EA-18G. FLIGHT MANUAL (2008)

A1-E18GA-NFM-000

2.24 TRAINER CONFIGURATION

2.24.1 Throttles (Trainer Configured). The rear cockpit of the trainer configured aircraft contains

an additional set of flight controls: control stick, throttles, and rudder pedals. The rear cockpit

throttles, located on the left console, are mechanically connected to those in the front cockpit and

provide thrust modulation from IDLE to MAX. The rear throttles do not contain finger lifts, so the

engines cannot be secured from the rear cockpit. The rear throttle grips are slightly different than

those in the front cockpit. The ATC engage/disengage switch is not functional; the chaff/flare/ALE-50

switch is not installed; and the speedbrake switch is momentary action only. In general, systems

controlled by throttle switches respond to the last crewmember action taken from either cockpit.

2.24.1.1 Throttle Grip Switches/Controls (Trainer Configured Rear Cockpit). The rear cockpit

throttle grips contain the same weapon systems controls as those in the front cockpit, except no

chaff/flare/ALE-50 switch is installed. The systems controlled by the throttle grip switches/controls

respond to the last crewmember action taken from either cockpit.

2.24.2 Speedbrake Switch. In the trainer configuration, the rear cockpit speedbrake switch has

override priority over the front cockpit switch.

NOTE

In the trainer configuration, if the rear cockpit switch fails in the aft

position, the

minute timer must expire before the speedbrake

surfaces can be retracted with the FCS RESET button.

2.24.3 Stick (Trainer Configured). In the trainer configuration, a control stick is also fitted in the

rear cockpit and is mechanically linked to the one in the front cockpit.

2.24.3.1 Stick Grip Switches/Controls (Trainer Configured). In the trainer configuration, the front

and rear cockpit stick grips are identical. However, the rear cockpit trigger and A/G weapon release

button are not functional. The rear cockpit A/A weapon select switch does not automatically select A/A

master mode. From the rear cockpit, A/A master mode must be entered by actuation of the A/A master

2.24.3.2 Stick Grip FCS Controls. In the trainer configuration, the FCS controls on the rear cockpit

stick grip are identical to those in the front cockpit.

2.24.4 Rudder Pedals. In the trainer configuration, two rudder pedals are also fitted in the rear

cockpit but are not mechanically linked to the rudder pedals in the front cockpit. Pedal inputs from

either cockpit are summed together and transmitted to the FCCs. A half pedal input from the front

cockpit and a half pedal input from the rear cockpit results in a full rudder pedal command to the

FCCs. Similarly, opposing rudder pedal inputs in each cockpit cancel each other.

2.24.5 Wheel Brake Operation. In the trainer configuration, a second set of cables are routed to the

servovalves from the rear cockpit brake pedals. The servovalves are controlled by the pilot applying the

most brake pedal force. mode light. The front and rear cockpit control sensor switches are functionally

identical, including ACM mode selection. However, the rear cockpit TDC can be assigned to a sensor

different from the front cockpit TDC. The systems controlled by the stick grip switches/controls

respond to the last crewmember action taken from either cockpit.

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CHAPTER 4

Operating Limitations

4.1 LIMITATIONS OF THE BASIC AIRCRAFT

All operating limitations listed in this section are based on the following:

• Aircraft with wing stations 3/9 and 4/8 SUU-79C/A or SUU-79B/A pylons, and stations 2/10

cast SUU-80 (P/N 74A730471-1001) pylons.

• ALQ-218 pods on both wingtip stations 1 and 11.

• FCC OFP 18E-102 or subsequent.

4.1.1 Engine Operation Limitations. During normal engine operation, engine parameters (e.g., N₁,

N₂, and EGT) are maintained within limits by the FADEC. See figure 4-1 for engine operation

limitations.

EGT Nozzle

Limitations

N₂ (%) N₁ (%)

Oil Press (psi)

(°C)

(%)

Transient (MIL/MAX)

102

103

976

−

Steady state

MAX

100

952

50 to 100

80 to 150 (warm oil)

MIL

932

0 to 45

Ground IDLE

≥ 61

≥ 32

250 to 590

77 to 83

35 to 90 (warm oil)

Start

≥ 10

−

871

−

• Min 10 within 30 sec

• 180 max after 2.5 min

Figure 4-1. Engine Operation Limitations

4.1.1.1

Engine Vibration Limitations. Engine vibration limitations are:

1. FAN VIB:

1.6 ips max

2. CORE VIB:

2.2 ips max

4.1.2 CG Limitations. 16.8 to 31.8% MAC

4.1.3 Airspeed Limitations. The airspeed limitations for the basic aircraft (with or without empty

pylons) in smooth or moderately turbulent air with the landing gear retracted and flaps in AUTO are

650 KCAS at and below 18,000 feet, and 700 KCAS/2.0 IMN (whichever is less) above 18,000 feet, as

shown in figure 4-2. Subsystem related airspeed limitations are shown in figure 4-3.

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4.1.4 Gross Weight and Lateral Weight Asymmetry Limitations. See figure 4-4 for gross weight and

lateral weight asymmetry limitations. AOA limitations may also apply based on lateral asymmetry, see

figure 4-6.

Condition

GW Limit (lb)

Asymmetry Limit¹ (ft-lb)

Catapult/Field Takeoff/In Flight

66,000

26,000

Field Landing/FCLP/T&G

50,600

26,000

Carrier Landing

48,000

26,000

Carrier Barricade

44,000

26,000

1. If FLY/LAND values are unavailable, calculate using station 2-10 stores/external tank fuel/pylons.

Include internal wing fuel split if FUEL XFER caution is displayed.

Figure 4-4. Gross Weight and Lateral Weight Asymmetry Limitations

4.1.4.1

Lateral Weight Asymmetry Calculations. Lateral weight asymmetry is calculated by the MC

and displayed on the CHKLST page. Two values are displayed, FLY and LAND, and indicate

thousands of ft−lb. The values are displayed on the heavy side of the aircraft. Both values include

internal wing fuel imbalances regardless of FUEL XFER caution status. The FLY and LAND values

should be equal and should be used for all conditions. In flight, it is possible for the displayed value to

exceed the value in figure 4−4 due to small fuel imbalances. The values will flash when one fuel

quantity is invalid or one weapon station indicates HUNG and the values will be removed if more than

one fuel quantity is invalid, and/or weapon station indicates HUNG. If AOA TONE caution is

displayed and/or lateral weight asymmetry calculations are flashing, calculate aircraft lateral asym-

metry manually.

Lateral asymmetry is manually calculated by using the weight of asymmetric external stores, pylons,

and fuel on stations 2 thru 10 multiplied by the store station distance shown in figure 4−5. The weight

of asymmetric internal wing fuel can be ignored unless the FUEL XFER caution is displayed due to

asymmetric internal wing fuel. If the FUEL XFER caution is displayed, include the weight of

asymmetric internal wing fuel in lateral asymmetry calculations as shown in figure 4−5. Ensure that

lateral weight asymmetry remains within limits. If value exceeds limits, take corrective action.

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Figure 4-5. Asymmetric Stores Limitations

NOTE

• If a FUEL XFER caution is displayed and the internal wing tanks are

unbalanced, the weight of asymmetric internal wing fuel must be used

in calculating total weight asymmetry in all phases of flight. Com-

pletely split internal wing tanks (one full and one empty) have the

potential of reaching 14,000 ft-lb of lateral weight asymmetry.

• The following is a rule of thumb for calculating internal wing tank

asymmetry: pounds of fuel split x 10 (e.g., a 200 pound fuel split

equates to approximately 2,000 ft-lb of asymmetry).

• With a symmetrically loaded aircraft, release of any single store will

not exceed the lateral weight asymmetry limitations. Release of

dissimilar stores in the normal SMS release sequence may exceed the

lateral weight asymmetry limitation.

• Weights listed under each station on the right−hand side of figure 4−5

are the maximum weight that can be asymmetrically carried on any

single station without exceeding 26,000 ft−lb.

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4.1.5 AOA Limitations - Flaps AUTO. Refer to figure 4-6 for AOA limitations with flaps in AUTO.

4.1.5.1

AOA Limit Display. The current positive AOA limit is displayed on the CHKLST page. The

limit is displayed below the aircraft and only when a limit exists. For every set of positive/negative

AOA limits, only the positive AOA limit is displayed. The AOA limit will be removed if the FLY lateral

weight asymmetry value is removed. The AOA limit of 14° will be displayed with flaps in HALF or

FULL regardless of the lateral weight asymmetry AOA limit.

AOA Limitations - Flaps AUTO¹

Lateral Weight

Subsonic

Supersonic

Asymmetry

(1,000 ft-lb)

≤6

Unrestricted

(> +15° Half lateral stick or half rudder

pedal inputs only)

> 6 to ≤ 8

> 8 to ≤ 13

Low or Slow

High and Fast

(≤ 20k ft or ≤ 250

(> 20k ft and > 250

-6 to +15°

KCAS)

and

Unrestricted

≤ +30°

Single axis inputs only²

> 13 to ≤ 26

-6 to +15°

and

Single axis inputs only²

Notes:

(1) Rolling maneuvers up to abrupt, full stick (full stick in less than 1 second) are authorized within these

AOA limits and the acceleration limitations specified in figure 4-7.

(2) In ‘‘Single axis inputs only’’ regions, avoid rolling or yawing the aircraft while changing longitudinal stick

position. It is acceptable to pull, stop, then roll or to pull and counter any roll-off induced by the heavy

wing under g.

Figure 4-6. AOA Limitations - Flaps AUTO

4.1.6 Acceleration Limitations. With flaps in AUTO, the acceleration limitations for the basic

aircraft (with or without empty pylons) in smooth air with the landing gear retracted are shown in

figure 4-7. In moderate turbulence, reduce deliberate accelerations 2g below that shown in figure 4-7

to minimize the potential of an aircraft over-g.

Acceleration limits during landing gear extension/retraction, or with landing gear extended, are 0.0

to +2.0g (symmetrical) and +0.5 to +1.5g (rolling).

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NOTES

1. At any specific gross weight, the G-limiter will attempt to limit command g to the levels shown

above, up to 57,405 lb GW. Above 57,405 lb GW, the G-limiter is fixed at +5.5.

2. Overshoots up to +0.5g or -0.2g do not constitute an over-g.

3. Above 57,405 lb, an over-g will occur if the pilot solely relies on the G-limiter.

The aircraft structural carriage g envelope is based on the product of the maximum normal

acceleration limits of +7.5g and -3.0g at a weight of 42,097 lb. As aircraft gross weight increases

above 42,097 lb, Nz must be decreased so that the maximum NzW allowable is not exceeded. Refer

to sheet 3 for an example of NzW correction for these calculations. Nz limits between +2.0 and -2.0

need not be corrected for NzW.

See External Stores Limitations, NTRP 3-22.4-EA-18G (EA-18G Unclassified NATIP) for

additional acceleration limitations which may apply when carrying stores. Unless otherwise noted,

Nz store limitations are based on an aircraft gross weight of 42,097 lb. As aircraft gross weight

increases above 42,097 lb, Nz must be decreased so that the maximum NzW allowable is not

exceeded. Refer to sheet 3 for an example of NzW correction for these calculations. Over-g

protection is not provided by the G-limiter for additional Nz restrictions due to store carriage.

Over-g due to store limitations will not trigger an over-g MSP code but aircraft over stress may

result. Additional store restrictions should be closely monitored by aircrew. Nz limits between +2.0

and -2.0 need not be corrected for NzW.

Figure 4-7. Acceleration Limitations - Basic Aircraft

(with or without empty pylons) (Sheet 1 of 3)

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‘

NOTES

1. At any specific gross weight, the G-limiter will attempt to limit command positive g to the levels

shown above, up to 57,405 lb GW with lateral stick inputs. Above 57,405 lb GW, the G-limiter is

fixed at +4.4. For negative rolling maneuvers beyond -1 g, the G-limiter will not reduce command

g in response to lateral stick input. Negative load factor when rolling shall be closely monitored.

2. Overshoots up to +0.5g or -0.2g do not constitute an over-g.

3. Above 57,405 lb, an over-g will occur if the pilot solely relies on the G-limiter.

4. The aircraft structural carriage g envelope is based on the product of the maximum normal

acceleration limits of +7.5g and -3.0g at a weight of 42,097 lb. As aircraft gross weight increases

above 42,097 lb Nz must be decreased so that the maximum NzW allowable is not exceeded. Refer

to sheet 3 for an example of NzW correction for these calculations. Nz limits between +2.0 and -2.0

need not be corrected for NzW.

5. See External Stores Limitations, NTRP

3-22.4-EA-18G (EA-18G Unclassified NATIP) for

additional acceleration limitations which may apply when carrying stores. Unless otherwise noted,

Nz store limitations are based on an aircraft gross weight of 42,097 lb. As aircraft gross weight

increases above 42,097 lb, Nz must be decreased so that the maximum NzW allowable is not

exceeded. Refer to sheet 3 for an example of NzW correction for these calculations. Over-g

protection is not provided by the G-limiter for additional Nz restrictions due to store carriage.

Over-g due to store limitations will not trigger an over-g MSP code but aircraft over stress may

result. Additional store restrictions should be closely monitored by aircrew. Nz limits between +2.0

and -2.0 need not be corrected for NzW.

Figure 4-7. Acceleration Limitations - Basic Aircraft

(with or without empty pylons) (Sheet 2)

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4.1.7 Limitations with Flaps HALF or FULL. Refer to figure 4-8 for flaps limitations when HALF or

FULL.

Parameter

Limitation

AOA

0 to 14° (AOA tone) (1)

Bank angle

90° max

15° max during flap selection (HALF or FULL from

AUTO) with a HI AOA advisory

Acceleration

Symmetrical

0.0 to +2.0g

Rolling

+0.5 to +1.5g

NOTE:

1. Transitory excursions above 14° may be seen during catapult launch.

Figure 4-8. Limitations with Flaps HALF or FULL

4.1.8 Refueling Limitation. Maximum refueling pressure, in flight or on the ground, is

psi.

4.1.9 Prohibited Maneuvers

Environmental -

1. Flight in lightning or thunderstorms.

Systems -

1. Takeoff with a FADEC DEGD indication (dual channel line outs).

2. Takeoff with an FCS A or FCS B DEGD.

3. Pulling any FCS circuit breaker in flight except as directed by NATOPS.

4. Use of RALT mode below 500 feet AGL.

5. Landing with autopilot modes engaged except for the following:

a. Mode 1 ACL.

b. Field landings with FPAH/ROLL.

6. Takeoffs and landings while using any laser eye protection (LEP) devices.

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7. Selection of MAN with the ECS MODE switch.

Selection of MAN with the ECS MODE switch while the aft cooling fan

shutoff valve is open may cause the fan to overspeed resulting in a

catastrophic fan failure potentially leading to loss of OBOGS.

Departure/Spin -

1. Zero airspeed tailslides.

2. Intentional departures/spins.

3. Yaw rates over 40°/second (yaw tone).

4. Holding roll inputs (lateral stick or rudder pedal) past 360° of bank angle change.

5. Inflight selection of RCVY on the SPIN switch.

Selection of manual spin recovery mode (SPIN switch in RCVY) seri-

ously degrades controllability and prevents recovery from any departure

or spin.

Fuel and Engine Oil -

1. Zero g except transient (over 2 seconds between +0.2 and -0.2g).

2. Negative g for more than 10 seconds (30 seconds required between negative g maneuvers).

Loads -

1. Field full stop, FCLP, or T&G with lens settings greater than 3.25°.

2. Carrier arrestment or T&G with lens settings greater than 4.0°.

3. Flight above 650 KCAS and below 18,000 feet MSL (as shown in figure 4-2).

4. Holding lateral stick inputs past 180° of bank angle change when pushing between 0.0 and -1.0g.

5. Abrupt, full aft stick inputs (full aft stick in less than 0.5 seconds) with less than 3,500 pounds of

fuel.

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6. Any rudder input when aircraft load factor is more negative than -1.2 g.

7. Use of yaw trim to generate sideslip (drive ball from center).

8. For approved store loadouts between 16,000 and 26,000 ft-lb lateral asymmetry, the carriage

limitation is -1g to +3g symmetric maneuvering (load factor does not need to be corrected for

aircraft gross weight) and rolls are limited to coordinated turns.

9. Lateral and directional trim limitations. Use of lateral and/or directional trim in combination

with lateral stick inputs above certain airspeeds may result in the exceedance of aircraft

structural load limitations. Following are conditions that require trim due to aircraft imbalance

and their associated limitations. These are in addition to existing limitations for the basic aircraft

and any store peculiar limitation. Air to ground limitations are for any configuration with a wing

EFT or wing carried air to ground store.

Condition

Prohibited Maneuvers

Pushing beyond -1.2g when airspeed is above 500 KCAS

Roll off tendency > 5°

More than half lateral stick deflection when

/sec without lateral trim

airspeed > 600 KCAS or Mach > 1.1

below 24,000 ft MSL

airspeed > 500 KCAS above 24,000 ft MSL

Lateral weight

asymmetry for air-to-

Pushing beyond -1.2g when airspeed is above 500 KCAS

ground store

6,000

ft-lb and ≤ 26,000 ft-lb

Flutter -

1. Flight without ALQ-218 pods installed on both wingtip stations 1 and 11. The ALQ-218 pod shall

denote and include all of the internal and external components defined below:

a. ALQ-218 pod required installation configuration - includes all of the following components for

each wingtip pod:

(1) Structural assembly with shock−mounted equipment trays installed, and including four (4)

upper surface fins.

(2) WRA-1,2,3,4/AU-1,2,3,4 (antenna preselector unit and SBI array) in the forward and aft

equipment tray.

(3) AU-10/11 (left/right mid-band SBI array) in the center position of the outboard-facing

ground plane.

(4) AU-17/19 (left/right forward low band antenna) in the forward position of the outboard-

facing ground plane.

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(5) AU-18/20 (left/right aft low band antenna) in the aft position of the outboard-facing

ground plane.

(6) Forward and aft RF-compatible radomes.

(7) Side RF-compatible radome.

(8) Pod air inlet scoop.

Flying Qualities -

1. Single-ship takeoffs with 90° crosswind component over 30 knots.

2. Section takeoffs with any of the following conditions:

90° crosswind component over 15 knots.

b. Asymmetric loading over 9,000 ft-lb.

c. Dissimilar loading except pylons and fuselage missiles.

3. Flight with GAIN ORIDE selected above 10° AOA or above 350 KCAS (flaps AUTO), above 200

KCAS (flaps HALF), or above 190 KCAS (flaps FULL).

With GAIN ORIDE selected (fixed FCS gains), the aircraft is uncontrol-

lable above approximately 450 KCAS.

4. Single-ship landings with 90° crosswind component over 30 knots.

5. Section landings with 90° crosswind component over 15 knots.

6. Aerobraking on landing rollout with crosswind greater than 5 knots, pitch attitude greater than

10°, airspeed less than 80 KCAS, GAIN−ORIDE selected, FCS AIR DAT caution or FLAP

SCHED caution.

4.2 EXTERNAL STORES LIMITATIONS

The NTRP 3-22.4-EA-18G (EA-18G Unclassified NATIP) defines the stores limitations for all

EA-18G authorized suspension equipment and external stores, including external fuel tanks.

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CHAPTER 5

Indoctrination

5.1 INITIAL QUALIFICATION

Initial NATOPS qualification in EA-18G aircraft shall be obtained by satisfactory completion of the

CNO approved course of instruction at an EA-18G Fleet Replacement Squadron (FRS). The minimum

training requirements to be completed prior to initial NATOPS qualification for pilots and weapon

system operators (WSO) are set forth below.

5.1.1 Minimum Ground Training Requirements. The following minimum ground training require-

ments shall be successfully completed prior to first flight in an G-series aircraft:

1. FRS academic familiarization syllabus to include:

a. Aircraft systems and procedures.

b. Emergency procedures review.

c. Instrument flight training.

d. Immediate action, open, and closed book NATOPS exams.

e. Cockpit orientation.

f. Ejection, egress, and survival equipment checkout.

g. Preflight checkout.

2. FRS simulator familiarization syllabus in the Tactical Operational Flight Trainer (TOFT).

5.1.2 Minimum Flight Training Requirements. The following minimum flight training require-

ments shall be successfully completed prior to initial NATOPS qualification:

1. FRS familiarization flight phase to include a minimum of 10 hours first pilot time (FPT) in

G-series aircraft (5 hours if currently NATOPS qualified in F/A-18A-F), and a minimum of 10 hours

special crew time (SCT) (5 hours if currently NATOPS qualified in F/A-18B/D/F) in G-series

aircraft for WSOs.

5.2 FOLLOW-ON TRAINING

Follow-on ground training for each activity may vary according to local conditions, field facilities,

requirements from higher authority, and the immediate unit Commanding Officer’s estimate of

squadron readiness.

Follow-on flight training should include aircraft and weapon systems instruction, normal and

emergency procedures, simulators

(if available), and evaluation of aircrew performance. Local

command requirements, squadron mission, and other factors may influence the actual flight training

syllabus and the sequence in which it is completed.

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5.3

CURRENCY REQUIREMENTS

Minimum requirements to maintain currency after initial qualification shall be established by the

unit Commanding Officer but will involve no less than 5 hours of first pilot time and two takeoffs and

landings in G-series aircraft in the previous 90 days for pilots, and 5 hours of special crew time in

F-series aircraft in the previous 90 days for WSOs. Additionally, an annual NATOPS evaluation with

a grade of at least conditionally qualified is required for both pilots and WSOs.

5.3.1 Regaining Currency. Requalification of those crewmembers whose currency has lapsed shall

include a familiarization flight(s), to include enough flight time to enable crewmembers to attain the

requirement of 5 flight hours and 2 takeoff and landings in G-series within 90 days. Specifics of

familiarization flight(s) at discretion of Commanding Officer of the unit having custody of the aircraft.

5.4 REQUIREMENTS FOR VARIOUS FLIGHT PHASES

The specific requirements for various flight phases conducted during initial training in G-series

aircraft are listed in figure 5-1.

Pilots with current

NATOPS in

Type/Model, and

Flight Phase

Pilot General

WSO

EA-18G CAT1 or CAT2

transition syllabus

complete

Day Solo/Crew Solo

4 FAM flights *

1 FAM flight *

Night Solo/Crew Solo

Day Solo/Crew Solo qualified, 1 night FAM flight

Solo/Crew Solo Cross

EA-18G instrument and NATOPS qualified

Country

Initial CQ

50 EA-18G hours

NATOPS Qualified

15 EA-18G hours

(FPT)

* CNO approved syllabus

Figure 5-1. Requirements for Various Flight Phases During Initial Training

5.4.1 Instrument Evaluation Flights. Instrument evaluation flight requirements are delineated in

OPNAVINST 3710.7 series and the NATOPS Instrument Flight Manual. Instrument evaluation

flights may be conducted by designated military aviators or Naval Flight Officers designated in writing

by their Commanding Officer.

5.4.2 Instrument Qualification. In accordance with OPNAVINST 3710.7 series, instrument ratings

shall be valid in all aircraft in which the pilot is instrument qualified regardless of the model in which

the check was flown. A pilot may be considered to be instrument qualified in an aircraft when he/she

has completed the evaluation as outlined in each respective NATOPS manual and has met the

requirements for an instrument rating as outlined in OPNAVINST 3710.7 series.

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5.4.2.1

Requirements for Instrument Qualification in G-Series Aircraft. Each aircrew is required to

be instrument qualified in EA-18G aircraft.

Pilots must have a current instrument rating prior to flight in actual instrument conditions. Figure

5-2 delineates the pilot requirements for instrument qualification along with ceiling and visibility

restrictions for instrument rated pilots. When a pilot becomes fully instrument qualified in EA-18G

aircraft, the ceiling and visibility requirements shall be the minimums authorized by OPNAVINST

3710.7 series, namely field minimums not less than 200/½.

WSOs must attend instrument ground school and satisfactorily complete a written examination to

be instrument qualified.

5.4.3 Ceiling/Visibility

Requirements. The ceiling and visibility requirements for takeoff and

landing for pilots who are not fully instrument qualified in G-series aircraft are delineated in figure 5-2.

Pilot With Current

Instrument Rating,

EA-18G Actual

Instrument Rating

Pilot With Current

F/A-18A-F NATOPS

Flight Experience

and >500 Hours in

Instrument Rating

Qualification and

Tactical Aircraft

>300 hours in model

IP in rear of F(T)

300/1

1000/3 for takeoff/

None

landing, and training in

clear air mass

Remain VMC and VFR

Circling mins for takeoff/

Complete 1st FAM

landing, and training in

flight *

clear air mass

1000/3 for takeoff/

Complete 2nd FAM

EA-18G instrument

landing, and training in

Remain VMC and VFR

flight *

qualified

clear air mass

Complete 2nd FAM

Circling mins for takeoff/

1000/3 for takeoff/

flight *, and IAC in rear

−

landing, and training in

cockpit or complete all

clear air mass

FAM flights * ++

Circling mins for

EA-18G NATOPS check

EA-18G instrument

−

takeoff/landing, and

and >10 hours (FPT)

qualified

training in clear air mass

EA-18G NATOPS check

EA-18G instrument

−

and >40 hours (FPT)

qualified

* CNO approved syllabus

++ Excluding CQ introduction

Figure 5-2. Pilot Ceiling and Visibility Restrictions Prior to Instrument Qualification

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CHAPTER 6

Flight Preparation

6.1 MISSION PLANNING

6.1.1 General. All aircrew shall be responsible for preflight planning and preparation of required

charts, route navigation computations including fuel planning, checking weather and NOTAMS, and

for filing required flight plans. Refer to Part XI, Performance Data or approved fuel planning software,

to determine fuel consumption and profile. Planned minimum on deck fuel should not be less than

1,800 lb. The aircrew shall refer to applicable tactical publications to plan specialized missions.

6.1.2 Flight Codes. The proper flight classification and flight purpose codes to be assigned to

individual flights are established by OPNAVINST 3710.7 (Series).

6.2 BRIEFING/DEBRIEFING

6.2.1 Briefing. The flight leader is responsible for the briefing of each aircrew in the flight on all

aspects of the mission to be flown. A standard briefing guide shall be used in conducting the briefing.

Briefs shall include applicable ADMIN, TAC ADMIN, and MISSION CONDUCT. Aircrew qualified

to assume the mission lead shall record all data necessary to complete the mission. The briefing guide

should include the following:

6.2.1.1

NATOPS Admin Briefing Guide

General

Time hack

Objectives

Mission (Primary, Secondary)

Training

Julian date, event number

Times

Walk

Start

Check In

Taxi

Takeoff

Land

Debrief

Line up

Callsigns

Aircraft assigned

Crew (Msn Commander, Alternate Lead)

A/A TACAN

Radar channels, search block

Loadout Gross Weight, Max Trap

Comm Plan

Frequencies

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Controlling Agencies

IFF Procedures

Alpha Check

Waypoint Plan

Weather, NOTAMs

Launch, Mission, Recovery, Divert

Sunrise, Sunset, Moonrise, Moonset

Water / Air Temperature

Joker / Bingo / Fuel Ladder

Preflight

Aircraft

Ordnance

Ground / On-deck

Line / Deck and Start Procedures

Final checks

Clearance

Arming

Marshal

Taxi

Takeoff / Launch

Duty Runway / Ships Heading

Ships Posit, PIM

Type Takeoff / Case Departure

Takeoff Data (NWLO, T/O, Abort speeds, Distance)

Catapult Endspeed, Trim (asymmetrical)

Takeoff Checks

Departure Procedures

En Route

Rendezvous (Location, Speed)

En Route Formation

Route of Flight

Op Area

Range Info, Altitudes, Restrictions

Target Time, Range Event Number

Controlling Agency

Entry / Exit procedures

RTB / Recovery

Rendezvous (Location, Speed)

Battle Damage Checks

III-6-2

ORIGINAL

A1-E18GA-NFM-000

CHAPTER 7

Shore-Based Procedures

NOTE

• EA-18G EWO responsibilities are italicized.

• For EA-18G crew coordination specifics, including individual aircrew

responsibilities and ICS communications, refer to Chapter 29, Crew

Coordination Standards.

7.1 PREFLIGHT CHECKS

7.1.1 In Maintenance Control. The A-sheet must be checked for aircraft status, configuration,

armament loading, and servicing prior to manning the aircraft. Review the aircraft discrepancy book

(ADB) for (1) all outstanding discrepancies and (2) at least the last 10 flights worth of discrepancies

and corrective action. Weight and balance clearance is the responsibility of the Maintenance

Department.

7.1.2 Inspection of RCS Reduction Features. The most critical RCS reduction features/treatments

include (1) EMIS III radar bulkhead shields, (2) canopy and windshield coatings, (3) engine inlet

devices, and (4) outer moldline mismatch/gap control. To ensure that the survivability characteristics

of the aircraft are retained, attention should be focused on the following areas:

1. On missions where the full RCS reduction potential of the aircraft is desired (typically wartime

environment only), ensure the twelve missionized EMIS III radar bulkhead shields are installed.

Additionally, ensure all SUU-79 pylons are fitted with their LO hardware (CAD access covers and

four bolt fairings).

2. Typically, if minor damage to canopy or windshield coatings is visually acceptable for flight, the

RCS reduction potential of the coatings should be retained.

3. Typically, if minor damage to the inlet lip/duct RAM coatings or to the inlet device are acceptable

from a FOD standpoint, the RCS reduction potential of the coatings/device should be retained.

4. Mismatches and gaps in the outer moldline of the aircraft can substantially reduce RCS reduction

potential. Care should be taken to note and repair damage to RAM coatings and FIP seals,

particularly around frequently opened panels. Doors and panels should be flush with the surround-

ing structure and gaps should be filled. In general, a rule of thumb for an acceptable amount of

panel/structure mismatch is no greater than the thickness of a PCL cover. With mismatches greater

than that width, some RCS reduction potential is lost. The most critical gaps are those aligned

perpendicular to the longitudinal axis of the aircraft (e.g., vertical gaps between side panels and 3-9

line gaps between underside panels). Gaps and mismatches that run along the longitudinal axis of

the aircraft are less critical.

In general, at least 75% of the perimeter of every door should exhibit good FIP seal integrity (e.g.,

sealed and flush). RAM coating damage should not exceed 25% of the total RAM area in any particular

location (e.g., around flap hinges or main landing gear door edges). Multi-layer RAM patches forward

III-7-1

ORIGINAL

A1-E18GA-NFM-000

Figure 7-1. Exterior Inspection

of the inlet should show no sign of disbonding or peeling. All conductive tape, the windshield aft arch

termination strip, NLG blade seals, canopy and wing conductive bulb seals, and TEF/rudder boots

should be fully bonded, with no loose or peeling corners or edges. It is normally acceptable to trim loose

materials that are noticed just prior to flight.

7.1.3 Exterior Inspection. The exterior inspection (figure 7-1) is divided into 21 areas, beginning at

the left forward fuselage and continuing clockwise around the aircraft. Check doors secure and be alert

for loose fasteners, cracks, dents, leaks, and other general discrepancies.

1. Nose landing gear

a. Holdback fitting - CHECK CONDITION

b. Nose landing gear pin - REMOVED

c. Tires and wheels - CHECK CONDITION

d. Strut extension - 6.5 INCHES (nominal)

e. Tiedown rings (2) - CHECK SPRING CONDITION

f. Launch bar - CHECK CONDITION

III-7-2

ORIGINAL

A1-E18GA-NFM-000

g. NWS assembly - CHECK CONDITION

h. Taxi and approach lights - CHECK CONDITION

i. Strut pressure gauges (2) - CHECK IN THE GREEN

j. Retract actuator - CHECK CONDITION

Nose wheelwell

a. Maintenance code switch - SELECT RESET MOMENTARILY (applies power to the SMS

processor).

b. AEA PRECOOL switch - TEMP CHECK

Check PRECOOL REQUIRED indicator light. If light illuminated, avionics pre-cooling is

required.

c. Doors and linkages - CHECK CONDITION

Nose section (left side)

a. Safety switches - CHECK

(1) Expendables - Yellow when out

(2) Gun electrical - Orange when out

(3) Gun holdback - Orange when out

b. AOA probe - CHECK CONDITION

(1) Smooth, concentric rotation through the full range of travel to include while gently pulling

and pushing the AOA probe.

(2) No bends, dents, dings, cracking or blistering of exterior coatings, or other surface

discrepancies.

c. Pitot tube - CHECK CONDITION (no bends, dents, dings, cracking or blistering of exterior

coatings, or other surface discrepancies).

d. Pitot static drains (4) - CLOSED (underside)

e. Forward antennas - CHECK CONDITION

(1) Blade antenna (Comm 1, DL, IFF)

(2) Hump antenna (ALR-67 Low band array)

(3) Flush chevron antenna (ICLS, ACLS)

(4) ALQ-218 antenna radomes (2)

f. Radome - CHECK SECURE (2 points)

III-7-3

ORIGINAL

A1-E18GA-NFM-000

Nose section (top)

a. CAS Antenna - CHECK CONDITION

Nose section (right side)

a. Radome - CHECK SECURE (2 points)

b. ALQ-218 antenna radomes (2) - CHECK CONDITION

c. AOA probe - CHECK CONDITION

(1) Smooth, concentric rotation through the full range of travel to include while gently pulling

and pushing the AOA probe.

(2) No bends, dents, dings, cracking or blistering of exterior coatings, or other surface

discrepancies.

d. Pitot tube - CHECK CONDITION (no bends, dents, dings, cracking or blistering of exterior

coatings, or other surface discrepancies).

e. Refuel cap - ON

f. Refuel door (8R) - CLOSED/SECURED

Forward fuselage (right side)

a. Aft blade antenna (Comm 2, TCN) - CHECK CONDITION

b. Flush LEX antenna (ALQ-165 low/high band transmitter) - CHECK CONDITION

c. SMS processor - CHECK WEAPON/FUZE CODES

d. DOOR 13R - CLOSED/SECURED

e. Right engine intake - CLEAR

f. Heat exchanger ram air inlet (top, inside intake) - CLEAR

g. Chaff/flare dispensers

(2)

- PREFLIGHT (ensure chaff/flare buckets or access covers

installed).

External fuel tank(s) - PREFLIGHT

a. Refuel cap - DOWN, LOCKED, ARROW FORWARD

b. Precheck valve - DOWN, FLUSH

III-7-4

ORIGINAL

A1-E18GA-NFM-000

8. ALQ-99 pod - CHECK

(Repeat check for centerline and left wing mounted pods)

Do not rotate RAT in a counterclockwise direction as it will result in

severe damage to the RAT brake assembly.

a. RAT brake - CHECK

b. Air cooling inlet - CLEAR

c. Electrical connection (1) - CHECK

d. Radome/radome fasteners - CHECK/SECURE

9. Station 7 missile, NFLR, or LDT (if installed) - PREFLIGHT

10. Right main landing gear - CHECK

a. Tire and wheel - CHECK CONDITION

b. Brake wear indicator - EXTENDED (not flush or below flush)

c. Planing link - CHECK CONDITION

d. Strut - CHECK CONDITION

e. Tiedown rings (2) - CHECK SPRING CONDITION

f. Landing gear pin - REMOVED

11. Right wing

a. Flush LEX antenna (ALR-67/ALQ-165 receivers) - CHECK CONDITION

b. LEF - CHECK CONDITION

c. Pylons and external stores - PREFLIGHT

d. Wingfold area - CHECK CONDITION AND VERIFY WINGFOLD PIN REMOVED

e. Position lights - CHECK CONDITION

f. ALQ-218 wingtip pod - CHECK CONDITION

(1) General condition

(2) Radomes (3)

(3) Inlets clear and structural integrity

(4) Exhausts clear

III-7-5

ORIGINAL

A1-E18GA-NFM-000

g. Aileron - CHECK CONDITION, FAIRED WITH WINGS FOLDED

If the wings are folded, note the position of the ailerons. If the aileron

locking pins do not restrain the ailerons in the faired position, ensure the

ailerons are moved to a faired or outboard position prior to engine start

to preclude damage to the ailerons and TEFs.

h. TEF - CHECK CONDITION

i. Upper surface wing fence - CHECK CONDITION

12. Right wheelwell

a. Hydraulic filter indicators (delta-Ps) - NOT POPPED

b. APU accumulator gauge - CHECK (3,000 psi nominal)

c. APU handpump handle - STOWED AND PINNED

d. Doors and linkages - CHECK CONDITION

e. Landing gear downlock and retract actuators - CHECK CONDITION

13. Aft fuselage (right side)

a. ALQ-218 antenna radomes (2) - CHECK CONDITION

b. Vertical tail and rudder - CHECK CONDITION

c. Strobe light - CHECK CONDITION

d. Fuel vent outlet - CLEAR

e. Light/antenna radomes - CHECK CONDITION

(1) Tail light (top)

(2) ALQ-165 low/high band receiver (middle)

(3) ALR-67 receiver (bottom)

f. Dump outlet - CLEAR

g. Stabilator - CHECK CONDITION

h. Exhaust nozzle and afterburner section - CHECK CONDITION

14. Arresting hook area

III-7-6

ORIGINAL

A1-E18GA-NFM-000

a. Arresting hook - CHECK CONDITION (make sure cotter key installed in hook point attach

bolt).

b. Arresting hook pin - REMOVED

15. Aft fuselage (left side)

a. Exhaust nozzle and afterburner section - CHECK CONDITION

b. Stabilator - CHECK CONDITION

c. Vertical tail and rudder - CHECK CONDITION

d. Antenna radomes - CHECK CONDITION

(1) ALQ-165 high band transmitter (top)

(2) ALQ-165 low band transmitter (middle)

(3) ALR-67 receiver (bottom)

e. Dump outlet - CLEAR

f. Strobe light - CHECK CONDITION

g. Fuel vent outlet - CLEAR

h. ALQ-218 antenna radomes (2) - CHECK CONDITION

16. Aft fuselage (underside)

a. APU intake (screened) and exhaust ducts - CLEAR

b. ATS exhaust ducts (screened) - CLEAR

17. Left main wheelwell

a. Hydraulic filter indicators (delta-Ps) - NOT POPPED

b. Doors and linkages - CHECK CONDITION

c. Landing gear downlock and retract actuators - CHECK CONDITION

d. Landing gear pin - REMOVED

18. Left wing

a. TEF - CHECK CONDITION

III-7-7

ORIGINAL

A1-E18GA-NFM-000

b. Aileron - CHECK CONDITION, FAIRED WITH WINGS FOLDED

If the wings are folded, note the position of the ailerons. If the aileron

locking pins do not restrain the ailerons in the faired position, ensure the

ailerons are moved to a faired or outboard position prior to engine start

to preclude damage to the ailerons and TEFs.

c. ALQ-218 wingtip pod - CHECK CONDITION

(1) General condition

(2) Radomes (3)

(3) Inlets clear and structural integrity

(4) Exhausts clear

d. Position lights - CHECK CONDITION

e. Wingfold area - CHECK CONDITION AND VERIFY WINGFOLD PIN REMOVED

f. Pylons and external stores - PREFLIGHT

g. LEF - CHECK CONDITION

h. Flush LEF antenna (ALR-67/ALQ-165 receivers) - CHECK CONDITION

i. Upper surface wing fence - CHECK CONDITION

19. Left main landing gear

a. Tire and wheel - CHECK CONDITION

b. Brake wear indicator - EXTENDED (not flush or below flush)

c. Planing link - CHECK CONDITION

d. Strut - CHECK CONDITION

e. Tiedown rings (2) - CHECK SPRING CONDITION

20. Station 5 missile (if installed) - PREFLIGHT

21. Forward fuselage (left side)

a. Chaff/flare dispensers

(2)

- PREFLIGHT (ensure chaff/flare buckets

access

covers

installed).

b. Left engine intake - CLEAR

c. Heat exchanger ram air inlet (top, inside intake) - CLEAR

III-7-8

ORIGINAL

A1-E18GA-NFM-000

d. Fuel cavity drains (underside) - VERIFY NO LEAKS

e. Loose fasteners - CHECK

f. Flush LEX antenna (ALQ-165 low/high band transmitter) - CHECK CONDITION

7.1.4 Before Entering Cockpit.

1. Ensure all doors forward of the intakes are secured properly.

2. Boarding ladder - SECURE (2 points)

3. Fuselage (upper surface)

a. Spoilers - CHECK CONDITION

b. Upper antennas (Comm 1, DL, TCN, MATT, and CSS) - CHECK CONDITION

c. ECS auxiliary duct doors - CHECK DOWN/CONDITION

d. Maintenance handle - CHECK STOWED

4. RMM - INSTALL IN SSR (if desired)

5. Ejection seat SAFE/ARMED handle - SAFE

6. Ejection seat(s) - PREFLIGHT

a. Manual override handle - FULL DOWN and LOCKED

b. Right pitot - STOWED

c. Ballistic gas quick-disconnect - CONNECTED (indicator dowel flush or slightly protruding)

d. Top latch plunger locking indicator - FLUSH WITH THE END OF THE PLUNGER

If the top latch plunger locking indicator is not flush, the seat could come

loose on the mounting rails.

e. Catapult manifold valve - CHECK (hoses and manifold connected; retaining pin installed)

f. Parachute withdrawal line - CONNECTED/SECURED

g. Parachute container lid - SECURE

h. Left pitot - STOWED

i. Electronic sequencer - NOT ACTIVATED

(1) Indicator should be BLACK (not activated).

III-7-9

ORIGINAL

A1-E18GA-NFM-000

(2) White - CHECK THERMAL BATTERIES NOT ACTIVATED

j. Thermal batteries - NOT ACTIVATED

(1) Indicator should be WHITE or PINK (not activated).

(2) Black or purple is UNSAT (activated).

k. Console oxygen/comm lines - CONNECTED/SECURED

l. Survival kit - CHECK

(1) Oxygen/comm lines - CONNECTED/SECURED

(2) Emergency oxygen gauge - IN THE BLACK

(3) Seat pan - CHECK SECURED TO SEAT (pull up on front end to test security).

m. Radio beacon lanyard - SECURED TO COCKPIT FLOOR (make sure lanyard and quick

release connector are positioned forward of the underseat rocket motor tubes).

n. Lap belts - SECURE (pull up strongly on each belt to make sure bolt fittings are engaged in

the seat).

o. Leg restraint lines - CHECK

Check that leg restraint lines are secured to seat and floor and are not twisted. Check that lines

are routed first through the thigh garter ring, then through the lower garter ring, and then

routed outboard of the thigh garter ring before the lock pins are inserted into the seat just

outboard of the snubber boxes.

Failure to route the restraint lines properly through the garters could

cause serious injury during ejection/emergency egress.

p. Ejection seat firing initiators - CHECK FIRING LINKAGE CONNECTED TO SEARS

q. Parachute risers - CHECK (ensure risers are routed down the forward face of the parachute

container and are routed behind the retaining strap; pull on risers to check ease of operation).

r. SEAWARS - CHECK FOR PROPER INSTALLATION

(SJU-17B(V) 2/A, and 9/A) Backpad adjustment handle - SET TO DESIRED POSITION

For solo flight -

7. Rear cockpit - SECURE

a. Ejection seat SAFE/ARMED handle - SAFE

b. Ejection control handle pin - VERIFY REMOVED

III-7-10

ORIGINAL

A1-E18GA-NFM-000

c. CANOPY JETT handle - OUTBOARD AND DOWN/PIN REMOVED

d. L(R) DDI and 8X10 display knobs - OFF

e. Comm 1 and 2 knobs - OFF

f. EJECT MODE handle - SOLO/COLLAR INSTALLED

g. SEAT CAUT MODE switch - SOLO/PIN INSTALLED

h. Leg restraints, lap belts, parachute risers, JHMCS QDC - SECURED/STOWED

i. Loose items - SECURED

In trainer configured aircraft -

j. Control stick - CHECK SECURE

k. UFCD adapter - VERIFY NOT INSTALLED

Forward stick throw is restricted if a rear cockpit control stick and UFCD

adapter are both installed.

l. Throttles - CHECK CONDITION

7.1.5 Interior Checks - Pilot.

Do not place any item on the glare shield, as scratching the windshield is

probable.

1. Leads, leg restraints, and harness - SECURE/ADJUST

Connect oxygen, g suit, QDC (if applicable) and communications leads. Check routing of JHMCS

UHVI does not interfere with oxygen hose. Check QDC is securely connected or stowed if not in use.

III-7-11

ORIGINAL

A1-E18GA-NFM-000

Fasten and secure leg restraint garters and lines. Check leg garters buckled and properly adjusted

with hardware on inboard side of the legs. Connect and adjust lap belt straps. Attach parachute

Koch fittings to harness buckles. Check operation of shoulder harness locking mechanism.

• The leg restraint lines must be buckled at all times during flight to

ensure that the legs will be pulled back upon ejection. This enhances

seat stability and prevents leg injury by keeping the legs from flailing

following ejection.

• The JHMCS UHVI must be properly routed through the torso bundle

flue under the survival vest and the QDC secured in the QMB to

ensure that no entanglement exists with the oxygen hose. Misrouting

of the JHMCS UHVI may allow the QDC to rub against the oxygen

hose disconnect causing unintentional oxygen/communications dis-

connect in-flight.

Ejection control handle - CLEAR

Ejection control handle pin - VERIFY REMOVED

Left console -

Circuit breakers - IN

Manual canopy handle - STOWED

MC and HYD ISOL switches - NORM

OBOGS control switch - OFF

OXY FLOW knob - OFF

OBOGS monitor pneumatic BIT plunger - VERIFY UNLOCKED AND FULLY EXTENDED

COMM 1/IFF ANT SEL switches - AUTO/BOTH

COMM panel - SET

a. RLY and GXMT switches - OFF

b. ILS CHANNEL/ILS switch - SET/UFCD

c. CRYPTO, MODE 4, (IFF) MASTER switches - NORM/OFF/NORM

VOL panel - SET AS DESIRED

10. FCS GAIN switch - NORM/GUARD DOWN

11. APU switch - OFF

III-7-12

ORIGINAL

A1-E18GA-NFM-000

12. PROBE switch - RETRACT

13. EXT TANKS switches - NORM

14. DUMP switch - OFF

15. INTR WING switch - NORM

16. GEN TIE CONTROL switch - NORM/GUARD DOWN

17. EXT LT panel - SET

a. EXT LT IDENT knob - NORM

b. FORMATION knob - AS REQUIRED

c. POSITION knob - AS REQUIRED

d. STROBE switch - BRT/DIM/OFF (as required)

18. Throttles - OFF

19. External lights master switch - FORWARD

20. BRK PRESS switch - CHECK (2,600 psi min)

Instrument panel -

1. PARK BRK handle - SET

2. LDG/TAXI LIGHT switch - OFF

3. ANTI SKID switch - ON

4. SELECT JETT knob - SAFE

5. FLAP switch - FULL

6. LAUNCH BAR switch - RETRACT

7. LDG GEAR handle - DN

8. Landing gear handle mechanical stop - FULLY ENGAGED

9. CANOPY JETT handle - FORWARD

10. MASTER ARM switch - SAFE

11. EMERG JETT button - NOT PRESSED IN

III-7-13

ORIGINAL

A1-E18GA-NFM-000

12.

FIRE and APU FIRE warning lights - NOT PRESSED IN

NOTE

If a FIRE light is depressed, approximately 1/8 inch of yellow and

black stripes will be visible around the outer edges of the light.

13.

L(R) DDI, HUD, and MPCD knobs - OFF

NOTE

Power to the UFCD is controlled by the MPCD knob, so the UFCD

knob does not need to be OFF.

14.

COMM 1 and 2 knobs - OFF

15.

CVRS mode switch - OFF

16.

ALT switch - BARO or RDR

17.

ATT switch - AUTO

18.

Standby attitude reference indicator - CAGED

19.

IR COOL switch - OFF

20.

SPIN switch - NORM/GUARD DOWN

21.

HOOK handle - UP

22.

WINGFOLD switch - SAME AS WING POSITION

23.

AV COOL switch - NORM

24.

EMERG ERASE switch - NORM

Pedestal Panel -

1. ECM JETT button - NOT PUSHED IN

2. JAMMER switch - OFF

3. RWR switch - OFF

4. DISPENSER switch - OFF

5. AUX REL switch - NORM

III-7-14

ORIGINAL

A1-E18GA-NFM-000

6. RUD PED ADJ lever - ADJUST PEDAL POSITION

• Restrain the rudder pedals during adjustment. Unrestrained release of

the rudder pedals may damage the rudder pedal mechanism.

• Ensure the rudder pedals are locked in position after adjustment.

Failure to lock the rudder pedals may result in uncommanded forward

rudder pedal movement inflight.

Right console -

1. Circuit breakers - IN

2. GEN switches - NORM

3. BATT switch - OFF

4. ECS panel - SET

a. MODE switch - AUTO

Selection of MAN with the ECS mode switch is prohibited. Selecting

MAN while the aft cooling fan shutoff valve is open may cause the fan to

overspeed resulting in a catastrophic fan failure potentially leading to loss

of OBOGS.

Extended periods of ECS MAN mode operation, particularly at high

power settings, significantly reduces engine life. If the ECS is not DEGD

and temperatures are not out of limits, ensure the ECS MODE switch is

in the AUTO position.

b. CABIN TEMP knob - AS DESIRED

c. CABIN PRESS switch - NORM

d. BLEED AIR knob - OFF

e. ENG ANTI ICE switch - OFF

f. PITOT ANTI ICE switch - AUTO

5. AEA PRECOOL switch - OFF

6. DEFOG handle - MID RANGE

III-7-15

ORIGINAL

A1-E18GA-NFM-000

7. WINDSHIELD switch - OFF

8. INTR LT panel - SET

a. CONSOLES, INST PNL, and FLOOD knobs - AS DESIRED

b. CHART and WARN/CAUT knobs - AS DESIRED

c. MODE switch - DAY, NITE, or NVG (as required)

9. Sensor control panel - SET

a. FLIR, LTD/R, and LST/NFLR switches - OFF/SAFE/OFF

b. INS and RADAR knobs - OFF

10. NVG storage container - CHECK SECURE

7.1.6 Interior Checks - EWO.