning to instructor roles. As of 2025, CNATRA oversees seventeen active training squadrons across its wings, with the four T-45 units comprising the core of advanced jet instruction amid ongoing service life extension efforts for the aging fleet. No major relocations are planned for these bases, though broader Navy consolidations are under review. Both bases feature specialized facilities, including climate-controlled hangars for T-45 maintenance, advanced flight simulators replicating cockpit and carrier deck environments, and outlying landing fields mimicking operations—such as NOLF Orange Grove near Kingsville and NOLF Joe Williams near Meridian. These assets enable year-round , with TW-2 alone surpassing one million cumulative flight hours in the T-45 by 2024.

Accidents and Incidents

Corrosion and Safety Issues

The T-45 Goshawk, designed for carrier-based operations, has been particularly susceptible to due to prolonged exposure to saltwater environments during shipboard deployments. Salt spray and moisture from operations accelerate degradation in the and structural components, such as wing spars, leading to material fatigue and potential cracking over time. Initial reports of -related deficiencies in the T-45, including water ingress promoting rust on consoles and elements, emerged in the early as the fleet accumulated flight hours in marine conditions. Between 2012 and 2017, the T-45 fleet faced a significant crisis characterized by rising physiological episodes (PEs) linked to contaminated breathing air from the onboard oxygen generating system (OBOGS). These incidents, which included symptoms like and hypoxia, increased dramatically, with 27 reported PEs in the T-45 in 2015 and a peak of 34 in , prompting pilot concerns and informal "sickouts" where instructors refused to fly due to fears of toxic fumes. This led to operational pauses and the grounding of portions of the fleet for inspections, exacerbating training delays as the investigated air contamination sources. Mitigation efforts intensified in the mid-2010s, including enhanced annual protocols and the application of protective coatings to combat fleet-wide by 2018. The invested heavily in contractor-led support, with contracts like L-3 Communications' $203 million deal for depot and to address structural and OBOGS . These measures, estimated to cost tens of millions annually across programs, involved detailed inspections and repairs to prevent further degradation. As of November 2025, the Extension Program (SLEP) incorporates comprehensive overhauls, including wing swaps and assessments to extend the fleet's viability amid ongoing saltwater challenges. Concurrent oxygen system upgrades, such as new GGU-25 concentrators installed across the fleet starting in 2021, aim to eliminate toxic gas exposure risks from contaminants. These issues have notably impacted fleet readiness, with repeated groundings reducing sortie generation rates and pilot production in the 2020s, though contractor augmentation has helped restore operational tempo. For instance, full-fleet pauses in October 2022 and May 2024 due to engine blade failures, and a March 2025 engine malfunction, underscored the persistent strain on training pipelines.

Notable Crashes

The first fatal accident involving the T-45 Goshawk occurred on August 17, 1994, during a between two aircraft while conducting formation training approximately 60 miles southwest of . The incident was attributed to on the part of one pilot, resulting in the death of one aviator (Lt. j.g. Brian S. Dehaan); the surviving pilot ejected safely. On February 21, 2001, a T-45A crashed into the Atlantic Ocean approximately 1 mile from the off , while performing safety observer duties, killing both crew members ( Lt. Gregory Fulco and Capt. Justin Sanders). The aircraft was destroyed. A strike on August 16, 2022, led to an engine failure in a T-45C on approach to , , resulting in a crash in a field north of the base. The sole occupant ejected safely, but the aircraft was destroyed. Investigations highlighted ingestion as the cause. As of November 2025, the T-45 program has recorded approximately 35 hull losses, resulting in at least 7 fatalities overall, with post-accident investigations revealing a trend toward mechanical failures—such as and strike issues—rather than in the majority of cases.

Specifications (T-45C)

General characteristics

  • Crew: 2 (instructor pilot and student pilot)
  • Length: 39 feet 4 inches (11.98 m)
  • Wingspan: 30 feet 10 inches (9.39 m)
  • Height: 13 feet 6 inches (4.11 m)
  • Empty weight: 9,394 lb (4,261 kg)
  • Max takeoff weight: 13,500 lb (6,123 kg)

Performance

  • Maximum speed: 645 mph (1,038 km/h, 560 kn) at
  • Service ceiling: 42,500 ft (12,954 m)
  • Range: 700 nmi (805 mi, 1,296 km)

Propulsion

Data as of 2021.

References

  1. https://www.navy.mil/Resources/Fact-Files/Display-FactFiles/Article/2166516/t-45a-goshawk-training-aircraft/
  2. https://www.globalsecurity.org/military/systems/aircraft/t-45.htm
  3. https://www.globalsecurity.org/military/systems/aircraft/t-45-history.htm
  4. https://www.globalsecurity.org/military/systems/aircraft/t-45-upgrades.htm
  5. https://www.navair.navy.mil/news/Fleet-Readiness-Center-Southeast-inducts-T-45-Goshawks-service-life-extension-production-line
  6. https://www.history.navy.mil/research/histories/naval-aviation-history/naval-aircraft/current-aircraft-inventory/t-45-goshawk.html
  7. https://www.forecastinternational.com/archive/disp_pdf.cfm?DACH_RECNO=53
  8. https://www.aerosociety.com/media/4842/the-hawk-story.pdf
  9. https://www.secretprojects.co.uk/threads/u-s-navy-vtxts-advanced-jet-trainer-proposals.17230/
  10. https://janes.migavia.com/inter/boeing-bae/t-45.html
  11. https://vintageaviationnews.com/warbird-articles/today-in-aviation-history-first-flight-of-the-mcdonnell-douglas-t-45-goshawk.html
  12. https://boeing.mediaroom.com/1997-12-15-T-45C-Goshawk-Introduced-at-Naval-Air-Station-Meridian-Mississippi
  13. https://thedefensepost.com/2025/07/28/us-t45-life-extension/
  14. https://www.usni.org/magazines/proceedings/2025/october/t-45-depart-pattern
  15. https://www.baesystems.com/en-us/product/t-45-goshawk
  16. https://www.war.gov/News/Contracts/Contract/Article/3767720/
  17. https://www.executivebiz.com/articles/boeing-92m-navy-contract-t45-sustainment
  18. https://www.janes.com/osint-insights/defence-news/air/us-navy-intends-to-select-t-45c-goshawk-replacement-by-january-2027
  19. https://www.twz.com/air/sncs-freedom-jet-enters-race-to-replace-navys-t-45-goshawk-trainer
  20. https://www.slashgear.com/1987566/what-aircraft-could-replace-t45-goshawk-trainer-aircraft/
  21. https://apps.dtic.mil/sti/tr/pdf/ADA420193.pdf
  22. https://www.naval-technology.com/projects/t45-goshawk/
  23. https://www.militaryfactory.com/aircraft/detail.php?aircraft_id=174
  24. https://martin-baker.com/ejection-seats/mk14-naces/
  25. https://aerocorner.com/aircraft/t45-goshawk/
  26. https://boeing.mediaroom.com/1997-10-31-T-45-Goshawk-Gets-New-State-of-the-Art-Cockpit-Cockpit-21
  27. https://theaviationist.com/2025/03/31/new-usn-trainer-rfi/
  28. https://www.globalsecurity.org/military/systems/aircraft/t-45-specs.htm
  29. https://www.cnatra.navy.mil/tw2/
  30. https://www.history.navy.mil/research/histories/ship-histories/danfs/j/john-f-kennedy-cva-67.html
  31. https://apps.dtic.mil/sti/tr/pdf/ADA304259.pdf
  32. https://www.globalsecurity.org/military/systems/aircraft/t-45-deficiencies.htm
  33. https://www.cnatra.navy.mil/tw2/curriculum.asp
  34. https://leroywhomerjr.org/navy-advanced-jet-training/
  35. https://www.cnatra.navy.mil/tw1/advanced-strike.asp
  36. https://www.navy.mil/Press-Office/News-Stories/Article/3875427/ideas-in-flight-onr-techsolutions-delivers-new-realistic-flight-simulator/
  37. https://firescholars.seu.edu/cgi/viewcontent.cgi?article=1011&context=jassrp
  38. https://www.navair.navy.mil/news/Project-Link-New-T-45-Mixed-Reality-Trainer-improves-readiness/Fri-10112024-0807
  39. https://www.armadainternational.com/2024/08/us-navy-overhauls-pilot-training/
  40. https://theaviationist.com/2024/07/10/1-million-flight-hours-t-45-goshawk/
  41. https://breakingdefense.com/2025/07/navy-begins-inducting-t-45-trainer-aircraft-for-service-life-extensions/
  42. https://www.navytimes.com/newsletters/2025/09/02/carrier-landings-no-longer-required-for-navy-pilots-wings-of-gold/
  43. https://www.dvidshub.net/news/382247/strike-pilot-detachment-makes-impact-el-centro
  44. https://www.dvidshub.net/news/450924/training-air-wing-2-detachment-completes-strike-training-early-el-centro
  45. https://news.usni.org/2019/09/10/t-45c-goshawk-trainers-on-track-to-qualify-for-landing-on-ford-class-carriers
  46. https://aviationweek.com/sites/default/files/2020-02/AW_200210.pdf
  47. https://www.navair.navy.mil/product/T-45-Goshawk-0
  48. https://www.globalsecurity.org/military/systems/aircraft/systems/f405.htm
  49. https://aviationnews.eu/news/2025/07/t-45-goshawk-enters-service-life-extension-program-to-sustain-fleet-readiness/
  50. https://aerospaceglobalnews.com/news/us-navy-jet-trainer-replacing-t-45-goshawk/
  51. https://www.cnatra.navy.mil/tw1/
  52. https://www.cnatra.navy.mil/tw2/vt21/
  53. https://cnrse.cnic.navy.mil/Installations/NAS-Kingsville/About/Tenant-Commands/Training-Air-Wing-Two/VT-21/
  54. https://www.cnatra.navy.mil/tw2/vt22/
  55. https://seapowermagazine.org/training-air-wing-2-completes-1-million-hours-in-t-45-goshawk/
  56. https://cnrse.cnic.navy.mil/Installations/NAS-Meridian/About/Tenant-Commands/TW-1/VT-7/
  57. https://www.cnatra.navy.mil/tw1/vt9/
  58. https://cnrse.cnic.navy.mil/Installations/NAS-Meridian/About/Tenant-Commands/TW-1/VT-9/
  59. https://nationalinterest.org/blog/buzz/saltwater-exposure-navy-planes-number-one-enemy-hk-100925
  60. https://dsiac.dtic.mil/articles/atmospheric-corrosion-severity-and-the-role-of-the-environment-determining-a-direct-correlation/
  61. https://www.nbcwashington.com/local/dc-wtop-navy-continues-to-ground-training-plane-over-oxygen-problems/10446/
  62. https://sofrep.com/fightersweep/us-navy-temporarily-grounds-t-45c-goshawk-training-jet/
  63. https://www.navytimes.com/news/your-navy/2016/05/08/nothing-scares-hornet-pilots-more-than-losing-oxygen-and-it-happens-all-the-time/
  64. https://news.usni.org/2017/06/07/navy-marines-still-struggling-t-45-trainer-oxygen-system-failures
  65. https://www.upi.com/Defense-News/2018/09/11/Navy-contracts-L-3-for-T-45-Goshawk-maintenance-support/8421536676605/
  66. https://thebaynet.com/how-naval-aviation-is-solving-its-billion-dollar-corrosion-problem/
  67. https://www.navair.navy.mil/news/Fleet-Readiness-Center-Southeast-establishes-new-T-45-repair-capability/Tue-05132025-1248
  68. https://www.military.com/daily-news/2021/03/09/navys-whole-t-45-trainer-fleet-get-new-oxygen-systems-after-hypoxia-events.html
  69. https://www.flightglobal.com/defence/cobham-lands-t-45-goshawk-oxygen-system-upgrade-deal/142822.article
  70. https://www.downwindbeachhouse.com/post/us-military-pilot-training-challenges-t-45-goshawk-and-t-38-talon-issues-impacting-readiness
  71. https://news.usni.org/2022/10/20/navy-grounds-193-t-45c-jet-trainers-over-engine-fault
  72. https://www.navytimes.com/news/your-navy/2024/05/01/navy-pauses-t-45c-goshawk-fleet-operations-after-engine-malfunction/
  73. https://www.upi.com/Archives/1994/08/18/Michigan-man-killed-in-Texas-air-crash/1188777182400/
  74. https://aviation-safety.net/wikibase/77569
  75. https://www.navytimes.com/news/your-navy/2023/06/09/bird-strike-caused-t-45-goshawk-crash-last-august-investigation-finds/
  76. https://aviation-safety.net/wikibase/281659
  77. https://news.usni.org/2018/04/16/investigation-reckless-flying-caused-fatal-t-45c-crash-killed-two-naval-aviators
Add your contribution
Related Hubs
User Avatar
No comments yet.