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Avoid removing half the crab angle too early or removing more than half of the crab angle. This may

cause the aircraft to drift downwind prior to touchdown and increases directional transients after

landing.

7.7.11.2 Full-Crab-to-Touchdown Technique. The landing gear is capable of absorbing the sideloads

imparted during a full-crab-to-touchdown landing in crosswinds up to

30 knots. However, in

crosswinds above approximately 15 knots, the aircraft response produced by this technique can be

uncomfortable. When the main gear contact the ground, the aircraft swerves downwind to align with

the runway and rolls away from the crosswind and into the runway. This roll excursion can be as much

as 8°. Two to three directional oscillations can be expected before the aircraft settles out and tracks

straight. While this motion is controllable, lateral stick inputs to level the wings must be timely, and

rudder pedal inputs must be judicious to control the directional transients. For this reason, a

full-crab-to-touchdown technique is not recommended in crosswinds over 15 knots.

In crosswinds below 15 knots, the roll into the runway and ensuing directional oscillations are small,

and the aircraft tends to track straight soon after touchdown. Fly a full-crab approach (wings level,

neutral pedals) all the way to touchdown. Apply lateral stick to keep the wings level, allow the small,

initial directional oscillations to subside, and then utilize the normal braking technique.

7.7.11.3 Wing-Down-Top-Rudder Technique. Even in light to moderate crosswinds, a wing-down-

top-rudder approach requires up to full rudder pedal displacement and an excessive bank angle (as

much as 10°) to balance the aircraft with no drift. Landing in this attitude is uncomfortable and should

be avoided. Additionally, any rudder pedal input applied at touchdown produces a large directional

excursion when NWS automatically engages. For these reasons, a wing-down-top-rudder technique is

not recommended.

7.7.12 Wet Runway Landings. Wet runway conditions can induce hydroplaning during landing

rollout. The minimum total hydroplaning speeds of the main landing gear tires (280 psi) and the nose

landing gear tires (150 psi) are 150 KGS and 110 KGS, respectively. Depending on runway conditions,

partial hydroplaning can occur at much lower speeds. If the nose tires are hydroplaning, the aircraft

may respond sluggishly to initial NWS commands. Under such circumstances, increasing rudder pedal

inputs may cause directional excursions when nose tire contact is established. If hydroplaning is

suspected, rudder pedal inputs should be kept as small as practicable.

For wet (standing water) runway conditions, reduce gross weight to the minimum practical. Land

on-speed or slightly slow with the power reduced to idle as soon as possible. Maintaining a constant

attitude and sink rate will help dissipate aircraft energy at touchdown. If directional control is

questionable, do not hesitate to add power, go around, and set up for an arrested landing. If directional

control is comfortable, use maximum anti-skid braking to minimize landing distance.

7.7.13 Asymmetric Stores Landings. The maximum lateral stores asymmetry for field landings is

26,000 ft-lb. For non-crosswind landings, the aircraft handles very much like a symmetrically loaded

aircraft. Trim the aircraft for wings level flight and fly a normal on-speed approach to touchdown.

During periods of moderate to heavy braking, expect the heavy wing to yaw forward. While easily

controlled with small rudder pedal inputs, this motion should be anticipated and countered quickly to

prevent a build up in yaw rate. Best results are attained by judiciously tracking runway centerline with

timely rudder pedal inputs.

For crosswind landings, use the half-crab kickout technique recommended for normal crosswind

landings. At touchdown, expect a slightly larger roll away from the crosswind and into the runway only

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if the wind is into the light wing. Lateral stick into the wind will be required and is recommended to

maintain wings level during crosswind landing rollout, particularly when the wind is into the light wing.

Using this technique, asymmetric landings up to 29,000 ft-lb can be safely executed on a normal 3.25

degree glideslope up to 50,600 lb gross weight and in a 30 knot crosswind.

7.8

POST-FLIGHT CHECKS

7.8.1

After Landing. Do not taxi with the right engine shut down, as normal brakes and NWS are not

available.

7.8.1.1

After Landing Checks.

When clear of active runway -

1. Ejection seat SAFE/ARMED handle(s) - SAFE (confirm status in both cockpits)

2. EJECT MODE handle - NORM

Make sure the ejection seat SAFE/ARMED handle is locked in the SAFE

position detent and that the word SAFE is completely visible on the

inboard side of the handle. If the handle will not lock in the detent or the

word SAFE is not completely visible, check to ensure that the ejection

control handle is fully stowed and attempt to resafe the seat. If unable to

properly safe the ejection seat, instruct line personnel to remain clear of

the cockpit until the seat is checked by qualified maintenance personnel.

3. Landing gear handle mechanical stop - CHECK FULLY ENGAGED

If the DOWNLOCK ORIDE button is pressed or the mechanical stop is

not fully engaged, the LDG GEAR handle can be raised on the ground,

and the main landing gear will retract.

4. FLAP switch - AUTO

5. T/O TRIM button - PRESS UNTIL TRIM ADVISORY DISPLAYED

6. Mask - OFF (confirm status both cockpits)

7. OXY FLOW knob - OFF (both cockpits)

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8. Canopy - EITHER FULL UP OR FULL DOWN FOR TAXI

• Taxiing with canopy at an intermediate position can result in canopy

attach point damage and failure.

• Prior to operating the canopy switch, confirm aircrew are clear and all

loose equipment is stowed to reduce the potential for injury and/or

engine FOD.

NOTE

• Once the ejection seat(s) are confirmed SAFE and the EJECT MODE

handle is in the NORM position, it is safe to unstrap.

• Adjusting seat height after the upper Koch fittings are removed may

damage the ejection seat trombone fittings.

7.8.2 Hot Refueling. When hot refueling for a subsequent flight, the RADAR knob may be left in

OPR or STBY. However, if feed tank fuel temperatures are approaching their 79°C limit, consider

turning off the radar to aid in RLCS/fuel cooling.

Hot refueling must be performed with the canopy closed. Expect the REFUEL DR caution to be

displayed when ground crew open door 8R to expose the single point refueling receptacle. If refueling

of external tanks is not desired, the appropriate EXT TANKS switches must be placed to STOP.

Otherwise, hot refueling through the single point receptacle will fill all internal and external tanks.

The EFD and/or FUEL display can be referenced to monitor refueling progress. Expect external

tanks to refuel slowly until the internal tanks are full.

If an internal tank refuel valve has failed or is leaking, that tank will overfill and direct fuel into the

aircraft vent system. If the aircraft vent tanks overflow, fuel will spill from the vertical tail vent outlets.

When hot refueling is complete, ensure that the fuel cap is properly installed and door 8R is closed:

the REFUEL DR caution should be out and the plane captain/final checker shall give the confirmation

signal. This signal is a cupped, open hand rotated counterclockwise then clockwise followed by a

thumbs up.

For a subsequent flight, expect final checks prior to taxi for takeoff. If placed to OFF prior to

refueling, the RADAR knob may be reselected to OPR when refueling is complete.

A failed or leaking refuel valve can cause rapid overfilling of the aircraft

vent system, fuel spillage from the vent outlet(s), and possible fire if fuel

spills on hot engine components. If this occurs, discontinue hot refueling

immediately.

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7.8.3 Before Engine Shutdown Checks.

1. PARK BRK handle - SET

2. BIT display - RECORD DEGD/FAIL INDICATIONS

3. Radar maintenance codes - RECORD IF PRESENT

4. RADAR knob - OFF

5. FCS display - RECORD BLIN CODES

6. EFD - RECORD MSP CODES

7. INS - PERFORM POST FLIGHT UPDATE (if desired)

8. INS knob - OFF

9. Standby attitude reference indicator - CAGE (both cockpits)

10. HMD switch - OFF (both cockpits)

11. Sensors, avionics, CVRS, and AEA UFCD avionics - OFF

NOTE

The aircraft incorporates an avionics auto-shutdown feature which

powers down all UFCD controlled avionics when both throttles are

secured (ac power removed). Therefore, UFCD controlled avionics do

not need to be secured prior to shutdown.

12. EXT and INTR LT knobs - OFF (both cockpits)

13. Canopy - CHECK CLEAR/OPEN

A high voltage (100,000 volt) static electrical charge may build up in flight

and be stored on the windshield and canopy. If possible, ensure that

ground crew discharge the static electricity prior to egress. Otherwise,

avoid direct contact with the outside of the windshield and canopy to

prevent electrical shock.

14. QDC - DISCONNECTED AND STOWED (both cockpits)

Failure to disconnect QDC prior to pilot egress will damage the lower IRC

connection.

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7.8.4 Engine Shutdown Checks.

Brake accumulator gauge - CONFIRM 3,000 PSI

Paddle switch - PRESS (disengage NWS)

Confirm 5 minute engine cool down.

NOTE

Before engine shutdown, both engines should be operated at ground

idle

(75%N₂ or less) for 5 minutes to allow engine temperatures to

stabilize and to prevent engine seizure and rotor damage.

OBOGS control switch - OFF

BLEED AIR knob - OFF

NOTE

If an engine is shutdown before placing the BLEED AIR knob to OFF,

the corresponding primary bleed air shutoff valve may not fully close,

resulting in residual engine fumes in the cockpit on subsequent start of

that engine.

Throttle - OFF (alternate sides)

Verify proper switching valve operation.

After hydraulic pressure decays through 500 psi -

a. FLAP switch - FULL

b. If aileron, rudder, or LEF surfaces X and the Xs do not clear after one FCS reset attempt,

maintenance action is required.

c. If one FCS reset attempt was required to reset surface Xs, cycle FLAP switch to AUTO then

back to FULL. If Xs reappear, maintenance action is required.

FCS page - Verify no channel is completely Xd out.

NOTE

If an FCS channel is completely Xd out with one engine shutdown,

that channel is not being powered by essential bus backup, and

maintenance action is required.

COMM 1 and 2 knobs - OFF (both cockpits)

10. L (R) DDI, HUD, and AMPCD display knobs - OFF (Confirm all COMM and display knobs

OFF in both cockpits).

11. Other throttle - OFF

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CHAPTER 8

Carrier-Based Procedures

8.1 GENERAL

The CV and LSO NATOPS Manuals are the governing publications for carrier-based operations and

procedures. All flight crewmembers shall be familiar with CV NATOPS procedures prior to carrier

operations.

8.2 DAY OPERATIONS

8.2.1 Preflight Checks.

1. Exterior Inspection - Perform IAW NATOPS

Conduct a normal preflight inspection with particular attention given to the landing gear, day ID

light, struts, tires, and arresting hook. Check the underside of the fuselage and stabilators for

possible arresting cable damage. Note the relationship of the APU exhaust port and the arresting

hook to the deck edge and, for example, catwalk fire extinguishers. If APU exhaust is a factor, the

aircraft may need to be respotted prior to start. Do not lower the hook during poststart checks

unless the hook point will drop onto the flight deck. A hook check may have to be delayed until

the aircraft is taxiied forward. Make sure sufficient clearance exists for cycling ALL control

surfaces.

The maximum wind allowed for canopy opening is 60 kt. Opening the

canopy in headwinds of more than 60 kt or in gusty or variable wind

conditions may result in damage to or loss of the canopy.

2. Interior Checks - Perform IAW NATOPS with two exceptions:

a. External lights master switch - OFF (Required for proper operation of the Day ID strobe light

on the nose landing gear)

b. ANTI SKID switch - OFF

Ensure the ANTI SKID switch is OFF for all carrier operations to ensure

that full brake authority is available (including locking a tire).

8.2.2 Hangar Deck Operation. Occasionally the aircraft may be manned on the hangar deck. Follow

the same procedures as those concerning flight deck operations.

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Tiedowns shall not be removed from the aircraft unless the emergency brake accumulator pressure

gauge indicates at least 2,600 psi. Emergency brakes shall be used for stopping the aircraft anytime it

is being moved while the engines are not running. The signal to stop an aircraft that is being towed is

either a hand signal or a whistle blast. The whistle signifies an immediate or emergency stop. Once in

the cockpit, leave the canopy open and helmet off to ensure hearing the whistle. Keep the taxi director

in sight at all times. If unable to see the taxi director, or if in doubt of safe aircraft movement, stop the

aircraft immediately.

If the aircraft is not already on the elevator, it will be towed or pushed (with the pilot in the cockpit)

into position to be raised to the flight deck. Ensure tiedowns are in place; set the parking brake; and

close the canopy. Ensure the parking brake is set anytime the aircraft is stopped on the elevator.

8.2.3 Engine Start. Do not start the engines until directed to do so by the tower/Air Boss, typically

30 minutes prior to the stated launch time. APU starts should be made whenever possible. Crossbleed

starts must be approved by the Air Boss due to the relatively high power setting required, and the

potential for injury from jet blast.

8.2.3.1

Before Taxi Checks.

Before Taxi Checks - Perform IAW NATOPS and ensure:

FLAP switch - FULL

TRIM - SET FOR CATAPULT LAUNCH

Ensure the T/O TRIM button is pressed until the TRIM advisory is displayed (stabilators 4°

TEU). Horizontal stabilator trim should be manually set for catapult launch IAW figure 8-1

Tables A thru G. Launches with less than 15 knot excess endspeed require additional trim to

compensate for the reduced launch speed. If the aircraft is loaded asymmetrically, lateral trim

(differential stabilator with WonW) should also be manually set IAW figure 8-1 Table G. Trim

laterally into the light wing (unloaded wing down). The trim settings are designed to keep roll

off less than

5° for 3 seconds after WoffW. Obviously, not all possible external store

configurations could be evaluated. Therefore, some external store configurations may exhibit

more or less roll off at the Table G trim setting. Launches above 15 knots excess would require

less lateral trim. Higher excess endspeeds, mis-set trim conditions were tested and the aircraft

is easily controlled with lateral stick. The key is to trim in the correct direction, which is

unloaded wing down.

Correct stabilator trim is critical to aircraft fly-away performance (hands-off). The stabilator

trim setting determines the aircraft’s initial pitch rate and sets the reference AOA that the FCS

attempts to hold after launch. Reference AOA is set to 12° when the stabilators are trimmed

to 6° TEU or higher. Between 4° and 6° TEU stabilator, reference AOA is steeply changed

from 4° to 12°. The recommended launch trim settings are designed to provide the aircraft

with a consistent 10° to 12°/sec pitch rate regardless of gross weight, CG, or catapult endspeed.

Trim settings above those recommended in tables D and E or launches with greater than 15

knot excess endspeed will maintain the 12° reference AOA but will be characterized by

increased pitch rates. Normal catapult launches are characterized by an initial rotation as high

as 13° AOA before AOA and pitch rate feedbacks reduce AOA to the reference value. For light

gross weight launches, peak pitch rates will be higher and peak AOA’s will be lower due to the

Vmc based launch speed. At heavier gross weights, a range of 10° thru 14° AOA can be

expected during launch and is the best compromise between minimizing sink-off-bow and

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8.2.4 Catapult Trim. See figure 8-1.

CATAPULT TRIM CALCULATIONS

1. Enter with:

Example

Gross Weight

_______ (60K)

CG from Form-F

_______ (19%)

Lateral Weight Asymmetry

_______ (12,500 ft-lb)

2. Using Gross Weight and Table A, determine type power setting for launch (MIL or MAX)

Catapult Power Setting Requirements

Weight Board

Power Setting

(1,000 lb)

64 to 66

MAX only

MAX (MIL optional if density

58 to 63

altitude is ≤ 3,000 ft)

46 to 57

MIL (MAX optional)

≤45

MIL only

Table A

Example

Type Launch 60,000 lb with 3,500 ft DA

______ (MAX)

To reduce engine susceptibility to steam ingestion and compressor

stalls, transition from MIL to MAX during the catapult stroke shall

not be performed except in an emergency.

Figure 8-1. Launch Trim (Sheet 1 of 5)

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3. Using Gross Weight and Lateral Asymmetry, determine expected endspeed. Use Table B if

symmetric or the higher endspeed of Tables B and C if asymmetric.

Catapult Launch Endspeed

(Symmetrical Loading 0-2,500 ft-lb)

Endspeed (MIN +15)

(KCAS)

(1,000)

MIL

MAX

162

160

158

168

166

164

162

156

160

158

≤57

156

Table B

Catapult Launch Endspeed

(Asymmetric Loading)

Weight Board

Endspeed (Min +15)

Asymmetry Level (ft-lb)

Designation

(KCAS)

(xx,Xxx)

Sym Level 0 (0-2,500)

Table B

Asym Level 1 (2,501-9,000)

163

Asym Level 2 (9,001-15,000)

168

Asym Level 3 (15,001-26,000)

173

Table C

Example:

Expected Endspeed: 60 Klb, 12,500 ft-lb asymmetry, MAX Power_______ (168 KCAS)

Figure 8-1. Launch Trim (Sheet 2 of 5)

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4. Determine required baseline longitudinal trim using Table D (MIL Power) and Table E (MAX

Power). Enter with launch endspeed from Table B or C and Form-F CG. Determine longitudinal trim

setting, interpolating between CG columns if required. The trim settings contained in Tables D and E

are set up for 15 knot excess endspeed launches. Launches with greater than 15 knots excess will have

higher pitch rates but will maintain the same capture AOA target.

Longitudinal Trim - MIL Power

Endspeed

Form - F CG (%MAC)

(KCAS)

≥23

156

157

158

159

160

162

163

164

166

168

173

Catapult Launch Trim MIL Power - Table D

Note: A 10 knot excess endspeed launch would require 3° additional nose up trim from the nominal

settings.

Longitudinal Trim - MAX Power

Endspeed

Form - F CG (%MAC)

(KCAS)

≥23

156

157

158

159

160

162

163

164

166

168

173

Catapult Launch Trim MAX Power - Table E

Note: A 10 knot excess endspeed launch would require 3° additional nose up trim from the nominal

settings.

Example:

Baseline Longitudinal Trim: 168 KCAS, 19% CG, MAX Power _______ (9°)

Figure 8-1. Launch Trim (Sheet 3 of 5)

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5. Longitudinal trim MUST be adjusted for the aft CG shift that occurs during normal fuel burn.

The CG can shift as much as 1% MAC when Tank 2 fuel drops to approximately 2,200 lb and Tank

1 fuel drops to approximately 1,000 lb. This CG shift can affect longitudinal trim by 2° and must be

accounted for to prevent catapult launch in an over-trim condition. Once Tank 1 has dropped to

approximately 1,000 lb, fuel scheduling maintains the CG at an essentially neutral position. Table F is

a rule-of-thumb for decreasing longitudinal trim based solely on Tank 1 fuel quantity. Decrease

baseline longitudinal trim by the ‘‘Trim Delta’’ value down to but in no case less than 7° TEU

stabilator.

Trim Adjustments for Normal Fuel Burn

Tank 1 Fuel

Trim Delta - (°)

Quantity (lb)

2,100

1,500

1,000

-2

Table F

Example

Baseline Longitudinal Trim from Step 4: _______ (9°)

Adjusted Longitudinal trim: Tank 1 fuel 1,000 lb _______(7°)

Failure to make Tank 1 fuel quantity trim adjustment will result in an

over trimmed condition, which may aggravate aircraft controllability,

particularly following a single engine failure.

NOTE

If longitudinal trim must be adjusted after differential stabilator has

been input for a lateral weight asymmetry, push the T/O TRIM

button, adjust longitudinal trim and re-input differential stabilator.

Figure 8-1. Launch Trim (Sheet 4 of 5)

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6. If asymmetric, determine required differential stabilator (lateral trim) from Table G. Input

differential stabilator after longitudinal trim has been set, trimming into the light wing (unloaded

wing down).

CATAPULT LAUNCH LATERAL TRIM

Differential Stabilator -

Lateral Weight Asymmetry (ft-lb)

Unloaded Wing Down (°)

0 - 2,500

2,501 - 4,000

4,001 - 6,900

6,901 - 9,800

9,801 - 12,700

12,701 - 15,600

15,601 - 18,500

18,501 - 21,400

21,401 - 24,250

24,251 - 26,000

Table G

Example:

Lateral weight asymmetry: _______________(12,500 ft-lb)

Differential Stabilator (unloaded wing down):_____________(4°)

Therefore, if you set longitudinal trim of 9° nose up, a 4° differential stabilator trim would result in

an 7/11 or 11/7 nose up stabilator trim setting (depending on asymmetric loaded wing) on the DDI FCS

page.

Failure to input differential stabilator trim for catapult launches with

asymmetric stores can aggravate aircraft controllability, particularly

following a single engine failure.

Figure 8-1. Launch Trim (Sheet 5 of 5)

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8.2.5 Taxi. The canopy should be down with oxygen mask on and the ejection seat armed prior to

aircraft breakdown and during taxi. Taxiing aboard ship is similar to confined area taxiing ashore.

However, be aware of jet exhaust from other aircraft and the relative position of own nozzles. Typically,

the wings are folded until the aircraft is positioned behind the jet blast deflector (JBD), so full-time

NWS HI should normally be available. NWS HI is recommended for carrier operations and should

provide excellent turning capability for directional control aboard ship. Taxi speed should be kept

under control at all times, especially on wet decks, in the landing area, and approaching the catapult.

Taxi signals from the flight deck directors (yellow shirts) are mandatory.

Be prepared to use the emergency brakes should normal braking fail. In the event of loss of brakes,

inform the tower and lower the tailhook immediately to indicate brake loss to deck personnel.

8.2.6 Takeoff Checks.

For MAX power catapult launches only -

1. ABLIM option - BOX

2. ABLIM advisory - VERIFY DISPLAYED

All catapult launches -

3. T/O checklist - COMPLETE (from bottom to top - EJECT SEL thru TRIM)

8.2.6.1

Catapult Hook-Up. The aircraft will be taxiied over the JBD and aligned with the catapult

track. Approach the catapult track slowly, lightly riding the brakes with NWS engaged. Use the

minimum power required to keep the aircraft rolling. Close attention to taxi director signals is required

to properly align the aircraft with the catapult track entry wye. If the taxi director is obscured by steam

from the catapult, stop the aircraft.

Prior to taxi past the shuttle -

4. Weight board - ″Roger″ gross weight and asymmetry level (if in accordance with figure 8.1, Tables

B and C). The hundreds place on the weight board designates the asymmetry level (see figure 8-1

Table C) in order to set the proper catapult settings for launch. For example, if the aircraft’s gross

weight is 60,000 lb with 12,500 ft-lb of asymmetry, the 12,500 ft-lb falls within asymmetry level

2, and the aircrew will ″Roger″ a weight board that reads 60,200.

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5. WINGFOLD switch - SPREAD and report: SPREAD and LOCKED, BEER CANS DOWN,

CAUTION OUT, SWITCH LEVER-LOCKED

Ensure the WINGFOLD switch is lever-locked in the SPREAD position.

If the wings are commanded to unlock or fold during a catapult shot, the

wings will unlock, the ailerons will fair, the wings may fold partially, and

the aircraft will settle.

6. Missile arming - COMPLETE (if required)

When directed -

7. LAUNCH BAR switch - EXTEND (green LBAR light on)

8. NWS button - PRESS and HOLD (if required to position launch bar)

Once the launch bar has been lowered, do not engage NWS unless directed to do so, since catapult

personnel may be in close proximity to the launch bar. Once the launch bar enters the catapult track,

do not use NWS. The catapult crew will install the holdback bar as the aircraft taxis forward. Taxi

forward slowly, following the signals of the taxi director or Catapult Officer. When the launch bar

drops over the shuttle spreader, the aircraft will be stopped by the holdback bar engaging the

catapult buffer.

8.2.7 Catapult Launch.

When ″Take Tension″ and ″Launch Bar Up″ signals received -

9. Throttles - MIL

10. LAUNCH BAR switch - RETRACT (green LBAR light out)

Due to the close proximity of the FLAP and LAUNCH BAR switches,

ensure that the FLAP switch is not inadvertently placed to AUTO.

Launching with the flaps in AUTO will result in an excessive settle.

Failure to place the LAUNCH BAR switch to RETRACT prior to

catapult launch may result in hydraulic seal failure and possible loss of

HYD 2A.

11. Controls - CYCLE and report FREE and CLEAR (Takeoff Checks complete)

Wait 5 seconds and ensure all warning and caution lights are out.

12. Engine instruments - CHECK

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When ″Select AB″ signal received (MAX power launches only) -

13. Throttles - MAX

When ready for launch -

14. Salute with right hand. Hold throttles firmly against the detent and place head against the

headrest.

Throttle friction may be used to help prevent inadvertent retraction of the throttles during the

catapult stroke. If required, it can be overridden if afterburner is needed due to aircraft/catapult

malfunction. Immediately after the end of the catapult stroke, the aircraft will rotate to capture the

12° reference AOA (hands-off). To avoid PIO with the FCS, do not restrain the stick during catapult

launch or make stick inputs immediately after catapult launch. The pilot should attempt to remain

out of the loop but should closely monitor the catapult sequence.

To reduce engine susceptibility to hot gas reingestion and compressor

stalls, transition from MIL to MAX during the catapult stroke shall not

be performed except in an emergency.

Once safely airborne -

15. LDG GEAR handle - UP

16. Clearing turn - PERFORM (if required)

With positive rate of climb and clearing turn complete -

17. FLAP switch - AUTO

NOTE

During catapult launches performed at heavy gross weight, the TEFs

may begin to retract prior to FLAP switch actuation (at approximately

190 KCAS) in order to follow the loads alleviation schedule.

8.2.7.1

Catapult Suspend. To stop the launch while in tension on the catapult, signal by shaking the

head negatively and transmitting “SUSPEND, SUSPEND” on land/launch frequency. Do not use a

thumbs down signal or any hand signal that might be mistaken for a salute. The Catapult Officer will

reply with a “SUSPEND” signal followed by an “UNTENSION AIRPLANE ON CATAPULT” signal.

The shuttle spreader will be moved aft and the launch bar will automatically raise clear of the shuttle

spreader. Maintain power at MIL or MAX until the Catapult Officer steps in front of the aircraft and

gives the “throttle-back”. The same signals will be used when a catapult malfunction exists.

8.2.7.2

Catapult Endspeed Requirements. Catapult endspeeds are established to provide safe

flyaway during normal launch conditions and to allow the pilot to maintain aircraft control in the event

of a single engine failure. The catapult endspeeds are not based on single engine rate of climb (SEROC)

capability, nor do they guarantee single engine flyaway performance. The minimum endspeed

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requirement is calculated to provide sufficient airspeed and altitude to maintain aircraft control while

executing emergency catapult flyaway procedures.

EA-18G minimum catapult launch endspeeds are governed by three limiting factors: Flaps FULL

minimum single engine control speed (Vmc), maximum longitudinal acceleration capability, and

sink-off-bow. Vmc is the airspeed below which the aircraft is not controllable with a single engine

failure. The Vmc airspeed governs the endspeed for most of the gross weight range in both MIL and

MAX power (up to 57K MIL and 63K MAX, see figure 8-1, Table B). Vmc is also a function of lateral

weight asymmetry; therefore, endspeed must be increased for asymmetric loadings (see figure 8-1,

Table C). The catapult endspeed above 57K in MIL is governed by aircraft longitudinal acceleration

capability which limits maximum gross weight for MIL power launches (see figure 8-1, Table A).

Endspeeds above 63K in MAX are governed by the aircraft CG 10 foot sink-off-bow limit. Actual

catapult endspeeds in the Aircraft Launching Bulletins are computed to launch at the minimum

endspeed plus 15 knots (Vmin +15) (figure 8-1, Table B and C). FULL flap launches are required to

meet wind-over-deck requirements at heavy gross weights. HALF flap launches have not been tested,

and would increase launch wind-over-deck by approximately 10 knots.

8.2.7.3

Catapult Launch Flyaway Characteristics. Launches at light gross weights are characterized

by higher pitch rate and attitude, higher rate of climb, and lower peak AOA when compared to heavy

gross weight launches. Forward stick may be required following the rotation to control pitch attitude

as the aircraft accelerates.

There is a noticeable difference in aircraft flyaway characteristics from light to heavy weights due to

the transition from the Vmc based launch speeds to either the longitudinal acceleration or sink-off-bow

based airspeeds. Heavy weight launches will be characterized by reduced pitch rates and attitudes, and

higher peak AOA when compared to the light weight launches. Light buffet may be felt as the aircraft

rotates through 11° AOA during launch at heavier gross weights. The longitudinal trim settings will

provide the required 10-12°/sec pitch rate and capture a target AOA of 12°; however, peak AOA may

reach 15° momentarily. Maintaining hands off the stick during rotation is crucial to optimizing launch

performance and reduces the tendency for pilot induced oscillations during rotation and initial

flyaway. With normal endspeed and steady deck conditions, the aircraft CG settles up to 3 feet. The

pilot perceives the catapult launch to be level, as rotation keeps the pilot’s eye approximately level even

though the aircraft CG sinks. With less than 15 knots of excess endspeed, more settle will occur up to

a maximum of 10 feet of settle with zero excess endspeed. Launches anticipated with less than the

normal 15 knot excess endspeed require additional longitudinal trim to compensate for the reduced

launch speed. A 10 knot excess endspeed launch will require 3° additional nose up trim from the

nominal settings. (See Note on figure 8-1, Tables D and E.)

8.2.8 Landing Pattern. Refer to Chapter 4, for carrier operating limitations. While maneuvering to

enter the traffic pattern, attempt to determine the sea state. This information will be of value in

predicting problems that may be encountered during the approach and landing.

Enter the carrier landing pattern at 800 feet AGL (figure 8-2) with the hook down. Make a level

break from a course parallel to the Base Recovery Course (BRC), close aboard to the starboard side of

the ship. Below 250 KCAS lower the gear and flaps. The speedbrake function automatically retracts

when the FLAP switch is moved to HALF or FULL. Descend to 600 feet AGL when established

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downwind and prior to the 180° position. Complete the landing checklist and crosscheck AOA and

airspeed.

• Flaps FULL 144 KCAS at 48,000 lb gross weight minus 1½ KCAS for each 1,000 lb decrease

in gross weight.

• Flaps HALF 154 KCAS at 48,000 lb gross weight minus 1½ KCAS for each 1,000 lb decrease

in gross weight.

The density altitude corrections to recovery WOD requirements must be

added to the minimum recovery WOD to avoid overloads on the aircraft

and arresting gear, ″long pulls″ on the arresting gear, and additional

arresting gear maintenance.

NOTE

Flaps HALF or FULL may be used for landing provided the minimum

wind-over-deck (WOD) requirements plus density altitude corrections

in the Aircraft Recovery Bulletin (ARB) are met. As WOD increases

above 35 kt, handling qualities and power corrections in flaps HALF

are improved over flaps FULL. Flaps HALF for recovery WOD of 35

kt or greater is recommended.

To assist in achieving the desired abeam distance of 1.3 to 1.5 nm: select the 10 nm scale on the HSI

display, select ship’s TCN, and adjust the course line to the BRC. On downwind fly to place the wingtip

of the HSI airplane symbol on the course line. Ensure the ground track pointer is on the exact

reciprocal of the BRC. Select ILS if desired and available.

With 25-30 kt winds over deck begin the 180° turn to the final approach when approximately abeam

the LSO platform or when the ″white″ of the round down becomes visible. Use an instrument scan from

the 180 to the 90. Fly the pattern as described in the VFR Pattern and Approach section of Chapter

7. Adjust the 90 altitude up slightly to account for the height of the ship’s deck, usually 500 feet AGL

versus 450 feet AGL. Target 360 feet crossing the wake. The rate of descent required to maintain

glideslope may be slightly less than on FCLP approaches due to wind over deck. Expect slightly higher

throttle settings. When the meatball is acquired, transmit “SIDE NUMBER, GROWLER, BALL, (fuel

state in thousands of pounds to the nearest 100 pound), AUTO” (if using ATC for approach) e.g. ″206,

GROWLER, BALL, 7.5, Auto″. If unable to see any or all of the following: the meatball, datums, or

centerline, transmit

(SIDE NUMBER, CLARA/CLARA datums/CLARA lineup.″

(e.g.

″206,

CLARA″). See figure 8-3 for a typical Carrier Controlled Approach.

8.2.8.1

ATC Approach Mode Technique. Refer to the ATC Approaches section of Chapter 7 for

basics on ATC operations. ATC stick-to-throttle gains are designed to allow correction of settles or

updrafts with small, rapid stick movements. Close-in corrections are very critical. If a large attitude

correction for a high-in-close situation develops, the recommended procedure is to stop ball motion,

making no attempt to recenter the ball. A low-in-close condition is difficult to correct with ATC and

may result in an over-the-top bolter. It may be necessary to downgrade from ATC and fly manually to

safely recover from a low-in-close condition. The force required to manually disengage ATC is

significant and may prevent salvaging the pass. Large deviations from glideslope may be difficult to

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correct with ATC. Typically, ATC should be disengaged if more than one ball from center (or upon

LSO direction) and the approach continued manually.

8.2.8.2

Glideslope. The technique for maintaining glideslope is basically the same as FCLP except

that more power may be required. Maintaining centerline will most likely require more line-up

corrections due to the angled deck. With rough seas and a pitching deck, some erratic ball movement

may be encountered. If this is the case, listen to LSO calls and attempt to average out ball movement

to maintain a safe, controlled approach.

8.2.8.3

Waveoff. When the waveoff signal is received, select MIL (MAX if required) and maintain

on-speed AOA with the E-bracket until rate of descent is arrested and 10° pitch attitude is captured

for climb to pattern altitude. Best rate of climb occurs at on-speed AOA regardless of loading or

configuration. This requires slight back stick pressure as the aircraft accelerates. If ATC is engaged,

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immediately disengage ATC or apply enough force to override ATC while advancing the throttles to

MIL or MAX. Do not over-rotate.

An in-close or late waveoff, coupled with an over-rotation can lead to an

in-flight engagement, which can severely damage the aircraft and/or

arresting gear.

8.3 ACL MODE 1 AND 1A APPROACHES

A typical Mode 1 and 1A approach is shown in figure 8-4. The Mode 1/1A approach does not require

ATC, but ATC should normally be used. The following procedure is typical for a Mode 1 (1A) approach

from marshal to touchdown (or 0.5 mile).

1. Request a Mode 1 or Mode 1A approach from Marshal.

2. HSI format - SELECT (box) ACL

When the ACL option is boxed, the LINK 4 format automatically appears on the LDDI, and the

ACL mode automatically starts its self test. At this time, the ILS, data link, and radar beacon are

automatically turned on (if not previously on), and IBIT is run on the data link and radar beacon

systems. Also, the uplinked universal test message is monitored for valid receipt.

3. Onboard ACL Capability - CHECK

a. LINK 4 format - CHECK FOR ACL 1

Mode 1/1A capability is not available if ACL 1 is not displayed.

b. BIT page, NAV Sublevel - Verify AUG GO/PBIT GO

An augmentor degrade does not inhibit ACL coupling. A degraded

augmenter may lead to a significant lineup error, most often tending

right-of-centerline.

4. Report departing marshal - ″SIDE NUMBER, COMMENCING″

5. Normal CCA - PERFORM

Descend at 250 KCAS and 4,000 fpm to 5,000 feet, (platform) then reduce rate of descent to 2,000

fpm. When selected, ILS steering is automatically displayed on the HUD once valid signals are

received and must be manually deselected, if the symbology is not desired.

a. At 5,000 ft MSL, report - ″SIDE NUMBER, PLATFORM″

b. Continue descent to 1,200 ft MSL.

c. At 10 nm, report - ″SIDE NUMBER, 10 MILES″

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6. LDG GEAR handle - DN (at 10 nm but NLT 8 nm)

7. FLAP switch - FULL or HALF

NOTE

• Flaps may be switched between FULL and HALF while remaining

coupled outside of one nautical mile from touchdown.

• When coupled, changing flap position inside one nautical mile from

touchdown is prohibited.

8. Landing checklist - COMPLETE

a. Check the LDDI for ID LT indication.

9. Slow to approach speed at 6 nm.

10. ATC - ENGAGE

11. RALT hold mode - ENGAGE (if desired)

ACL acquisition occurs at approximately 3.5 to 8 nm and is indicated by ACL RDY on the LINK 4

format and the data link steering (TADPOLE) on the HUD. It is desired but not required, to have

ACL coupled at least 30 seconds before tipover. T/C is replaced by MODE 1 on the LINK 4 format.

After ACL Acquisition -

12. Report needle position - e.g., ″UP AND ON″ or ″UP AND RIGHT″.

For Mode 1, when directed -

13. CPL option - SELECT on UFCD

If T/C is engaged, press CPL once to uncouple T/C then press CPL again to couple ACL. When

the aircraft is not coupled, ACL RDY is displayed on the HUD. ACL couple is indicated by CMD

CNT and MODE 1 on the LINK 4 format and CPLD P/R on the UFCD and HUD. At this time,

the uplinked command displays of heading, airspeed, altitude, and rate of descent are removed

from the LINK 4 format and the HUD.

14. When coupled, report - ″COUPLED″

15. When aircraft responds to automatic commands, report - ″COMMAND CONTROL″

For Mode 1A Approach -

16. Downgrade to Mode 2 at 0.5 mile by

a. Paddle switch - PRESS

b. ATC button - DISENGAGE (if desired)

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17. Report - ″SIDE NUMBER, GROWLER, BALL or CLARA, FUEL STATE, AUTO″ (if ATC

engaged).

For Mode 1 Approach -

18. Report - ″SIDE NUMBER, GROWLER, BALL or CLARA, FUEL STATE, COUPLED″.

19. At approximately 12.5 seconds before touchdown, the uplinked 10 SEC cue is displayed on the

LINK 4 format and the HUD.

20. After touchdown, ACL and ATC should be automatically disengaged.

NOTE

After Mode 1 or 1A downgrade or touch-and-go, actuate the paddle

switch to ensure complete autopilot disengagement.

8.4 ACL MODE 2 APPROACH

A typical ACL Mode 2 approach is shown in figure 8-5. For a Mode 2 approach, the HUD data link

steering is used to fly a manual approach.

HSI format - SELECT (box) ACL

When the ACL option is boxed, the LINK 4 format automatically appears on the LDDI, and the

ACL mode automatically starts its self test. At this time, the ILS, data link, and radar beacon are

automatically turned on (if not previously on), and IBIT is run on the data link and radar beacon

systems. Also, the uplinked universal test message is monitored for valid receipt.

LINK 4 format - CHECK FOR ACL 1 or ACL 2

Mode 2 capability is not available if ACL 1 or ACL 2 is not displayed.

Report departing marshal - ″SIDE NUMBER, COMMENCING″

Normal CCA - PERFORM

Descend at 250 KCAS and 4,000 fpm to 5,000 feet, (platform) then reduce rate of descent to 2,000

fpm. When selected, ILS steering is automatically displayed on the HUD once valid signals are

received and must be manually deselected, if the symbology is not desired.

a. At 5,000 ft MSL, report - ″SIDE NUMBER, PLATFORM″

b. Continue descent to 1,200 ft MSL.

c. At 10 nm, report - ″SIDE NUMBER, 10 MILES″

LDG GEAR handle - DN (at 10 nm but NLT 8 nm)

FLAP switch - FULL (HALF if required)

Landing checklist - COMPLETE

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a. Check the LDDI for ID LT indication.

8. Slow to approach speed at 6 nm.

9. ATC - ENGAGE (if desired)

10. RALT hold mode - ENGAGE (if desired)

ACL acquisition occurs at approximately 3.5 to 8 nm and is indicated by ACL RDY on the LINK 4

format and the data link steering (TADPOLE) on the HUD.

After ACL Acquisition -

11. Report needle position - e.g., ″UP AND ON″ or ″UP AND RIGHT″.

12. Report - ″SIDE NUMBER, GROWLER, BALL or CLARA, FUEL STATE, AUTO″ (if ATC

engaged).

8.5 ARRESTED LANDING AND EXIT FROM THE LANDING AREA

1. Fly an on-speed, on centerline, centered-ball approach all the way to touchdown.

The density altitude corrections to recovery WOD requirements must be

added to the minimum recovery WOD to avoid overloads on the aircraft

and arresting gear, ″long pulls″ on the arresting gear, and additional

arresting gear maintenance.

At touchdown -

2. Throttles - MIL

To reduce aircraft and arresting gear loads and required recovery wind-

over-deck, selection of MAX power at touchdown shall not be performed

except in an emergency.

When forward motion ceases -

3. Throttles - IDLE and allow the aircraft to roll aft.

When directed -

4. Brakes - APPLY

5. HOOK handle - UP

If the wire does not clear the hook, the taxi director will signal to lower the hook for aircraft

pullback.

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When the come ahead signal is received, add power, release brakes, and exit the landing area

cautiously and expeditiously. Taxi the aircraft as directed. Do not use excessive power. If one or both

brakes fail, utilize the emergency brakes; advise the tower; and drop the arresting hook.

Once spotted, keep the engines running until the taxi director signals engine shutdown and the

aircraft is properly chocked and chained.

8.6 SECTION CCA

A section CCA may be necessary when a failure occurs which affects navigation aids, communica-

tions equipment, or other aircraft systems. Normally, the aircraft experiencing the difficulty flies the

parade position on the starboard side during the approach. When the meatball is sighted, but no lower

than 300 feet AGL, the section leader breaks away from the wingman in a climbing left turn. The

section leader should climb to 1,200 feet AGL, or below an overcast, in the bolter configuration, and

position himself at the wingman’s 11:00 o’clock position. If the wingman bolters or waves-off, he should

rendezvous in the bolter configuration on the section leader. If a wave-off is required prior to flight

break-up, the flight leader executes a climbing right turn to 1,200 feet AGL and follows the directions

of CATCC. Necessary lighting signals between aircraft are contained in Chapter 26.

NOTE

A section penetration should not be made to the ship with less than

non-precision minimums.

8.7 NIGHT OPERATIONS

8.7.1 General. Night carrier operations have a much slower tempo than day operations and it is the

pilot’s responsibility to maintain this tempo. Standard daytime hand signals from deck crew to pilot

are executed with light wands. The procedures outlined here are different from, or in addition to,

normal day carrier operations.

8.7.2 Preflight. Conduct the exterior preflight using a white-lensed flashlight. Ensure that the

exterior lights are properly set for night launch and the external lights master switch is OFF before

engine start. Ensure that instrument and console light knobs are on. This will reduce the brilliance of

the warning and advisory lights when the generators come online.

8.7.3 Before Taxi. Adjust cockpit lighting as desired and perform Before Taxi Checks.

8.7.4 Taxi. Slow and careful handling by taxi directors and pilots is mandatory. If any doubt exists

as to taxi director signals, stop the aircraft. At night it is very difficult to determine speed and motion

over the deck, so the pilot must rely on the taxi director signals, following them closely.

8.7.5 Catapult Hook-Up. Maneuvering the aircraft for catapult hook-up at night is identical to that

used in day operations; however, it is difficult to determine speed or degree of motion over the deck.

If the taxi director is obscured by steam from the catapult, stop the aircraft.

8.7.6 Catapult Launch. At night, catapult procedures are the same as daytime, except signals are

provided by lights instead of hand signals. The exterior lights are utilized to signal that the pilot is

ready for launch. After the control wipeout, select the ADI for display on a DDI or the UFCD in case

the HUD should be lost during or immediately after launch. When ready for launch, place external

lights master switch to ON.

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All exterior lights (position, formation, and strobes) should be on. If instrument meteorological

conditions are expected shortly after launch, the strobes may be left off at the discretion of the pilot.

After launch, monitor rotation of the aircraft to 12° AOA, cross checking all instruments to ensure

a positive rate of climb. When comfortably climbing, retract the landing gear and flaps and proceed on

the departure IAW CV NATOPS.

8.7.7 Catapult Suspend. To stop the launch while in tension on the catapult, do not turn on the

exterior lights and transmit “SUSPEND, SUSPEND”. Maintain MIL/MAX power until the catapult

officer walks in front of the wing and gives the throttle-back signal. If the external lights master switch

has been placed on prior to ascertaining that the aircraft is down, transmit “SUSPEND, SUSPEND”

and turn off the exterior lights and leave the throttles at MIL until signaled to reduce power.

8.7.8 Night Landings. Night and instrument recoveries will normally be made using case III

procedures IAW CV NATOPS. Prior to departing marshal, change the IDENT switch on the exterior

lights panel to the NORM position. Make sure the strobe lights are flashing a 2 flash, pause, repeat

pattern.

8.7.9 Arrestment and Exit From the Landing Area. During the approach, all exterior lights should

be on with the exception of the landing/taxi light. Following arrestment, immediately turn the external

lights master switch off. Taxi clear of the landing area following taxi director signals. If brakes are lost,

signal by lowering the hook, turning on exterior lights, and transmitting on land/launch frequency.

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CHAPTER 9

Special Procedures

9.1 FORMATION FLIGHT

9.1.1 Formation Taxi/Takeoff. During section taxi, ensure adequate clearance between flight lead’s

stabilator and wingman’s wingtip pod is maintained. The leader will take position on the downwind

side of the runway with other aircraft in tactical order, maintaining normal parade bearing. See figure

9-1. For three aircraft formations, line up with the lead on the downwind side, number 2 on the

centerline, and number 3 on the upwind side. Wingtip pod overlap should not be required but is

permitted if necessary. For four plane formations, line up with the lead’s section on the downwind half

of the runway and other section on the upwind half. When Before Takeoff checks are completed and

the flight is in position, each pilot looks over the next aircraft to ensure the speedbrake is retracted

(spoilers down), the flaps are set for takeoff, all panels are closed, no fluids are leaking, safety pins are

removed, rudders are toed-in, nosewheel is straight, and the launch bar is up. Beginning with the last

aircraft in the flight, a “thumb up” is passed toward the lead to indicate “ready for takeoff”.

9.1.1.1

Section Takeoff. For section takeoff, all aspects of the takeoff must be prebriefed by the

flight leader, to include flap settings; use of nosewheel steering; power changes; power settings; and

signals for actuation of landing gear, flaps, and afterburner. Engines are run up to approximately 80%,

instruments checked, and nosewheel steering low gain ensured. On signal from the leader, brakes are

released and throttles are advanced to military power minus 2% rpm. If afterburner is desired, the

leader may go into mid range burner immediately without stopping at military power. Normal takeoff

techniques should be used by the leader, with the wingman striving to match the lead aircraft attitude

as well as maintain a position in parade bearing with wingtip separation. The gear and flaps are

retracted on signal. Turns into the wingman shall not be made at altitudes less than 500 feet above

ground level.

9.1.2 Aborted Takeoff. In the event of an aborted takeoff, the aircraft aborting must immediately

notify the other aircraft. The aircraft not aborting should add max power and accelerate ahead and out

of the way of the aborting aircraft. This allows the aborting aircraft to steer to the center of the runway

and engage the arresting gear, if required.

9.1.3 Parade. The parade position is established by superimposing the front of the wingtip pod over

the pilot’s headbox. Superimposing the two establishes a bearing line and step down. Proper wingtip

clearance is set by reference to the exhaust nozzles. When the left and right nozzles are aligned so that

there is no detectable curve to the nozzles, the reference line is correct. The intersection of the

reference line with the bearing line is the proper parade position. See figure 9-2.

Parade turns are either standard (VFR) or instrument turns. During day VFR conditions, turns

away from the wingman are standard turns. To execute, when lead turns away, the wingmen roll the

aircraft about its own axis and increase power slightly to maintain rate of turn with the leader. Lateral

separation is maintained by increasing g. Proper step down is maintained by keeping the lead’s fuselage

on the horizon.

Turns into the wingmen and all IFR or night turns in a parade formation are instrument turns.

During instrument turns maintain a parade position relative to the lead throughout the turn.

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Figure 9-2. Formations (Sheet 2 of 2)

After initially joining up in echelon, three and four plane formations normally use balanced parade

formation. In balanced parade number 3 steps out until the exhaust nozzles on number 2 are flush. This

leaves enough space between number 3 and lead for number 2 to cross under into echelon.

When it is necessary to enter IFR conditions with a three or four plane formation, the lead directs

the flight to assume fingertip formation. In this formation number 3 moves up into close parade on the

lead. All turns are instrument turns.

9.1.4 Balanced Cruise Formation. The balanced cruise position is a looser formation which allows

the wingmen more time for visual lookout. Balanced cruise provides the wingmen with a cone of

maneuver behind the leader which allows the wingman to make turns by pulling inside the leader, and

requires little throttle change.

The balanced cruise position is defined by the wingman aligning his headbox with the front of lead’s

wingtip pod and headbox, and lead’s arresting hook fairing with the opposite wing formation light. The

wingmen are free to maneuver within the cone established by that bearing line on either wing. In a

division formation, number 3 should fly the bearing line but always leave adequate room for number

2 and lead. Number 4 flies balanced cruise about number 3.

9.1.5 Section Approaches/Landing. The aircraft is comfortable to fly in formation, even at the low

airspeeds associated with an approach and landing. The rapid power response enhances position

keeping ability. The formation strip lighting provides a ready visual reference at night and the dual

radios generally ensure that intra-flight comm is available.

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During section approaches all turns are “instrument” turns about the leader. When a penetration is

commenced the leader retards power to 75% rpm and descends at 250 KIAS. If a greater descent rate

is required the speedbrake may be used. Approximately 5 miles from the final approach fix or GCA

pickup the lead gives the signal for landing gear.

9.1.5.1

Section Landing. If a section landing is to be made, lead continues to maintain ON-SPEED

for the heaviest aircraft and flies a centered ball pass to touchdown on the center of one side of the

runway. Wingman flies the normal parade position, taking care not to be stepped up.

When “in-close”, wingman adds the runway to his scan and takes a small cut away from the lead to

land on the center of the opposite side of the runway while maintaining parade bearing. Use care to

ensure that drift away from the lead does not become excessive for the runway width. Remember,

flying a pure parade position allows four feet of wingtip clearance.

The wingman touches down first and decelerates on that half of the runway as an individual. Do not

attempt to brake in section. If lead must cross the wingman’s nose to clear the duty, the wingman calls

“clear” on comm 2 when at taxi speed and with at least 800 feet between aircraft. The lead stops after

clearing the runway and waits for the wingman to join for section taxi.

9.2 AIR REFUELING (RECEIVER)

Air refueling shall be conducted in accordance with the NATOPS Air-to-Air Refueling Manual.

NOTE

• If refueling from NATO aircraft, consult NATO publication ATP 56A,

AIR TO AIR REFUELING.

• The KC-10, KC-130, KC-135 tankers, F/A-18E/F and S-3 aircraft with

a 31-301 (A/A42R-1) buddy store are authorized tankers for air

refueling. Maximum refueling pressure is 55 psi.

9.2.1 Air Refueling Checklist. The air refueling checklist should be complete prior to plug-in.

1. RADAR - STBY/SILENT/EMCOM (″nose cold″)

2. MASTER ARM switch - SAFE (″switches safe″)

3. EXT TANK switch(es) - AS DESIRED

If feed tank fuel level is critical, selecting STOP ensures the fastest transfer of fuel to the feed

tanks.

4. PROBE switch - EXTEND

5. Visor - DOWN (recommended)

For night air refueling -

6. Exterior lights - SET FOR REFUELING

7. Tanker lights - REQUEST AS DESIRED

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9.2.2 Refueling Technique. The following procedures, as applied to tanker operations, refer to single

drogue refueling from the F/A-18E/F and the aerial refueling store. All other tanking evolutions are

dependent on the type of tanker being utilized. Refer to Chapter 26, Visual Communications, for

proper hand signals during air refueling operations.

A sharp lookout doctrine must be maintained due to the precise flying imposed on both the tanker

and receiver pilots. Other aircraft in the formation may assist the tanker in maintaining a sharp

lookout. Refueling altitudes and airspeeds are dictated by receiver and/or tanker characteristics

balanced with operational needs. This typically covers a practical envelope from the surface to 40,000

feet and 180 to 300 KCAS (while engaged), depending on the buddy store part number. (See figure

4-13).

9.2.2.1

Approach. When cleared to commence an approach and the refueling checklist is complete,

assume a ready position 10 to 15 feet in trail of the drogue with the refueling probe in line both

horizontally and vertically. Once in a stabilized position, trim the aircraft and make sure the tanker

ready light (amber) is on. Referencing the probe and drogue for alignment, increase power to establish

a 3 to 5 knot closure rate.

• If the tanker ready light is not on, do not engage drogue until signaled

by tanker aircraft as hose-reel response may be inoperative, causing

damage to tanker and receiver aircraft.

• Avoid damage to the right AOA probe by contact with the basket as a

4 channel AOA failure may result.

• An excessive closure rate may cause a violent hose whip following

contact and/or increase the danger of structural damage to the aircraft

in the event of misalignment.

NOTE

An insufficient closure rate results in the pilot fencing with the drogue

as it oscillates in close proximity to the aircraft nose.

Make small corrections during the approach phase using the rudder pedals for lateral misalignment

and longitudinal stick for vertical misalignment. Avoid lateral stick inputs as they cause both vertical

and lateral probe displacement. During the final phase of the approach, the drogue has a tendency to

move up and to the right as it passes the nose of the receiver aircraft due to the aircraft-to-drogue air

stream interaction.

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9.2.2.2

Missed Approach. A missed approach is executed by reducing power and backing to the rear

with a 3 to 5 knot opening rate. Execute a missed approach if:

1. The receiver probe and the drogue basket cannot be properly aligned during the final phase of the

approach.

2. The receiver probe passes forward of the drogue basket.

3. The receiver probe impinges on the rim of the drogue basket.

4. Any unsafe condition develops.

Analyze alignment problems prior to commencing another approach.

9.2.2.3

Contact. When the receiver probe engages the basket, it seats itself into the reception

coupling and a slight ripple is evident in the refueling hose. The drogue and hose must be pushed

forward 5 feet by the receiver aircraft before fuel transfer can be started. This position is evident by

the tanker ready light (amber) going out and the (green) fuel transfer light (green) coming on. During

refueling, maintain a position directly behind and slightly below tanker aircraft.

NOTE

If streaming fuel is observed around the refueling probe, the probe is

not properly seated in the drogue. Disengage, stabilize in the ready

position, and then reengage the drogue.

9.2.2.4

Disengagement. The receiver aircraft disengages by reducing power in order to open from

the tanker at 3 to 5 knots. Back straight away and down, following the flight path of the tanker. The

receiver probe separates from the reception coupling when the hose reaches full extension. When clear

of the drogue, place the PROBE switch in the RETRACT position. Make sure that the PROBE UNLK

caution display is out before resuming normal flight operations.

Disengagement must be made straight back, parallel to the tanker flight

path, and descending along the natural trail angle of the hose to prevent

damage to the tanker and/or refueling aircraft.

9.2.2.5

KC-10 Refueling Operations. The KC-10 tanker is equipped with a centerline hose reel

system and/or two Wing Aerial Refueling Pods (WARP). Maximum in-flight refueling airspeed and

altitude for the EA-18G when refueling from the KC-10 is 275 KCAS and 25,000 feet with an optimum

airspeed of 220 KCAS. At airspeeds above 250 KCAS, tanker induced light turbulence causes

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random drogue movement of 2 to 3 feet while 1 foot of movement will be encountered at airspeeds less

than 250 KCAS. The recommended closure rate is 2 to 3 knots.

When joining a flight of receiver aircraft, do not close astern of the KC-10

within 1 to 3 miles from co-altitude to 500 feet below. Loss of aircraft

control can occur if wake turbulence is encountered.

Excessive closure rates may exceed the capabilities of the take-up reel. If

this should happen, a sine wave develops in the hose. Immediate

disengagement is required to prevent damage to the aircraft.

9.2.2.6

KC-135 Refueling Operations. The KC-135 may be configured with a Multi-Point Refueling

System (MPRS) and/or a Boom to Drogue Adapter (BDA) kit.

9.2.2.6.1

KC-135 BDA Refueling. The KC-135 hose has a fixed length of 9 feet attached by a

swiveling coupling to the end of a telescoping boom. The hose terminates in a hard, non-collapsible

drogue and has no reel retraction capability. The following refueling parameters are recommended:

• Airspeed of 200 to 275 KCAS or 0.8 Mach (whichever is less).

• Closure rate of 2 knots or less.

Aerial refueling from the KC-135 is fundamentally different from the standard Navy hose-drogue

systems. After assuming a standard ready position, add power to create a closure rate of 2 knots or less.

Due to the short length of hose and the weight of the drogue, the aircraft-to-drogue air stream

interaction is minimized.

Excessive closure rates (greater than 2 knots) may result in damage to the

aircraft or the refueling drogue.

Once contact has been made, the drogue must be pushed in approximately 4 feet and held in that

position within ±2 feet fore and aft for fuel to flow (the hose forms a U-shape when in the correct

position). If the EA-18G is positioned too far aft with the hose near the trail position, slight aft or radial

movement results in disconnect. The potentially more hazardous situation occurs when the drogue is

pushed too far forward, such that the hose could be looped around the drogue on the probe.

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When disengaging, align the drogue with the boom and back straight away with reference to the

boom.

Off-center disconnects can result in damage to the refueling probe or

nozzle because of the excessive sideloads generated by the KC-135

boom-drogue adapter.

9.2.2.6.2

KC-135 MPRS Refueling. The KC-135 MPRS incorporates the use of wing tip mounted

aerial refueling pods to support receivers designed for hose/drogue refueling operations. The refueling

hose is slightly shorter than the KC-130 and located near the wing tips. The extreme outboard wing

location subjects the hose and drogue to wing tip flowfield disturbances at higher refueling speeds.

• Maximum recommended refueling speed 285 KCAS (up to 300 KCAS/0.86 IMN allowed)

• Optimum refueling airspeeds 260 - 285 KCAS.

While flying at the approach position (20 ft aft of the drogue), small lateral trim inputs may be

required to counter a tendency to roll toward the tanker. Deviations inboard and outboard may require

additional lateral stick inputs. Deviations of more than 10 feet high can result in a strong sideslip (on

right tanker wing, full left ball). Light buffet is a good indication to reposition down with respect to the

tanker.

Maintaining a slow controlled constant closure rate (less than 5 knots) will result in the best

engagement results. Tanking at 300 knots is demanding due to increased bow wave effects and high

drogue position.

9.3 NIGHT VISION DEVICE (NVD) OPERATIONS

9.3.1 Effects on Vision. Flight techniques and visual cues used during unaided night flying also apply

to flying with night vision devices (NVD). The advantage of NVD is improved ground reference

provided through image intensifier systems (NVG). Dark adoption is unnecessary for the effective

viewing through night vision goggles (NVG). In fact, viewing through the NVG for a short period of

time shortens the normal dark adaptation period. After using NVG, an average individual requires 1

to 3 minutes to reach the 30 minute dark adaptation level. Color discrimination is absent when viewing

the NVG image. The image is seen in a monochromatic green hue and is less distinct than normal

vision. Prolonged usage may result in visual illusions upon removal of the NVG. These illusions include

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complement or green after-images when viewing contrasting objects. Illusions from NVG are

temporary and normal physiological phenomena and the length of time the effects last vary with the

individual.

• Aircrew are strongly cautioned against maneuvering above 3g with the

AN/AVS-9 in the up-locked (not in use but on helmet) position

because the NVD bracket cannot retain AN/AVS-9 under elevated

loads.

• Ejection wearing Night Vision Goggles is not recommended. Severe

neck injury may result.

9.3.2 Effects of Light. Any non-NVG compatible light source in the cockpit degrades the ability to

see with NVG. Filters are used to prevent stray or scattered light from reaching the NVG intensifiers,

which would cause the automatic gain control to reduce the NVG image intensification. Head down

displays (DDI, MPCD) are filtered to allow non-electrical-optical viewing of the display. Viewing areas

illuminated by artificial light sources with NVG (runway/landing lights, flares, or aircraft position

lights) limit the ability to see objects outside of the area.

NOTE

Bright ground lights may cause loss of ground references during

landing. Avoid looking directly at bright light sources to prevent

degrading NVG vision.

The NAVFLIR is not affected by light sources and complements NVG use.

9.3.3 Weather Conditions. NAVFLIR and NVG provide a limited capability to see through visibility

restrictions such as fog, rain, haze, and certain types of smoke. As the density of the visibility

restrictions increases, a gradual reduction in light occurs. Use of an offset scanning technique will help

in alerting the pilot to severe weather conditions.

NOTE

Visibility restrictions produce a ‘‘halo’’ effect around artificial lights.

9.3.4 Object/Target Detection. Detection ranges are largely a function of atmospheric and environ-

mental conditions. Moving targets with contrasting backgrounds or targets with a reflected or

generated light or heat sources can be identified at greater ranges when using NVD.

9.3.5 Flight Preparation. Flights with NVD require unique planning considerations that include

weather, moon phase/angle, illumination, ground terrain and shadowing effects. Tactical consideration

and procedures can be found in the Night Attack operational tactics guides (OTG).

9.4 SHORT AIRFIELD FOR TACTICAL SUPPORT (SATS) PROCEDURES

9.4.1 Landing Pattern. Approach the break point either individually or in echelon, parade formation,

at 250 KIAS. A 17 to 20 second break interval provides a 35 to 40 second touchdown interval. The

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landing checklist should be completed and the aircraft should be at on-speed AOA/approach speed by

the 180° position.

9.4.2 Approach. Plan for and execute an on-speed approach. Pay particular attention to maintaining

the proper airspeed and correct lineup.

9.4.3 Waveoff. To execute a waveoff, immediately add full power and maintain optimum attitude.

Make all waveoffs straight ahead until clear of the landing area.

9.4.4 Arrested Landing. The aircraft should be on runway centerline at touchdown. Aircraft

alignment should be straight down the runway, with no drift. Upon touchdown, maintain the throttle

at the approach position. When arrestment is assured, retard the throttle to idle. Allow the aircraft to

roll back to permit the hook to disengage from the pendant. When directed by the taxi director, apply

both brakes to stop the rollback and raise the hook. If further rollback is directed, release brakes and

allow the aircraft to be pulled back until a brake signal is given. Apply brakes judiciously to prevent

the aircraft from tipping or rocking back.

Use extreme caution when taxiing on a wet SATS runway.

9.4.5 Bolter. Bolters are easily accomplished. Simultaneously apply full power and retract the

arresting gear hook. Smoothly rotate the aircraft to a lift-off attitude and fly away.

• Bolters in GAIN ORIDE or with AOA failed require positive aft stick

during rotation, 1/2 aft stick is recommended. Deflections of less than

1/2 aft stick will result in excessive settle during bolters.

• If landing on a runway with a SATS catapult installed, care must be

taken to prevent engagement of the dolly arrester ropes with the

aircraft tailhook. Structural damage to the aircraft and catapult will

result.

9.5 HOT SEAT PROCEDURE

1. PARK BRK handle - SET

2. Paddle switch - PRESS (disengage NWS)

3. Left throttle - OFF

4. Throttle friction - MAX

5. Avionics - AS DESIRED

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9.6 ALERT SCRAMBLE LAUNCH PROCEDURES

9.6.1 Setting the Alert. The alert/scramble aircraft shall be preflighted in accordance with NATOPS

normal procedures every 4 hours or as local directives dictate. The pre-alert turn shall consist of full

Plane Captain checks and full systems checks. Minimum requirements are:

1. Radar BIT status - GO

2. INS alignment status - OK

3. COMM 1 and 2 - SET TO LAUNCH FREQUENCY

4. Launch trim - SET ( IAW Catapult Trim Calculations, Chapter 8)

Before engine shutdown -

5. INS known - OFF (10 seconds before engine shutdown)

NOTE

Do not switch INS to NAV during pre-alert turn so that STD HDG

option will be available for next alignment.

6. CRYPTO switch - HOLD then NORM

7. Sensors and weapon systems - ON

8. COMM 1 and 2 knobs - ON

9. EMCON - AS DESIRED

10. Exterior and interior lights - SET

11. DDIs, MPCD, and HUD - ON

12. OBOGS control switch and OXY FLOW knob - OFF

13. Landing gear pins - REMOVED and STOWED

After engine shutdown -

14. External electrical power -CONNECT (if applicable)

15. EXT PWR switch - RESET then NORM

16. GND PWR switches 1, 2, 3, and 4 - OFF

17. BATT switch - OFF

18. SINS cable - CONNECT (if required)

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9.6.2 Alert Five Launch

If on external power -

1. GND PWR switches 1, 2, 3, and 4 - B ON (hold 3 seconds)

2. INS known - CV/GND

3. INS - STD HDG (if available)

4. BATT switch - ON

5. APU switch - ON (READY light within 30 seconds)

6. R engine - START

7. L engine - START

8. FCS RESET button - PUSH (verify RSET advisory displayed)

9. OBOGS control switch and OXY FLOW knob - ON

10. External electrical power - DISCONNECT (if applicable)

11. SINS cable - DISCONNECT (if applicable)

12. INS knob - NAV, GYRO or IFA

13. T/O checklist - COMPLETE

9.7 AIRBORNE HMD ACCURACY CHECKS

The procedures below shall be performed to verify JHMCS accuracy at any time system accuracy is

in question, including verifying the accuracy of the cockpit magnetic map. These procedures require an

airborne target.

If performing these procedures to determine if cockpit re-mapping is needed following maintenance,

only 9.7.2 Airborne HMD Accuracy Check with Radar is required. Cockpit re-mapping is not required

if 9.7.2 Airborne HMD Accuracy Check with Radar is successful.

NOTE

If preflight HMD Alignment occurred less than

minutes after

system powered on, repeat 9.7.1 HMD Alignment prior to any airborne

checks.

9.7.1 HMD Alignment

(CVRS record HMD if desired)

1. SUPT/HMD/ALIGN page - SELECT

2. Superimpose the HMD alignment cross on the HUD/BRU alignment cross.

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3. Cage/Uncage button - PRESS and HOLD until ALIGNING turns to ALIGN OK or ALIGN FAIL

If ALIGN FAIL -

4. Repeat steps 2 and 3.

If ALIGN OK and HMD alignment crosses are not coincident with HUD/BRU alignment cross -

4. Perform FINE ALIGN.

a. With FA DXDY displayed, use TDC to align azimuth and elevation HMD alignment crosses

with the HUD/BRU alignment cross.

b. Cage/Uncage button - PRESS and RELEASE

c. With FA DROLL displayed, use TDC to align the roll axis HMD alignment crosses with the

HUD/BRU alignment cross.

d. Cage/Uncage button - PRESS and RELEASE

If satisfied with alignment -

5. ALIGN - UNBOX

9.7.2 Airborne HMD Accuracy Check with Radar

1. Select STT while in trail of an airborne target.

2. Compare HMD TD Box to HUD TD Box and target’s actual position (when in HUD FOV) and

compare HMD TD Box and target’s actual position (when NOT in HUD FOV) at various

azimuth/elevation angles (up to 45° laterally left and right and 45° in elevation).

If HMD and HUD TD Boxes are not nearly coincident or portion of target is not located within

HMD and HUD TD Boxes -

3. Perform 9.7.1 HMD Alignment procedures.

4. Repeat steps 1 and 2.

If HMD Alignment does not correct -

5. Consider re-mapping the cockpit.

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CHAPTER 10

Functional Checkflight Procedures

10.1 GENERAL

The intent of functional checks is to determine whether the airframe, power plant, accessories, and

equipment are functioning per predetermined standards. The unique electronic built-in test (BIT),

fault detection, and fault isolation capabilities of the EA-18G allow functional checks that have

historically been performed inflight to be performed on the ground. In general, engine control and

flight control system faults are reliably detected, annunciated, and, in most cases, functionally

bypassed by the aircraft control systems.

In most cases, functional checks for the EA-18G will be performed on the ground by maintenance

personnel based on the requirements set forth in the maintenance work package for the component

being removed, replaced, and/or installed and not by a pilot on a dedicated FCF. Required

maintenance ground checks take advantage of the aircraft’s BIT and fault detection capability and

ensure the health of the component and the integrity of the installation.

10.1.1 Engine Functional Checks. Based on the engine component replaced, ground functional test

requirements for the engine may include any or all of the following: idle speed test (low power turn);

air, oil, fuel leak test (leak check); anti-ice test; MIL power test; MIN AB test; MAX power test (high

power turn); transient test; and/or shutdown test. For instance, a single engine removal/reinstallation,

a single engine replacement, or a dual engine removal/reinstallation requires a low power turn and a

leak check. A dual engine replacement requires a low power turn, leak check, and high power turn. A

FADEC replacement requires ALL functional checks. Additionally, a crossbleed start is required on all

engine reinstallations and replacements. Given the FADEC’s fault detection capability, successfully

completing these functional checks ensures that the engine is properly installed and is functioning

normally. All engine functionality that would be checked inflight is checked during the required

ground checks. Dedicated FCFs are, therefore, not required following engine related maintenance

actions.

10.1.2 Flight Control System Functional Checks. Functional test requirements for the aircraft FCS

include electronic rigging, an FCS maintenance BIT, and a test group (TG) for the specific actuator or

surface which was reinstalled or replaced. The FCS maintenance BIT requires operator intervention

and is the most comprehensive test of the FCS. The FCS maintenance BIT also performs unique tests

to verify the proper installation of a system component. Successfully completing these functional

checks ensures that all surfaces and actuators are properly installed and the FCS is functioning

normally.

Generally, dedicated FCFs are not required following actuator/surface related maintenance actions.

An exception involves the replacement of a LEF hydraulic drive unit (HDU). It is possible for a weak

LEF HDU to pass ground checks yet fail to drive the LEF to the proper position when the surface is

subjected to air loads. A weak HDU may manifest itself by a LEF split, a FLAP SCHED caution,

and/or a possible roll off. Therefore, following the replacement of a LEF HDU, a series of inflight

functional checks are required to test the new component at flight conditions that safely detect weak

HDUs.

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10.1.3 Landing Gear Functional Checks. Ground functional test requirements for the landing gear

system include the following: aircraft jack, LDG GEAR handle mechanical stop and DOWNLOCK

ORIDE button test, landing gear warning light and warning tone test, normal landing gear extension

and retraction, planing link failure test, and emergency landing gear extension. Successfully complet-

ing these functional checks ensures that the normal and emergency landing gear systems are

functioning normally. While a dedicated FCF is not required following landing gear related mainte-

nance, an airborne functional check of the emergency landing gear system may nonetheless be desired.

An airborne functional check, coded E, has been included to perform this test, at the discretion of the

Maintenance Officer, on a ″pro and go″ (FCF combined with but before operational flight) basis.

10.2 FCF REQUIREMENTS

Figure 10-1 lists the FCF requirements for the EA-18G. Where appropriate, functional checks are

grouped by system and are coded with a letter, A thru E, to identify the type of FCF profile to be flown.

These letter codes appear next to each required item or groups of items in the FCF checklist.

OPNAVINST 4790.2 Series allows an FCF to be flown in combination with operational flights at the

discretion of the Commanding Officer, provided the operational portion is not conducted until the FCF

requirements have been completed and entered on the FCF checklist. Generally, a profile ‘‘A’’ FCF is

flown as a dedicated flight due to the number of required checks. However, due to the limited number

of required checks, profile ‘‘C’’ and ‘‘E’’ FCFs, as well as profile ‘‘D’’ FCFs required solely by the

reconfiguration of the rear cockpit, can be flown and are recommended to be flown as ‘‘pro and go’s.’’

10.3 FCF QUALIFICATIONS

Aircrew who perform FCFs shall be qualified per OPNAVINST 3710.7 and must be designated in

writing by the Squadron Commanding Officer. For a profile ‘‘A’’ FCF, the complete FCF checklist shall

be utilized. For a profile ‘‘C’’ or ‘‘E’’ FCF, a special, abbreviated FCF checklist has been created which

incorporates only those checks required for a ‘‘C’’ and ‘‘E’’ profile. Prior to flight, FCF aircrew must

familiarize themselves with the FCF checklists and the specific functional checks required for the given

profile.

Historically, FCF checklists have only included FCF checks. To reduce confusion and provide a more

coherent checklist, the FCF checks presented in this chapter have been interleaved into the normal

NATOPS checklist. Specific FCF requirements are, therefore, highlighted in italics in this chapter and

in the FCF checklist which is utilized inflight. Additionally, check-off blocks, provided on the FCF

checklist, appear next to those items required by the FCF and not next to non-FCF, normal procedure,

items.

The FCF checklist shall be properly completed and promptly returned to Maintenance Control at

the completion of the FCF.

10.4 FCF PROCEDURES

FCFs shall be conducted with the minimum crew necessary to ensure proper operation of all

required equipment. FCF aircrew shall be given a thorough preflight briefing, coordinated by

Maintenance Control and given by appropriate QA and work center personnel. The briefing shall

describe maintenance performed, the requirements for that particular flight, and the expected results.

FCFs shall be performed using the applicable FCF checklist. The procedures contained in the FCF

checklist are presented in a recommended order. While the order of these functional checks may be

altered as required, the sequence of steps listed for any procedure is mandatory.

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If an FCF profile cannot be completed on a single flight due to time, fuel, operating area restrictions,

or other limiting factors, it is permissible to complete the remaining checks on a subsequent flight. This

subsequent flight may be flown by a different pilot, provided there is a thorough passdown, either

verbal or written, between the pilots.

Profile

Type of Checks/Requirements

Complete FCF profile

• Completion of SDLM, to be conducted by the rework facility.

• Acceptance of a newly assigned aircraft or upon receipt of an aircraft returned

from SDLM.

• Return to flight status of an aircraft that has not flown in 30 or more days.

• At the discretion of the Maintenance Officer (e.g., return to flight status of an

aircraft that has been excessively cannibalized).

NOTE

An FCF qualified rear cockpit crewmember is

required unless the Maintenance Officer determines that

the maintenance actions performed do not require one.

Engine/FADEC/fuel control

• Not required.

LEF Checks

• Removal/reinstallation or replacement of a LEF HDU.

Rear cockpit checks - trainer configuration

• Acceptance of a newly assigned aircraft or upon receipt of an aircraft returned

from SDLM.

• Reconfiguration from missionized to trainer configuration.

NOTE

Rear cockpit crewmember is required.

Emergency landing gear extension

• At the discretion of the Maintenance Officer (e.g., following extensive

maintenance on the landing gear system).

Figure 10-1. Functional Checkflight Requirements

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10.5 FCF CHECKLIST - PROFILE A

10.5.1 Plane Captain Brief.

1. Connect external power

2. FCS ram air scoop check (manually restow)

3. REFUEL DR check

4. Normal engine starts

5. Alternate engine shutdowns

a. Fuel/air heat exchanger leak check

b. Switching valve checks

c. Crossbleed restarts

6. ECS ram air scoop check

7. Engine runups to check cautions

4 down but only 3 up (launch bar down)

9. Probe light check

10. Tail light check

10.5.2 Preflight Checks.

1. Exterior Inspection - Perform IAW NATOPS

a. No loose or improperly installed panels.

b. External canopy switch - CHECK

• Canopy opens and closes smoothly.

• Returns to center (hold) position when released.

c. Boarding ladder operation - CHECK

• Ladder electrically deploys.

• Ladder extends, locks, unlocks, and stows correctly.

2. Interior Checks - Perform IAW NATOPS

a. No loose or improperly installed components (both cockpits)

b. Brake accumulator pressure gauge reads 2,600 psi minimum.

c. Canopy and windshield: No distortion, blemishes, or cracks (both cockpits)

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10.5.3 Pre-Start Checks.

1. BATT switch - ON

2. Battery gauge - CHECK

• Nominal: 23 to 24 vdc

• FCF minimum: 18 vdc

3. ICS - CHECK

With external electrical power -

EXT PWR switch - RESET

GND PWR switches 1, 2, 3, and 4 - B ON (hold for 3 seconds)

• Audibly verify avionics cooling fans are on.

COMM 1 and 2 knobs - ON/VOLUME AS DESIRED (both cockpits)

L(R) DDI, HUD, and MPCD knobs - ON (both cockpits)

a. Display IBIT - PERFORM

• No stuck pushtile indications (small circles).

• Push STOP when complete.

• All displays operative.

• Note DEGD indications if present.

b. All mode (day/night), brightness, and contrast controls for all cockpit displays - CHECK/SET

(both cockpits)

c. Display surfaces - CHECK (both cockpits)

• No burned phosphor spots on HUD or DDIs.

• No lineouts or burned liquid crystals on MPCD, UFCD, or EFD

d. HUD symbology reject - CHECK

(1) Select REJ2

• Heading scale, command heading, heading caret, nav range (if displayed), bank angle, g,

and airspeed and altitude boxes are removed.

(2) Select NORM

e. HUD displayed radar altitude - CHECK

(1) UFCD/RALT - ON

(2) ALT switch - RDR

• HUD displays radar altitude and ″R″.

(3) ALT switch - BARO

• HUD displays barometric altitude.

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f. HUDBU advisory - NOT DISPLAYED

8. LT TEST switch - TEST (both cockpits)

• All warning and caution lights properly illuminate.

• Landing gear warning tone annunciates (front cockpit switch only).

a. AOA indexer brightness - CHECK AND SET

9. Seat adjustment - CHECK (both cockpits)

• Smooth through full range of travel.

• Do not hold switch against stops (no limit switches).

10. Rudder pedal adjustment - CHECK

• Smooth through full range of travel.

• Locks securely when RUD PED ADJ lever released.

11. FCC A emergency cooling - CHECK

• Signal: Punch open palm with fist.

a. AV COOL switch - EMERG

• FCS ram air scoop deploys (thumbs up from PC)

b. PC manually restows scoop.

12. REFUEL DR caution - CHECK

• Signal: (refuel cap) twist hand with curled fingers.

• REFUEL DR caution displayed when PC opens door

8R.

• Caution removed when PC closes door 8R.

13. EXT and INTR lights - Check for proper operation to extent possible for ambient conditions (both

cockpits)

• Signal: Point 2 fingers at eyes.

14. FIRE warning test

a. FIRE test switch - TEST A (hold until all lights and aural warnings indicate test has been

successfully passed)

b. FIRE test switch - NORM (pause until system resets - 5 to 7 seconds)

c. FIRE test switch - TEST B (hold until all lights and aural warnings indicate test has been

successfully passed)

10.5.4 Engine Start Checks.

APU start -

1. APU ACC caution light - VERIFY OFF

2. APU switch - ON (READY light within 30 seconds)

3. ENG CRANK switch - R

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Right throttle - IDLE

• RPM

10% minimum

• TEMP

871°C maximum transient

• OIL

10 psi within 30 seconds

Battery gauge - VERIFY 28 vdc

• Battery charger failed if ≤ 24 vdc.

EFD - CHECK

Ground idle -

• RPM

61% minimum

• TEMP

250° to 590°C

• FF

600 to 900 pph

• OIL

35 to 90 psi (warm oil)

• NOZ

77% to 83%

External electrical power - DISCONNECT

BLEED AIR knob - NORM

ENG CRANK switch - L

10. Left throttle - IDLE

• RPM

10% minimum

• TEMP

871°C maximum transient

• OIL

10 psi within 30 seconds

11. ENG CRANK switch - CHECK OFF

12. EFD - CHECK

10.5.5 Post-Start Checks.

1. APU automatic shutdown - CHECK

• APU shutdown 1 minute after second generator online.

2. WINDSHIELD ANTI ICE/RAIN removal - CHECK

a. WINDSHIELD switch - ANTI ICE

• Airflow along the canopy bow.

b. WINDSHIELD switch - RAIN

• Reduced airflow along the canopy bow.

c. WINDSHIELD switch - OFF

• Airflow is secured.

3. Canopy operation (front cockpit) - CHECK

a. CANOPY switch - CLOSE (half way)

• Canopy stops when switch is released.

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b. CANOPY switch - OPEN then release

• Switch returns to HOLD position.

• Canopy moves to full open position.

c. Repeat steps a-b for the aft canopy switch.

d. Front CANOPY switch - CLOSE, aft CANOPY switch - OPEN

• Canopy should go up.

e. Aft CANOPY switch - CLOSE, front CANOPY switch - OPEN

• Canopy should go up. Position canopy as desired.

4. WINGFOLD switch - SPREAD

5. FCS RESET button - PUSH (verify RSET advisory displayed)

• No flight control surface Xs.

• No BLIN codes.

• No complete FCC channel failures.

After successful FCS reset -

6. GAIN ORIDE - CHECK

With flaps FULL -

a. GAIN switch - ORIDE

• LAND advisory displayed.

• Amber FLAPS light on.

b. FLAP switch - AUTO

• CRUIS advisory displayed.

• Amber FLAPS light on.

c. GAIN switch - NORM/GUARD DOWN

• Amber FLAPS light out.

7. FCC keep-alive circuitry - CHECK

a. FCS CH circuit breakers - PULL IN SEQUENCE

3, AND

b. Immediately reset in sequence 1, 2, 3, 4.

• Complete within 7 seconds for valid test.

• No FCC channel completely Xd out.

• No FCS surface Xs and no BLIN codes.

Steps 8 thru 12 are to be performed on both engines (RIGHT then LEFT).

8. Engine FIRE light shutdown - PERFORM

a. Throttle affected engine - IDLE

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A1-E18GA-NFM-000

b. FIRE light affected engine - PUSH

• FIRE EXTGH READY light comes on.

When BOOST LO caution appears, but no longer than 5 seconds -

c. Throttle affected engine - IMMEDIATELY OFF

• Master caution light comes on, and tone sounds when BOOST LO caution appears.

d. BIT/STATUS MONITOR/FXFR page - SELECT ON RDDI

• X COOL line reads CL (closed).

• Affected ENG SO line reads CL.

• CROSS FD line reads CL.

• Affected REC first value reads 0 (i.e., 0,0).

• FADEC HOT caution may appear and is not a failure indication.

e. FIRE light affected engine - RESET

• X COOL line reads O (open).

• Affected ENG SO line reads O.

• CROSS FD line reads O.

• Affected engine REC first value reads non-zero (e.g., 13,0).

Discontinue FCF upon failure of any item listed under b, c, d, and e above.

With affected engine below 10% N₂ rpm -

9. Fuel/air heat exchanger leak check - PERFORM

a. RBYP or LBYP option (affected side) - PUSH TO READ HX

• Signal: Pull tip of nose with thumb and index finger.

• No fuel leaking from the heat exchanger drains (forward lower inboard side of the inlet on the

affected side) (thumbs up from PC).

b. FXFR/RESET option - PUSH

• RBYP or LBYP option (affected side) reads BP.

10. Verify proper switching valve operation.

a. Note hydraulic pressure decay through 500 psi on the affected side.

b. Cycle lateral stick and rudder pedals and verify aileron and rudder surface movement.

c. If aileron, rudder, or LEF surfaces X, maintenance action is required.

11. GEN/electrical system checks - PERFORM

With affected GEN inoperative -

• Opposite GEN picks up all three busses.

• GEN TIE caution light out.

• All displays operative.

• No FCS Xs or channel failures.

III-10-9

ORIGINAL

A1-E18GA-NFM-000

BATT switch - OFF (opens bus tie)

• Busses are isolated on affected side.

• BATT SW and GEN TIE caution lights on.

With R GEN off -

• HUD and RDDI inoperative.

• LDDI, MPCD, and UFCD operative.

With L GEN off -

• HUD and RDDI operative.

• LDDI, MPCD, and UFCD inoperative.

BATT switch - NORM

• BATT SW and GEN TIE caution lights out.

• All displays operative.

GEN switch opposite side - OFF (for at least 30 seconds)

• PMGs pickup essential bus.

• Battery gauge reads >24 vdc (26.5 vdc nominal).

• BATT SW caution light out.

GEN switch opposite side - NORM

• No complete FCC channel failures on FCS page.

• ENGINE LEFT/RIGHT voice alert and BLIN code 260 can be expected and are normal in the

conduct of this check.

12. Inoperative engine - CROSSBLEED START

Advance operating engine to a minimum of 80% rpm.

13. Repeat steps 8 thru 12 for the left engine.

• Restart left engine within 15 minutes, else motor for

minute at

29% rpm or greater before

restart (to preclude engine damage).

14. GEN TIE operation - CHECK

a. GEN TIE switch - RESET

• GEN TIE caution light on.

b. GEN TIE switch - NORM/GUARD DOWN

• GEN TIE caution light out.

15. WYPT 0 and MVAR - CHECK/SET

16. GPWS - CHECK BOXED

17. INS knob - CV OR GND (PARK BRK SET)

18. FLIR and LST/FLR switches - AS DESIRED

19. UFCD avionics - AS DESIRED

III-10-10

ORIGINAL

A1-E18GA-NFM-000

a. RALT - ON/SET

b. TCN - ON, T/R, CH SET

c. IFF - ON/MODES UNBOXED

20. AEA avionics

a. EAU - Verify ON

b. ALQ-218 - ON

NOTE

The ALQ-218 has to be turned ON prior to the CCS for the CCS to

operate correctly.

c. SAT - ON (SAT automatically enters PBIT for approximately 5 minutes and all channels will

be Xd out.)

d. SAT page - When SAT PBIT is complete, verify all crypto channels are not Xd out

e. CCS - ON

f. INCANS - ON

21. MPCD/UFCD - ENTER DESIRED WAYPOINTS

22. RADAR knob - OPR

23. Fuel system checks - PERFORM

On the RDDI -

a. SDC/transducer operation - CHECK

(1) BIT/STATUS MONITOR format - SELECT

(2) SDC BIT option - SELECT

• SDC BIT status indicates GO.

(3) FXFR format - SELECT

• No parameters flashing.

(4) FQTY format - SELECT/LEAVE

• No parameters flashing.

On the LDDI -

III-10-11

ORIGINAL

A1-E18GA-NFM-000

b. FUEL page - SELECT

• No fuel cautions or advisories displayed.

• No CG DEGD, EST, INV, INVALID, or INVALID TIMER.

• BINGO, TOTAL, and INTERNAL fuel quantities agree with EFD.

c. FLBIT option - SELECT

• On RDDI, TK(2)FL indicates GO within 2 seconds.

• On RDDI, TK(3)FL indicates GO within 12 seconds.

• FUEL LO caution and voice alert activated within 12

seconds.

• FUEL LO caution removed after 60 seconds.

d. SDC RESET option - SELECT

• CAUT DEGD caution displayed for 3 seconds.

On the EFD -

e. BINGO caution - CHECK

(1) BINGO - SET 200 lb above INTERNAL fuel

• BINGO caution and voice alert activated.

(2) BINGO - SET 200 lb below INTERNAL fuel

• BINGO caution removed.

(3) BINGO - SET AS DESIRED

24. Hydraulic pressure gauge - CHECK (2,600 to 3,300 psi)

25. ECS system checks - PERFORM

a. DEFOG - CHECK

(1) DEFOG handle - LOW

• Minimum defog airflow and maximum cabin airflow.

(2) DEFOG handle - HIGH

• Progressively decreasing cabin airflow and increasing defog flow.

b. ECS modes - CHECK

• Signal: Punch open palm with fist.

(1) ECS MODE switch - OFF/RAM

• Cabin airflow stops.

• Cabin ram air scoop opens (thumbs up from PC).

• CK ECS caution light on.

• MASTER CAUTION light on and tone sounds.

(2) ECS MODE switch - AUTO

• Cabin airflow resumes.

• Cabin ram air scoop closes (thumbs up from PC).

• CK ECS caution light out.

III-10-12

ORIGINAL

A1-E18GA-NFM-000

c. CABIN TEMP knob - ROTATE BETWEEN COLD AND HOT

• Air temperature changes to agree with setting.

d. Cabin Pressurization - CHECK

(1) CABIN PRESS switch - DUMP

• Cabin depressurizes.

• Cabin airflow remains.

• CK ECS caution light on.

• MASTER CAUTION light on and tone sounds.

(2) CABIN PRESS switch - RAM/DUMP

• Cabin remains depressurized.

• Cabin airflow stops.

• Cabin ram air scoop opens (thumbs up from PC).

• CK ECS caution light on.

(3) CABIN PRESS switch - NORM

• Cabin pressurizes.

• Cabin airflow resumes.

• Cabin ram air scoop closes (thumbs up from PC).

• CK ECS caution light out.

26. ENG ANTI ICE system - CHECK

a. ENG ANTI ICE switch - ON

• LHEAT and RHEAT advisories displayed.

b. ENG ANTI ICE switch - TEST

• INLET ICE caution displayed when switch held.

27. BLEED AIR system - CHECK

a. Throttles - IDLE

b. BLEED AIR knob - CHECK EACH POSITION INDIVIDUALLY

(1) R OFF

• R BLD OFF caution displayed.

• M ASTER CAUTION light on and tone sounds.

• Left engine TEMP increases 5° to 90°C.

(2) MASTER CAUTION light - RESET

(3) Pause 5 seconds to allow Master Caution tone to reset.

(4) OFF

• L and R BLD OFF cautions displayed.

• CK ECS caution light on.

• M ASTER CAUTION light on and tone sounds.

• Cabin airflow stops.

• ECS auxiliary duct doors close (thumbs up from PC).

III-10-13

ORIGINAL

A1-E18GA-NFM-000

(5) L OFF

• R BLD OFF caution removed.

• CK ECS caution light out.

• Right engine TEMP increases 5° to 90°C.

• Cabin airflow resumes.

• ECS auxiliary duct doors open (thumbs up from PC).

c. BLEED AIR knob - NORM

• L BLD OFF caution removed.

• M ASTER CAUTION light out.

d. FIRE test switch - TEST A (for at least 2 seconds)

• L and R BLEED warning lights on while switch held.

• Voice alert sequence initiated.

• L and R BLD OFF cautions displayed.

• Cabin airflow stops.

e. BLEED AIR knob - CYCLE THRU OFF TO NORM

• L and R BLD OFF cautions removed.

• Cabin airflow resumes.

f. Repeat steps d and e for the TEST B position.

28. Mission computer operation - CHECK

SUPT MENU - SELECT ON RDDI

MC switch - 1 OFF

• MC1 caution displayed on MPCD.

• LDDI displays green square.

• BIT and CHKLST options removed from SUPT MENU.

• (A/A Master mode) STORES option removed from TAC MENU.

MC switch - NORM

• MC1 caution removed.

• LDDI display returns.

• SUPT MENU option returns.

TAC MENU - SELECT ON LDDI

MC switch - 2 OFF

• MC2 caution displayed on MPDC.

• RDDI displays green square.

• BIT and CHKLST options removed from the SUPT MENU.

• (A/A Master mode) STORES option removed from TAC MENU.

MC switch - NORM

• MC2 caution removed.

• RDDI display returns.

• STORES option returns.

III-10-14

ORIGINAL

A1-E18GA-NFM-000

29. HUD backup operation - CHECK

a. MC switch - 1 OFF FOR 3 SECONDS

b. MC switch - 2 OFF

• Both DDIs display a green square followed by a flashing STANDBY.

• Backup HUD provided on MPCD and UFCD.

c. MC switch - NORM

10.5.6 Before Taxi Checks.

1. Throttle position related cautions - CHECK

a. PARK BRK handle - SET

b. FLAP switch - AUTO

c. Stabilator trim - SET LESS THAN 3° NU

d. Ejection seat SAFE/ARMED handle(s) - SAFE (both cockpits)

e. Throttles - ADVANCE TO MIL MOMENTARILY (Do not allow engine RPM to exceed

80%.)

• CK FLAPS and PARK BRAKE cautions displayed momentarily.

• CHECK TRIM and CHECK SEAT cautions displayed.

• CHECK SEAT caution does not clear until seat(s) armed for takeoff.

f. T/O TRIM button - PRESS UNTIL TRIM ADVISORY DISPLAYED

• CHECK TRIM caution removed.

2. WINGFOLD system - CHECK

With wings spread and locked -

a. WINGFOLD switch - HOLD

• Ailerons fair and beer cans pop up.

• WING UNLK cautions displayed.

b. NWS button - PUSH (twice if required)

• Full-time NWS HI available.

c. WINGFOLD switch - FOLD

• Wingfold system and locking pins operate properly.

• Both ailerons Xd out.

d. WINGFOLD switch - SPREAD THEN HOLD

• Wings stop at intermediate position.

With NWS HI selected -

e. WINGFOLD switch - SPREAD

• Wings spread fully.

III-10-15

ORIGINAL

A1-E18GA-NFM-000

• Beer cans go down.

• WING UNLK caution removed.

• NWS HI reverts to NWS (low).

To the maximum extent possible, make sure wings are spread and locked prior to FCS

IBIT to make sure all aileron related tests are performed.

FCS RESET button - PUSH (if required)

• RSET advisory displayed.

• If wings are folded, both ailerons Xd out.

FCS IBIT - PERFORM

a. FCS BIT consent switch - HOLD UP THEN PRESS THE FCS OPTION

b. AOA warning tone - VERIFY ANNUNCIATION AT FCS IBIT COMPLETION

c. FCS A and FCS B BIT status - VERIFY GO (if wings not folded)

d. FCS display - VERIFY NO BLIN CODES

Trim - CHECK

a. Trim - FULL LEFT and UP (ailerons, rudders, and stabs)

• Control surfaces respond correctly.

b. T/O TRIM button - PRESS UNTIL TRIM ADVISORY DISPLAYED

c. Trim - FULL RIGHT and DOWN (ailerons, rudders, and stabs)

• Control surfaces respond correctly.

T/O TRIM button - PRESS UNTIL TRIM ADVISORY DISPLAYED (stabilators 4° NU)

Controls - CHECK (tolerance ±1°)

a. Control stick - CYCLE

(1) Full aft

- CHECK 24° NU STABILATOR (check left and right stabilators track

symmetrically within ±1° of each other)

(2) Full fwd

- CHECK 20° ND STABILATOR (check left and right stabilators track

symmetrically within ±1° of each other)

(3) Full L/R - CHECK 30° DIFFERENTIAL STABILATOR (21° with tanks or A/G stores on

any wing station)

- CHECK DIFFERENTIAL TEFs

b. FLAP switch - HALF

c. Rudder pedals - CYCLE RUDDERS 40° L/R

d. FLAP switch - FULL (carrier-based)

III-10-16

ORIGINAL

A1-E18GA-NFM-000

e. TRIM - SET FOR CATAPULT LAUNCH (carrier-based)

8. PROBE, speedbrake, LAUNCH BAR switches and HOOK handle - CYCLE

• Spoilers extend to 60° ±3° and retract in 3 seconds.

• SPDBRK light on when spoilers not fully retracted.

• Hook extends within 2 seconds and retracts within 4 seconds.

• Probe extends and retracts within 6 seconds.

• Probe light is on with the probe extended (thumbs up from PC).

• Launch bar extends (leave extended).

• Green LBAR advisory light on.

9. Pitot and AOA heat check - PERFORM

a. PITOT ANTI ICE switch - ON

b. Make sure ground crew verify proper operation.

c. PITOT ANTI ICE switch - AUTO

10. CHECK TRIM caution - CHECK

With launch bar extended -

a. Stabilator trim - SET LESS THAN 6° NU

b. Throttles - Advance to MIL momentarily. Do not allow engine rpm to exceed

80%.

• CHECK TRIM caution displayed.

c. Stabilator trim - SET ABOVE 7° NU

• CHECK TRIM caution removed.

d. T/O TRIM button - PRESS UNTIL TRIM ADVISORY DISPLAYED

e. LAUNCH BAR switch - RETRACT

11. CVRS - AS DESIRED (both cockpits)

12. Standby attitude reference indicator - UNCAGE AND ERECT (both cockpits)

13. Altimeter setting - SET (both cockpits)

• Altimeter setting displayed on HUD.

• HUD altitude displayed within ±30 feet of parking spot elevation.

• Standby altimeter within ±60 feet of parking spot elevation.

14. INS - CHECK

a. PARK BRK handle - CYCLE

• INS alignment time flashes when PARK BRK released.

• Stops flashing after PARK BRK reset.

III-10-17

ORIGINAL

A1-E18GA-NFM-000

b. Alignment status - VERIFY COMPLETE

• QUAL ″OK″ displayed within 6 minutes.

c. GPS HERR/VERR - VERIFY WITHIN LIMITS

When clear of overhead obstructions for 6 to 12 minutes -

• HERR and VERR less than 100 feet (with keyed MAGR).

d. INS knob - NAV (to check unaided drift)

e. Verify HUD airspeed indicates less than 50 kts

15. MUMI/ID - SELECT/ENTER DATE and FLT

16. Stores page - Verify proper store inventory and station status.

17. ZTOD/LTOD - BOX TO ENABLE HUD DISPLAY (if desired)

18. Weapons/sensors - ON/BIT CHECK (as required)

19. BIT page - NOTE DEGD/FAIL INDICATIONS

20. Standby attitude data - CHECK

a. ATT switch - STBY

• Velocity vector disappears.

• Pitch ladder referenced to the W .

• INS ATT caution displayed.

b. Standby attitude reference indicator - ERECT

• HUD pitch ladder moves/coincides with the standby attitude reference indicator.

c. ATT switch - AUTO

21. OBOGS system - CHECK

a. OBOGS control switch - ON

b. OXY FLOW knob - ON/MASK(S) (both cockpits)

• System provides oxygen on demand.

• No excessive backpressure.

c. OBOGS monitor pneumatic BIT plunger - PRESS AND HOLD (do not rotate)

• OBOGS DEGD caution displayed within 65 seconds.

• Release plunger.

• Caution removed within 30 seconds.

d. OBOGS electronic BIT button - PRESS AND RELEASE

• OBOGS DEGD caution displayed and removed within 15 seconds.

e. OXY FLOW knob(s) - OFF (both cockpits)

• OBOGS flow stops.

III-10-18

ORIGINAL

A1-E18GA-NFM-000

22. Engine status/FADEC channel transfer - CHECK

a. ENG format - SELECT ON LDDI

• LEFT and RIGHT engine STATUS is NORM.

b. FADEC channel transfers - A TO B AND B TO A ON EACH ENGINE

• FADEC channels change with selection.

• No channel line-outs.

10.5.7 Taxi Checks.

1. Canopy - EITHER FULL UP OR FULL DOWN FOR TAXI

2. Braking system - CHECK

a. Normal brakes - CHECK

• Nominal braking performance at taxi speed.

b. ANTI SKID switch - OFF

• SKID advisory displayed

• Nominal braking performance at taxi speed.

c. ANTI SKID switch - ON

• SKID advisory clears.

d. EMERG BRK handle - PULL TO DETENT

• Handle latches securely in detent.

• Nominal braking performance at taxi speed.

e. EMERG BRK handle - NORM

3. Nosewheel steering - CHECK IN HIGH MODE L/R

• NWS responds appropriately in NWS and NWS HI.

• NWS disengages when paddle switch pressed.

10.5.8 Shipboard Taxi/Takeoff Checks.

1. Canopy - CHECK CLEAR/CLOSED (canopy caution removed)

2. OXY FLOW knob(s) - ON/MASK(S) ON prior to tiedown removal

3. Checklist page:

a. FUEL TYPE - VERIFY

b. ABLIM OPTION - BOX

4. ABLIM advisory - VERIFY DISPLAYED on appropriate DDI

5. PARK BRK handle - FULLY STOWED

6. T/O checklist - COMPLETE from Bottom to Top

III-10-19

ORIGINAL

A1-E18GA-NFM-000

7. IFF - SQUAWK MODES /CODES as appropriate

8. Heading checks -

• NOTE HSI heading matches BRC within ±3° .

• STBY magnetic compass within limits of compass card.

At catapult tension signal -

9. Engine run-ups - PERFORM (together)

a. Throttles both engines - IDLE to MIL

b. ENG page - CHECK ENGINES AT MIL

• N₁ rpm

86 to 98%

• N₂ rpm

88 to 100%

• EGT

720 to 932°C

• FF

11,000 pph maximum

• NOZ POS

0 to 45% open

• OIL PRESS

80 to 150 psi

• THRUST

100% minimum on CAT officer/Deck lighting signal

10. Afterburners - SELECT

• Both nozzles open correctly.

• Feed tanks remain full during takeoff, climb, and immediately following climb.

10.5.9 Shore-Based Takeoff Checks.

1. Canopy - CHECK CLEAR/CLOSED, canopy caution removed.

2. OXY FLOW knob(s) - ON/MASK(S) ON

3. Checklist page

a. FUEL TYPE - VERIFY

b. T/O checklist - COMPLETE

4. PARK BRK handle - FULLY STOWED in position and hold

5. IFF - Squawk appropriate modes/codes

6. Heading sources - CHECK after runway lineup -

• HSI heading within ±3° of known runway heading.

• STBY magnetic compass within limits of compass card.

7. Engine run-ups - PERFORM (individually)

a. Throttles affected engines - IDLE to MIL

b. ENG page - CHECK ENGINE AT MIL

• N₁ rpm

86 to 98%

III-10-20

ORIGINAL

A1-E18GA-NFM-000

•N

88 to 100%

2 rpm

• EGT

720 to 932°C

• FF

11,000 pph maximum

• NOZ POS

0 to 45% open

• OIL PRESS

80 to 150 psi

• THRUST

100% minimum

c. Throttles affected engines - MIL to IDLE, pause 1 second, IDLE to MIL

• Engine responds with normal acceleration characteristics.

• No stall or stagnation.

d. Throttles affected engines - IDLE

e. Repeat steps A thru D for opposite engine.

When cleared for takeoff -

8. Afterburner Takeoff - Perform IAW Chapter 7.

• Both nozzles open correctly.

• Feed tanks remain full during takeoff, climb, and immediately following climb.

10.5.10 After Takeoff Checks.

When definitely airborne -

1. LDG GEAR handle - UP

• Gear retracts within 7 seconds.

10.5.11 Medium Altitude Checks (above 10,000 feet).

Altitude blocks are suggested ONLY to provide a logical sequence for the FCF procedures. Deviations

from these block altitudes are acceptable unless specified.

NOTE

Operation of the radar and the ALQ-218 simultaneously airborne may

cause degradation of the ALQ-218 performance.

1. Cabin pressurization - CHECK (both cockpits)

Aircraft Altitude

Cabin Altitude

• <8,000 feet

Aircraft altitude (+0, -3,000 feet)

• 8,000 to 24,500 feet

8,000 feet (±500 feet)

2. Fuel transfer - CHECK INTERNAL and EXTERNAL

3. RALT - CHECK SET to 5,000 FEET

4. COMM - CHECK (both cockpits)

• Comm switches function normally.

• Both radios operative in transmit and receive.

• Preset and manual frequency selection operative.

5. Flight control damping - CHECK

a. Airspeed - Maintain 300 to 350 KCAS

III-10-21

ORIGINAL

A1-E18GA-NFM-000

b. Make small, abrupt pitch, roll, and yaw inputs.

• Aircraft response is appropriate.

• No oscillation tendencies noted.

Air refueling probe - CHECK

• Airspeed - Maintain below 300 KCAS.

a. PROBE switch - EXTEND

• Probe extends normally within 6 seconds.

b. PROBE switch - RETRACT

• Probe retracts normally within 6 seconds.

• No PROBE UNLK caution when retracted.

c. PROBE switch - EMERG EXTD

• Probe extends normally within 6 seconds.

d. PROBE switch - RETRACT

• Probe retracts normally within 6 seconds.

• No PROBE UNLK caution when retracted.

HOOK - CHECK

a. HOOK handle - DOWN

• HOOK light on while hook in transit.

• HOOK light out when hook fully extended.

b. HOOK handle - UP

Fuel dump - CHECK

a. BINGO - CHECK/SET just below internal fuel level

b. DUMP switch - ON

• Fuel dumps from both vertical tails.

c. BINGO - Run above internal fuel level

• DUMP switch returns to OFF automatically.

• Fuel dump stops.

ATC cruise mode - CHECK

• ATC advisory in HUD when selected.

• Throttles respond correctly.

• ATC holds calibrated airspeed when straight-and-level and during turns, climbs, and descents.

10. HUD symbology - CHECK (both cockpits)

In NAV master mode with WYPT or TCN boxed -

• The following indications are present - heading, airspeed, altitude, AOA, Mach number,

aircraft g, bank angle scale, velocity vector, flight path/pitch ladder, steering arrow (TCN),

and distance to WYPT or TCN.

III-10-22

ORIGINAL

EA-18G. FLIGHT MANUAL (2008) - page 6