Externally, there are numerous change that are Growler-unique, some more subtle than others. Most noticeable are changes to outer portions of the Growler's wing, put in place partially because of "the buffet onset at high-g manoeuvres" experienced with Super Hornets, says Boeing.

As part of a Super Hornet transonic flying qualities programme launched before the advent of the Growler, four design changes were developed by engineers at Boeing. When the navy decided to launch the Growler, Boeing offered to include the improvements, in part to minimise motion of the wingtip pods to better locate threats. "We wanted to make the manoeuvres smoother for the [Growler]," says Tony Bargeon, Boeing's EA-18G configuration manager. "We wanted to make the wingtips quieter too."

Leading edge fairings now form a smooth "saw tooth" transition from the outer wing (the outer section that folds up and over for carrier operations) to the inner wing, replacing "snag" edge between the two on the Super Hornet. A 12.5cm (5in)-high by 150cm-long wing fence has been placed on the top surface of each wing about midway along the span, and there are now aileron "tripper strips" just ahead of the aileron hinge line. The two-strip arrangement forms a triangle rough 0.95cm high, eliminating the "aileron buzz" experienced by Super Hornet pilots during the same high-g manoeuvres. Engineers also replaced the perforated hinge fairing between outer and inner wing with a solid hinge fairing to help with the buffeting.

Boeing EA-18G chief engineer Kevin Fogarty says Boeing offered to make the same changes on the Super Hornet production line, but the navy declined.

Where would you put the J-20 in the list?