The D-shaped intakes of the Hornet-C/D and the trapezoidal intakes of the Hornet-E/F are set well back underneath the LEXes. The cobra-shaped extensions (which are more pronounced on the Super Hornet) somewhat protect the engine intakes from high angle of attack (alpha or AOA) airflow disruptions. Since the Hornet is not required to exceed Mach 2, the aircraft does not need sophisticated variable-ramp air intakes. The intakes thus sport a simple, fixed splitter plate mounted next to the fuselage. The only moving parts are two ducts cut into the top of the LEX which upwardly eject bleed air into the LEX-generated airflow.
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The intake ramps/boundary layer splitter plates are solid at the front end with perforations directly ahead of the inlet. This permits sluggish boundary layer air to be bled away and dumped via spill ducts atop the LEX. The twin-hinged, hydraulically-activated airbrake is mounted on the rear dorsal fuselage between the vertical tail surfaces. This configuration affords minimal pitch change upon airbrake extension. The main undercarriage units retract aft and rotate through 90 degrees so as to lie flat underneath the air intake ducts. The twin-wheel nose gear retracts forward into the nose.
