Workers at Northrop Grumman Corp.'s 1-million-square-foot El Segundo facility on Aviation Boulevard have been cranking out fuselage sections for the Navy's F/A-18 fighter jet for decades.

But now, the end may be near.

Since entering service in 1983, the lithe twin-engine fighter-bomber has been a symbol of U.S. military might, catapulting from aircraft carrier decks and obliterating targets in the sky and on the ground.


FOR THE RECORD:
Super Hornet: An article in the Feb. 22 Business section about plans to replace the Navy's F/A-18 Super Hornet fighter with the F-35 included a caption that said the Super Hornet pictured was taking off from the flight deck of the aircraft carrier Nimitz. The aircraft was landing, not taking off. —

Today there are increasing fears that the F/A-18 Super Hornet assembly line may be shut down because of dwindling orders, as the Navy prepares for a new generation of warplane — the controversial F-35 Joint Strike Fighter.

The new radar-evading jet is scheduled to be the F/A-18's eventual successor when it becomes operational in 2019. It's only about halfway through its development plan and has been plagued by billions of dollars' worth of cost overruns. There has also been a string of technical problems, including a redesign of its arresting hook, which is essential to landing on a carrier deck.

Now the Obama administration must decide by March 4 — when its fiscal 2015 budget request is sent to Congress — whether it wants any more F/A-18s. Then it will be up to Congress whether to go along.

With no new orders, the last F/A-18 fuselage is set to be hoisted onto an 18-wheeler for the 1,800-mile trek from El Segundo to prime contractor Boeing Co.'s final assembly plant in St. Louis by the end of 2016.

John Murnane, Northrop's program manager, said there are nearly 100 fuselages left to deliver to Boeing, and contractors are hopeful for more.

"We continue to work with our industry partners to identify future opportunities," he said. "The program has always received strong support from its customers."

To give customers more time and to extend the line's life several months, Boeing and Northrop have slowed production rates from four per month to three. The aerospace giants have also proposed a more fuel efficient, stealthy version of the plane as a potential alternative. To lower costs, Boeing negotiated a new tentative contract agreement with a St. Louis machinists union.

If political maneuvering and a fresh sales pitch don't work, the El Segundo assembly line could join dozens of other airplane manufacturing plants that have had to close their doors. The latest is Boeing's sprawling Long Beach plant, where the last hulking C-17 cargo plane is to be built next year.

The difference here is that the Navy wants to purchase more fighters no matter what, whereas the Air Force was not interested in more cargo jets, said Todd Harrison, a defense analyst for the Center for Strategic and Budgetary Assessments in Washington, D.C.

"It's a zero sum game for the Navy," he said. "It's only a matter [of] if they're going to buy F-35s or Super Hornets."

Boeing and Northrop have had luck staving off the end before. By now, the military had hoped to start phasing out the F/A-18 and begin flying the F-35, but repeated problems have forced the Navy to buy more F/A-18s to hedge against the delays.

That's been a boon for Northrop's 900 F/A-18 workers in El Segundo. Aerospace workers have been assembling military aircraft at the redwood building on Aviation Boulevard, which is only about a mile south of Los Angeles International Airport, since World War II.

In the 1940s, Douglas Aircraft Co. made the SBD Dauntless, a Navy dive bomber, in the facility. Northrop moved into the facility in 1977 to build the F/A-18 and another supersonic fighter, the F-5.

It now produces about 3.5 of the F/A-18 fuselage sections per month.