EA-18G. FLIGHT MANUAL (2008)

A1-E18GA-NFM-000

AIR REFUELING

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

One finger turn-up sig-

By receiver: start tur-

Tanker execute. Re-

nal.

bine.

ceiver gives thumbs-up

when turbine starts.

Form cone-shape with

Tanker execute. Re-

hand, all fingers ex-

ceiver give thumbs-up if:

tended aft (make signal

close to canopy).

1. Cone moved aft

1. By receiver: extend

1. Drogue extends

drogue.

properly.

2. Cone moved for-

2. By receiver: retract.

2. Drogue retracts

ward

fully and air turbine

feathers.

Make hand into cup-

By tanker: I am going to

By receiver: Nod. Give

shape, then make re-

dump fuel.

thumbs-up when fuel

peated pouring motions.

dumping commences.

Slashing motion of index

By tanker: I have

By receiver: Give

finger across throat.

stopped dumping fuel.

thumbs-up if fuel dump-

ing has ceased

Figure 26-1. Visual Communications (Sheet 9 of 9)

VII-26-9

(Reverse Blank)

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CHAPTER 28

Aircrew Coordination

28.1 DEFINITION

Aircrew coordination is the use and integration of all available skills and resources to collectively

achieve and maintain flight efficiency, situational awareness, and mission effectiveness.

28.2 CRITICAL SKILLS OF AIRCREW COORDINATION

28.2.1 Situation Awareness. The degree of accuracy by which one’s perception of the current

environment mirrors reality. It is the ability to identify the source and nature of problems, extract and

interpret essential information, maintain an accurate perception of the external environment, and

detect a situation requiring action. Mission accomplishment depends on the level of situational

awareness of all members of the flight and of outside agencies.

28.2.2 Assertiveness. An individual’s willingness to actively participate, state, and maintain a

position until convinced by the facts that the other options are better.

28.2.3 Decision-Making. The ability to choose a course of action using logical and sound judgment

based on available information. Effective decision making requires assessing the situation, verifying

information, identifying solutions, anticipating the consequences of decisions, making the decision,

informing others of the decisions and rationale, and evaluating the decision. Good decisions optimize

risk management and minimize errors. Poor decisions can increase errors, lead to mission failure, and

are a leading cause of mishaps.

28.2.4 Communication. The ability to clearly and accurately send and acknowledge information,

instructions, or commands and provide useful feedback. Effective aircrew communication skills ensure

timely transfer and assimilation of accurate information and provide useful feedback. Open, profes-

sional communication that avoids defensiveness and encourages accurate understanding of the

intended message is critical to information flow in the flight. Aviators should be aware of the basic

sociological, psychological, and environmental barriers to communications, and attempt to overcome

them.

28.2.5 Leadership. The ability to direct and coordinate the activities of other crewmwmbers or

wingmen, and to stimulate the flight to work together as a team. The ultimate responsibility for safety

of flight rests with the aircraft commander/pilot in command; however, every crewmember has a

responsibility for safety of flight, compliance with NATOPS and SOP, and mission accomplishment.

Within the chain of command each crewmember must exercise vigilance and support the aircraft

commander with timely recommendations and back up as directed.

28.2.6 Adaptability/Flexibility. The ability to alter a course of action based on new information,

maintain constructive behavior pressure, and adapt to internal and external environment changes. The

critical aspects are anticipating problems, recognizing and acknowledging any changes or abnormali-

ties, taking alternative actions, providing and asking for assistance, and interacting constructively with

flight members. The success of a mission depends on the ability to alter behavior and dramatically

manage flight resources to meet situational demands.

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28.2.7 Mission Analysis. The ability to develop short-term, long-term, and contingency plans; and to

coordinate, allocate, and monitor crew and aircraft resources. Effective planning leads to flight conduct

that removes uncertainty, increases mission effectiveness, and enhances safety.

28.2.8 Factors That Degrade Aircrew Coordination.

1. Fixation on one task to the detriment of others.

2. Confusion.

3. Violation of NATOPS/FLIGHT minimums.

4. Violation of SOP.

5. No one in charge.

6. No lookout doctrine.

7. Failure to meet mission/planning milestones.

8. Absence of communication.

28.3 FLIGHT MEMBER POSITIONS

28.3.1 Mission Commander. The mission commander shall be a qualified naval aviator or naval

flight officer designated by appropriate authority. The mission commander shall be responsible for all

phases of the assigned mission except those aspects of safety-of-flight which relate to the physical

control of aircraft and within the prerogatives of the pilot in command. In accomplishing this, the

mission commander may exercise command over a single naval aircraft or formations of naval aircraft.

The mission commander shall direct a coordinated plan of action and be responsible for effectiveness

of the mission. Mission commander responsibilities include, but are not limited to:

1. Allocation of assets.

2. Supervision and allocation of planning tasks.

3. Assessment of capabilities and limitations of the flight.

4. Establishment of go/no-go criteria.

5. Assignment of roles and responsibilities.

6. Assurance of compliance with applicable orders, directives, and ROE/ROC.

28.3.2 Pilot In Command. The pilot in command is the pilot of an individual aircraft. The pilot in

command is responsible for the safe, orderly flight of the aircraft and the well-being of the crew. In the

absence of direct orders from higher authority cognizant of the mission, responsibility for starting or

continuing a mission with regard to weather or any other condition affecting the safety of the aircraft

rests with the pilot in command. The pilot in command may also be mission commander or formation

leader when so designated.

28.3.3 Formation Leader. A formation of one or more naval aircraft shall be under the direction of

a formation leader who is authorized to pilot naval aircraft. The formation leader is responsible for the

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safe and orderly conduct of the formation. The status of each member of the formation shall be clearly

briefed and understood prior to takeoff. The formation leader may also be the mission commander

when so designated.

28.3.4 Weapon Systems Operator (WSO). The WSO is directly involved in all operations and weapon

systems employment of the EA-18G aircraft except actual control of the aircraft. The WSO integrates

with the pilot to collectively achieve and maintain crew efficiency, situational awareness, and mission

effectiveness. When designated as mission commander, the WSO is also responsible for all phases of

the assigned mission.

28.4 AIRCREW RESPONSIBILITIES BY FLIGHT PHASE

28.4.1 Mission Planning and Briefing. All members of the flight should be involved in the mission

planning process and must be familiar with the mission requirements prior to the brief. The flight brief

shall be conducted with all members of the flight present. Any supporting assets (such as GCI, fighter

escort, EW, etc.) shall be briefed face-to-face, if possible. Flights requiring special coordination or

control should also be briefed face-to-face. Each type of flight or phase of flight may require unique

briefing requirements.

28.4.2 Pretakeoff. Aircraft discrepancy book (ADB) review, preflight, prestart, and poststart evolu-

tions are conducted individually with the aid of ground maintenance crews (plane captains, trouble

shooters, ordnance handlers, etc.). Timing must be considered when coordinating operations with other

activities. Marshalling and taxi as a flight should be in order with special emphasis on FOD avoidance.

A minimum taxi interval should be emphasized for FOD considerations. During section taxi the

wingman should not focus on other tasks or get behind.

28.4.3 Takeoff/Departure. The following should be considered and briefed when conducting a

formation takeoff in addition to the typical takeoff considerations such as gross weight, performance,

and abort capability:

• Interval for FOD avoidance

• Staggered line-up for abort

• Crosswind handling characteristics

• Jet exhaust/turbulence patterns

• Abort criteria and configuration changes prior to IMC

• Wingman positioning

• Airspeed

• Runway length/conditions

• Abort speed/procedures

Departure procedures are dependent upon weather and mission requirements.

The following are some considerations that may require crew coordination:

• Clearance compliance

• Climb schedule and interval of multi-plane formations

• Weather avoidance or penetration

• Individual departure to join on top

28.4.4 Enroute. Enroute procedures may differ greatly depending on mission requirements.

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28.4.5 Recovery. Egress, approach, and landing operations are numerous and dependent upon

mission objectives, weather, and types of landing. The following elements should be considered and

may require aircrew coordination:

• Navigation and communication systems management

• Course rules and re-entry procedures

• Approach and landing weather

• Landing type and capabilities (e.g., gross weight, crosswind limitations, asymmetry limitations,

etc.)

• Fuel for normal and alternate recoveries

• Formation size and composition based upon maneuverability and landing area congestion

• Instrument recovery/penetration procedures (single aircraft and/or formation)

• Power and maneuvering margins for wing men

• Jet wash and turbulence avoidance

• Terminal control/LSO procedures

• Landing interval and priorities

• FOD avoidance during landing and taxi

• De-arming procedures

28.4.6 Mission Critique. Mission assessment is critical following a flight whether the mission was a

multi-aircraft strike, an FCLP period, or a functional check flight. A critical and credible debrief of

mission effectiveness improves future mission success and enhances aircrew and supporting agency

coordination. A proper debrief should provide flight members and supporting agencies with informa-

tion on strengths and weaknesses so that future training and mission planning can focus on problem

areas and exploitation of strong areas.

28.5 SPECIAL CONSIDERATIONS

28.5.1 Functional Checkflights. All requirements for functional checkflights are listed in

OPNAVINST 4790.2 (Series) and are to be performed using the applicable functional check flight

checklist. Crew coordination shall be in accordance with standard NATOPS procedures and apply

during the entire checkflight. EA-18G NATOPS Chapter 10 outlines checks to establish acceptance

standards for the systems peculiar to the EA-18G aircraft. All instrument and indicator readings,

warning lights, and radar and navigation displays in the rear cockpit shall be compared throughout the

flight with the corresponding information available from the front cockpit. Close crew coordination

ensures proper and correct utilization of all functional check flight procedures.

28.5.2 Formation Flights. Formation flights involving two or more aircraft require a high degree of

crew coordination to ensure mission accomplishment and to reduce mid-air collision potential.

28.6 EMERGENCIES

Mission planning and briefing should address contingencies which may affect the flight. Proper

planning minimizes the effect of deviations from the planned mission. The possibility of a mission

abort, or even the loss of an aircraft or aircrew, can be significantly reduced by anticipating critical

phases of flight and preparing for potential emergency situations. An example is the thorough brief of

bird strike emergencies and divert fields along a low-level navigation route. Part V contains procedures

to correct an abnormal or emergency condition. Modify these procedures as required in cases of

multiple emergencies, adverse weather, or other peculiar factors. Use common sense and sound

judgment to determine the correct course of action.

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CHAPTER 29

Crew Coordination Standards

29.1 PHILOSOPHY

EA-18G crews tactically employ the aircraft utilizing community-wide standards for task-

assignment and crew coordination. The EA-18G community’s disciplined and standardized approach

to crew coordination enables any combination of pilot and EWO to benefit from life-saving, individual

habit patterns while implementing a time-tested system of checks and balances.

Crews must approach EA-18G employment with an understanding that mission accomplishment

depends upon effective crew coordination and that crew coordination is an obligation equally shared.

The pilot is responsible for safety of flight, formation keeping, threat awareness, and weapons

employment. The EWO is responsible for avionics, weapons and sensors interface, communication, and

copilot duties. The most effective crews will complete their individual assignments while monitoring

the progress of the mission as a whole.

What follows are the crew coordination standards for administrative phases of flight. The

information contained herein is not meant to be used as a checklist, but should serve as a guide for

ensuring the aircrew work together effectively as a team. For tactical crew coordination standards, refer

to the Strike Fighter Squadron One Two Two Crew Coordination Standardization Manual.

29.2 MISSION PLANNING

Pilots and EWOs share mission planning responsibilities as delegated by the mission commander.

29.3 CREW BRIEFING

Individual crews shall discuss mission related coordination points and review relevant crew

coordination standards before each flight.

29.4 COMMUNICATIONS

Pilot

1. Make administrative inter-flight communications to include dressing the formation, fuel and g

checks, and configuration changes.

EWO

1. Change radio frequencies as required.

2. Perform all other non-administrative, inter-flight communications.

29.4.1 Intra-Cockpit Communications (ICS)

Crews will strive to fly with minimal ICS communication. Following crew coordination standards

and using standard EA-18G terminology and guidelines minimizes ICS requirements and builds

situational awareness.

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29.4.2 Guidelines for Effective Communications

• ICS communication regarding aircraft/aircrew survivability has priority over all other commu-

nications (ICS or radio).

• Use ICS Standard Communication Brevity Terms, delineated in paragraph 29.9, to minimize

and standardize ICS communication.

• Adjust ICS volumes and VOX sensitivities throughout flight so that administrative communi-

cations and tactical communications/tone (weapon/RWR) are appropriately balanced.

• Do not communicate via ICS over incoming or outgoing radio transmissions unless a safety of

flight or time-critical mission situation exists.

• Time ICS communications to allow the flight to gain/maintain SA via radio transmissions.

• Lead with directive communication and follow-up with descriptive communication.

• Limit descriptive communication during critical flight phases.

• Communicate visual acquisitions and lost sight situations ASAP.

• Communicate information pertinent to the entire flight via radio communications.

• Either aircrew may change the Master Mode, Bingo bug, or RALT setting, but must alert the

other crewmember of the change via ICS. Changes to navigation system by either crewmember

should also be enunciated.

29.5

PRE-FLIGHT

Pilots and EWOs shall both read the Aircraft Data Book. The pilot in command signs for the aircraft.

Whenever possible the crew will walk together to the aircraft. Both the pilot and EWO shall account

for the aircraft pins and verify the VDEDP codes are correct. After the VDEDP codes are verified, the

pilot and EWO will split apart to conduct individual pre-flight inspections in accordance with Chapter

7. The pilot will walk clockwise around the aircraft while the EWO will walk counter-clockwise. Notify

the other crewmember, as well as maintenance personnel, of any discrepancies found during the

inspection. Both the pilot and EWO shall verify all panels are closed before manning the aircraft.

29.6 FLIGHT PHASES

General

1. Both aircrew are responsible for maintaining lookout doctrine, to include terrain clearance, at all

times.

29.6.1 Start/Taxi/Takeoff

Pilot

1. Perform all checks in accordance with Chapter 7.

2. Report ″rolling″, ″saluting″, or ″lights on″, as appropriate during CV operations, to EWO.

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EWO

1. Perform all checks in accordance with Chapter 7.

2. Monitor engine instruments, airspeed, and runway remaining.

29.6.2 Departure

Pilot

1. Relay engine instrument readings to the EWO.

2. Advise the EWO of any abnormal aircraft issues or events.

3. Confirm assigned headings and altitudes with the EWO, if required.

4. Maintain proper lookout doctrine.

EWO

1. Copy and acknowledge all clearances.

2. Provide a departure brief after completing takeoff checks, but before taking the runway.

Departure brief will include departure and transition name, runway, departure heading, initial

altitude restriction, the first turn, and navigation system setup. If the first turn is an arc, add the arc

distance. After takeoff, the EWO shall update the pilot on the SID staying one step ahead so that the

pilot is neither getting too much information at once nor feels the need to reference the approach

plate.

3. During section takeoff, check engine instruments/aircraft status if in wing aircraft and monitor

the wingman’s airplane/position if in the lead aircraft.

4. Monitor airspeed and runway remaining.

5. Monitor instruments.

6. Maintain proper lookout doctrine.

7. Monitor the published or clearance departure procedures and alert the pilot to any significant

deviations from the prescribed heading, airspeed, or altitude.

29.6.3 Rendezvous and Formation

Pilot

1. Execute rendezvous.

EWO

1. Crosscheck the pilot on rendezvous mechanics (airspeed, angle of bank, altitude, closure rate,

relative bearing, and altitude separation).

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29.6.4 Cruise

Pilot

1. Maintain situational awareness of geographical position relative to divert fields.

2. Monitor fuel status, navigation systems, and frequencies assigned.

3. If experiencing vertigo/disorientation, notify the EWO immediately.

EWO

1. Maintain proper lookout doctrine.

2. Maintain an instrument scan.

3. Maintain navigation system.

4. Maintain situational awareness of geographical position relative to divert airfields along the route

of flight, winds at operating altitude, and bingo profile altitude.

5. Copy all clearances and acknowledge all heading/altitude changes.

6. Monitor fuel status.

7. If the pilot experiences vertigo/disorientation, carefully monitor instruments/HUD video and

inform pilot of attitude, altitude, and airspeed as required. Be prepared to direct the pilot how to

maneuver the aircraft back to a wings-level attitude.

29.6.5 Inflight Refueling

Pilot

1. Complete the air-refueling checklist in accordance with Chapter 9.

2. Ensure the amber light is visible before commencing approach.

3. Notify EWO of the position of the fuel switches prior to and after tanking.

4. After disengagement, stay behind the drogue until all members of the flight are sighted.

5. Complete the post-refueling checklist.

EWO

1. Acquire the tanker with aircraft sensors and visually.

2. Monitor azimuth, range, and closure during rendezvous.

3. Visually clear the immediate airspace around the tanker prior to maneuvering into pre-contact

position and prior to maneuvering from behind tanker when tanking is complete.

4. Monitor closure and advise the pilot if an unsafe condition is developing.

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5. Make required voice reports as briefed.

6. Count up every 1000 pounds of fuel over the ICS and report to pilot when fuel transfer is

complete.

7. Advise the pilot of unusual fuel spillage or unsafe probe/drogue conditions.

8. Verify status of fuel switches with pilot.

29.6.6 Approach

Pilot

1. Determine as a crew the type of approach desired with respect to existing weather.

2. Complete the descent/instrument penetration checklist.

3. Monitor UHF communication conducted by the EWO.

4. When executing a CCA, conform to procedures contained in this manual, CV NATOPS manual,

and approach control’s instructions.

5. Confirm headings and altitudes with the EWO as required.

6. Advise the EWO if the fuel dump switch has been activated/deactivated.

7. Advise the EWO if experiencing vertigo/disorientation.

EWO

1. Determine as a crew the type of approach desired with respect to existing weather.

2. Verify the descent/instrument penetration checklist complete.

3. Whenever flying to an unfamiliar field, EWOs will give the pilot a field brief. Field briefs will

include field elevation, runway description, approach lighting, TACAN location, arresting gear, and

minimum safe altitude.

4. Alert the pilot to significant deviations from published/assigned course or altitude.

5. Maintain situational awareness to the ship’s/field position relative to bingo fuel.

6. Decrement the HSI range scales at approximately 20 and 10 nautical miles and set courseline to

appropriate runway heading.

7. Aid in planning holding/marshall entry and pattern timing.

8. Monitor altitude, attitude, and airspeed during holding, penetration, and approach.

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9. Provide a timely approach brief as described in figure 29-1.

Approach Type

Approach Brief

Missed Approach

Precision

Airfield name, runway, final ap-

Give the initial heading, altitude

(Prior to enroute descent)

proach course, and decision

restriction, and first turn.

height.

Update missed approach instruc-

Non-Precision

Airfield name, approach name,

tions staying one step ahead

(Prior to the initial approach fix) runway, initial approach fix, ini-

thereafter.

tial heading, and initial altitude

restriction.

Visual

VFR course rules.

(Prior to the initial point)

Figure 29-1. Approach Briefs

10. Monitor the appropriate approach plate and advise pilot of required heading and altitude

changes as prescribed by the approach.

11. Report to the pilot during penetration and/or descents through each 5000 feet of altitude above

5000 feet AGL and each 1000 feet below 5000 feet AGL, until reaching the desired altitude.

12. Monitor the fuel quantity when dumping.

13. Be prepared to talk down the pilot through distance/altitude checkpoints when executing a CCA

utilizing radar, TACAN, and INS/GPS (i.e., during a self-contained emergency approach).

14. Inform the pilot when changing radio, TACAN, or IFF.

29.6.7 Landing

Pilot

1. Perform the landing checklist in accordance with Chapter 7.

EWO

1. Monitor traffic pattern entry altitude and airspeed as prescribed by local course rules or CV

NATOPS Manual, while maintaining a proper lookout doctrine and assisting the pilot in determin-

ing the interval.

2. Verify landing checklist completion in accordance with Chapter 7.

3. Calculate on-speed.

4. Make UHF transmissions.

5. Be alert for, and report traffic to the pilot.

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6. On roll-out be prepared to advise of arresting gear location (field landing).

7. Report to the pilot airspeed in conjunction with runway remaining if prudent to do so.

29.6.8 Post Flight

Pilot

1. Perform post flight checks in accordance with Chapter 7.

2. Download MU/maintenance card.

EWO

1. Perform post flight checks in accordance with Chapter 7.

2. Advise pilot when ready for shutdown.

3. Complete NALCOMIS.

29.7 DEBRIEFING

Mission Commander

1. Conduct a thorough debrief to include specific comments on errors and techniques, and review

procedures for correcting/improving them.

Formation Leader/Mission Commander

1. Conduct a thorough flight debrief.

29.8 SPECIAL CONSIDERATIONS

29.8.1 Functional Check Flights

PMCF aircraft demand closer scrutiny than normal during aircraft discrepancy book screening,

preflight, flight, and postflight maintenance debriefing. During the flight brief, the PMCF aircrew

should give special attention to briefing those malfunctions or emergencies that are more likely to occur

as a result of a maintenance action taken.

29.8.2 Emergencies

The primary responsibility of the aircrew during the resolution of an aircraft malfunction or

emergency is to fly the aircraft safely. During an emergency, the assistance of the EWO is of the utmost

value. After backing up the pilot on completion of NATOPS boldface procedures, the EWO should

review the appropriate emergency checklist with the pilot while monitoring the flight performance of

the aircraft. It is recommended a challenge-reply format be used for working through the checklist and

it is important the EWO set a pace that ensures no steps are missed.

Pilot

1. Maintain safe control of the aircraft.

2. Perform the boldface procedures.

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3. Perform emergency procedures as challenged by the EWO.

4. Ensure aircraft is properly configured for emergency landing (if applicable).

EWO

1. Monitor flight performance.

2. Initiate challenge and reply procedures utilizing PCL. (Review all boldface procedures to ensure

appropriate actions are complete.)

3. Summarize Notes, Warnings, and Cautions that apply to the emergency.

4. Configure navigation system for emergency divert, as applicable.

5. Coordinate with air traffic controllers as required.

29.9 STANDARD ICS TERMS

Refer to figure 29-2 for standard ICS terms.

Terms

Action(s)

″FIRE TEST″

PILOT IS INITIATING THE FIRE TEST SWITCH. EX-

PECT TO SEE FIRE/APU/BLEED LIGHTS WITH VOICE,

TWICE.

″GOOD WAYPOINT 0″

IMPLIES GOOD WAYPOINT 0 AND MAGVAR. USED

WHEN NOT USING THE WAYPOINT 0 LOADED ON

THE MU. SHORE OPS ONLY.

″CANOPY″

PILOT CALL BEFORE RAISING OR LOWERING THE

CANOPY. LISTEN FOR ″CLEAR″ OR ″STANDBY″ FROM

EWO.

″FOUR DOWN″

PILOT IS ACCOMPLISHING THE FOUR DOWN POR-

TION OF NATOPS CHECKS. HANDS ABOVE THE

CANOPY RAIL IF IN F(T).

″MOVING″

PILOT INFORMATIVE CALL THAT THE AIRCRAFT IS

TAXIING.

″ORDIES″

BOTH AIRCREW HANDS UP FOR WEAPON ARMING.

Figure 29-2. Standard ICS Terms (Sheet 1 of 3)

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Terms

Action(s)

″FENCE COMPLETE″, ″FENCE

INFORMATIVE THAT ALL THE AIRCREW’S SYSTEMS

COMPLETE, EXCEPT __″

ARE SET ACCORDING TO STAN/BRIEF. IMPLIES

READY FOR TAXI. NORMALLY EWO REPORTS FIRST

AFTER DOUBLE CHECKING THE EW SUITE IF RE-

QUIRED.

″WINGS″

PILOT CALL BEFORE SPREADING OR FOLDING

WINGS. LISTEN FOR ″CLEAR″ OR ″STANDBY″ FROM

EWO.

″SEATS″

CALL TO EITHER SAFE OR ARM EJECTION SEATS.

FOR BOTH SAFING AND ARMING THE SEATS, WHO-

EVER INITIATES THE CALL, THE OTHER AIRCREW

MUST REPORT SAFE OR ARMED FIRST.

″GOING FLYING″

PILOT CALL AT BRIEFED MAX ABORT SPEED ON

TAKEOFF ROLL.

″CONTINUE, (CAUTION)″

TAKEOFF ROLL CAUTION. EWO CALL AND OPINION

TO CONTINUE.

Ex: ″CONTINUE, MU LOAD″

″ABORT″

ABORT TAKEOFF, DIVE, ETC.

″CODES CHECKED″

EWO CALL THAT BOAS, BITS, MSP’S, AND FLIR CODES

CHECKED.

″GOOD UPDATE″

INS IS UPDATED.

″READY FOR SHUTDOWN″

INFORMATIVE CALL FROM EWO THAT ALL ELECTRI-

CAL EQUIPMENT IS OFF.

″SHUTTING DOWN″

INFORMATIVE CALL FROM PILOT THAT THE LAST

MOTOR IS BEING SHUT DOWN.

″COUPLED (WAYPOINT, TACAN

PILOT INFORMATIVE CALL THAT THE AIRCRAFT AU-

SEQUENCE)″

TOPILOT IS COUPLED TO WHAT IS MENTIONED.

Note: Also shows on the advisories.

″UNCOUPLE(D) (WAYPOINT,

DIRECTIVE TO UNCOUPLE OR INFORMATIVE THAT

TACAN, SEQUENCE)″

THE AIRCRAFT IS UNCOUPLED FROM THE AUTOPI-

LOT.

Figure 29-2. Standard ICS Terms (Sheet 2)

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Terms

Action(s)

″YOUR (SENSOR, AVIONICS,

DIRECTIVE FOR OTHER AIRCREW TO OPERATE THE

MENU, ETC.)″

SPECIFIED DISPLAY/SENSOR. INITIATING AIRCREW

IS RELINQUISHING CONTROL.

Ex: ″YOUR RADAR″, ″YOUR TDC″, ″YOUR HSI″

″MY (SENSOR, AVIONICS,

I AM OPERATING THE SPECIFIED DISPLAY/SENSOR.

MENU, ETC.)″

Ex: ″MY RADAR″, ″MY FLIR″, ″MY HSI″

″CHECK (SENSOR, AVIONICS,

PIMP OTHER AIRCREW TO CHECK WHAT IS SPECI-

MENU, ETC.)″

FIED.

Ex: ″CHECK AZ/EL″, ″CHECK ALE-47 PROGRAM″,

″CHECK ALTITUDE″

″SET (SENSOR, AVIONICS,

DIRECTIVE FOR OTHER AIRCREW TO SET WHAT IS

MENU, ETC.) ___″

SPECIFIED.

Ex: ″SET RADALT 450″, ″SET 35 ALPHA″

″(SENSOR, AVIONICS, MENU,

INFORMATIVE TO OTHER AIRCREW.

ETC.) SET ___″

Ex: ″RADALT SET 450″, ″BINGO SET 3.5″, ″STORES SET″,

″ALTIMETER SET 2992″, ″EW SUITE SET″

Note: Mandatory ICS calls when changing Bingo, Radalt, or

Altimeter.

″CYCLE (WEAPON, AVIONICS,

DIRECTIVE TO CYCLE OFF AND ON WHAT IS

ETC.)″

REQUESTED.

Ex: ″CYCLE TACAN″

″GO (RADAR MODE, WEAPON,

DIRECTIVE FOR OTHER AIRCREW TO SELECT WHAT

MASTER MODE, ETC.)″

IS REQUESTED.

Ex: ″GO WINDER″, ″GO WACQ″, ″GO AIR TO GROUND″

″GOING (RADAR MODE,

INFORMATIVE THAT THE AIRCREW IS SELECTING

WEAPON, MASTER MODE,

WHAT IS STATED AFTER A SHORT PAUSE FOR OB-

ETC.)″

JECTIONS.

Ex: ″GOING WACQ″, ″GOING AIR TO GROUND″

Note: Mandatory ICS call before changing Master Modes

Figure 29-2. Standard ICS Terms (Sheet 3)

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CHAPTER 30

NATOPS Evaluation

30.1 CONCEPT

The standard operating procedures prescribed in this manual represent the optimum method of

operating the EA-18G aircraft. The NATOPS Evaluation is intended to evaluate compliance with

NATOPS procedures by observing and grading individuals and units. This evaluation is tailored for

compatibility with various operational commitments and missions of both Navy and Marine Corps

units. The prime objective of the NATOPS Evaluation program is to assist the unit commanding

officer in improving unit readiness and safety through constructive comment. Maximum benefit from

the NATOPS Program is achieved only through the vigorous support of the program by commanding

officers as well as flight crewmembers.

30.1.1 Implementation. The NATOPS Evaluation program shall be carried out in every unit

operating naval aircraft. Pilots desiring to attain/retain qualification in the EA-18G shall be evaluated

initially in accordance with OPNAV Instruction 3710.7 series, and at least once during the twelve

months following initial and subsequent evaluations. Individual and unit NATOPS Evaluations are

conducted annually; however, instruction in and observation of adherence to NATOPS procedures

must be on a daily basis within each unit to obtain maximum benefits from the program. The NATOPS

Coordinators, Evaluators, and Instructors shall administer the program as outlined in OPNAVINST

3710.7 series. Evaluees who receive a grade of Unqualified on a ground or flight evaluation shall be

allowed 30 days in which to complete a reevaluation. A maximum of 60 days may elapse between the

date the initial ground evaluation was commenced and the date the flight evaluation is satisfactorily

completed.

30.1.2 Definitions. The following terms, used throughout this section, are defined as to their specific

meaning within the NATOPS program.

30.1.2.1 NATOPS Evaluation. A periodic evaluation of individual flight crewmember standardiza-

tion consisting of an open book examination, a closed book examination, an oral examination, and a

flight evaluation.

30.1.2.2 NATOPS Reevaluation. A partial NATOPS Evaluation administered to a flight crewmem-

ber who has been placed in an Unqualified status by receiving an Unqualified grade for any of his

ground examinations or the flight evaluations. Only those areas in which an unsatisfactory level was

noted need be observed during a reevaluation.

30.1.2.3 Qualified. A qualified evaluation means that a flight crewmember is well standardized and

demonstrates highly professional knowledge of and compliance with NATOPS standards and proce-

dures. Momentary deviations from or minor omission in non-critical areas are permitted if prompt and

timely remedial action is initiated by the evaluee.

30.1.2.4 Conditionally Qualified. A conditionally qualified evaluation means that a flight crewmem-

ber is satisfactorily standardized. One or more significant deviations from NATOPS standards and

procedures, but had no errors in critical areas and no errors jeopardizing mission accomplishment or

flight safety.

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30.1.2.5 Unqualified. An unqualified evaluation means that a flight crewmember is not acceptably

standardized and fails to meet minimum standards regarding knowledge of and/or ability to apply

NATOPS procedures, one or more significant deviations from NATOPS standards and procedures

which could jeopardize mission accomplishment or flight safety.

30.1.2.6 Area. A performance area consisting of preflight, flight, or postflight.

30.1.2.7 Sub-area. A performance sub-division within an area, which is observed and evaluated

during an evaluation flight.

30.1.2.8 Critical Area/Sub-area. Any area or sub-area which covers items of significant importance

to the overall mission requirements, the marginal performance of which would jeopardize safe conduct

of the flight.

30.1.2.9 Emergency. An aircraft component, system failure, or condition which requires instanta-

neous recognition, analysis, and proper action.

30.1.2.10 Malfunction. An aircraft component or system failure or condition which requires recog-

nition and analysis, but which permits more deliberate action than that required for an emergency.

30.2 GROUND EVALUATION

30.2.1 General. Prior to commencing the flight evaluation, an evaluee must achieve a minimum

grade of Qualified on the open book and closed book examinations. The oral examination is also part

of the ground evaluation but may be conducted as part of the flight evaluation. To assure a degree of

standardization between units, the NATOPS instructors may use the bank of questions contained in

this section in preparing portions of the written examinations.

30.2.1.1 Open Book Examination. The open book examination shall consist of, but not be limited to,

the question bank. The purpose of the open book examination portion of the written examination is to

evaluate the knowledge of appropriate publications and of the aircraft.

30.2.1.2 Closed Book Examination. The closed book examination may be taken from, but not

limited to, the question bank and shall include questions concerning normal/emergency procedures

and aircraft limitations. Questions designated critical shall be so marked.

30.2.1.3 Oral Examination. The questions may be taken from this manual and drawn from the

experience of the Instructor/Evaluator. Questions should be direct and positive and should in no way

be opinionated.

30.2.1.4 OFT/WST Procedures Evaluation. An OFT may be used to assist in measuring flight

crewmember efficiency in the execution of normal operating procedures and reaction to emergencies

and malfunctions. In areas not served by an OFT, this may be done by placing the flight crewmember

in an aircraft and administering appropriate questions.

30.2.1.5 NAMT Systems Check. If desired by the individual squadron, Naval Air Maintenance

Trainer facilities may be utilized to evaluate flight crewmember knowledge of aircraft systems and

normal and emergency procedures.

30.2.1.6 Grading Instructions. Examination grades shall be computed on a 4.0 scale and converted

to an adjective grade of Qualified or Unqualified.

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30.2.1.6.1 Open Book Examination. To obtain a grade of Qualified, an evaluee must obtain a

minimum score of 3.5.

30.2.1.6.2 Closed Book Examination. To obtain a grade of Qualified, an evaluee must obtain a

minimum score of 3.3.

30.2.1.6.3 Oral Examination and OFT Procedure Check (If Conducted). A grade of Qualified or

Unqualified shall be assigned by the Instructor/Evaluator.

30.3 FLIGHT EVALUATION

The flight evaluation should be conducted in an OFT but may be conducted on any routine syllabus

flight with the exception of flights launched for FCLP/CARQUAL training. Emergencies shall not be

simulated unless the flight is accomplished with a qualified IP in the rear seat.

The number of flights required to complete the flight evaluation should be kept to a minimum;

normally one flight. The areas and sub-areas to be observed and graded on a flight evaluation are

outlined in the grading criteria with critical areas marked by an asterisk (*). Sub-area grades shall be

assigned in accordance with the grading criteria. These sub-areas shall be combined to arrive at the

overall grade for the flight. Area grades, if desired, shall also be determined in this manner.

The areas and sub-areas in which flight crewmembers may be observed and graded for adherence to

standardized operating procedures are outlined in the following paragraphs.

NOTE

• If desired, units with training missions may expand the flight evalua-

tion to include evaluation of standardized training methods and

techniques.

• The IFR portions of the Flight Evaluation shall be in accordance with

the procedures outlined in the NATOPS Instrument Flight Manual.

30.3.1 Mission Planning/Briefing.

1. Flight Planning.

2. Briefing.

3. Personal Flying Equipment (*)

30.3.2 Preflight/Line Operations. Because preflight/line operations procedures are graded in detail

during the ground evaluation, only those areas observed on the flight check shall be graded.

1. Aircraft Acceptance

2. Start

3. Before Taxiing Procedures

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30.3.3 Taxi.

30.3.4 Takeoff (*).

1. ATC (air traffic control) Clearance

2. Takeoff

30.3.5 Climb/Cruise.

1. Departure

2. Climb and Level-Off

3. Procedures Enroute

30.3.6 Approach/Landing (*).

1. Tacan, GCA, ILS/ACLS, Radar, ADF

2. Landing

30.3.7 Communications.

1. R/T Procedures

2. Visual Signals

3. IFF Procedures

30.3.8 Emergency/Malfunction Procedures

(*).

this

area,

the

flight

crewmember

shall

evaluated only in the case of actual emergencies, unless evaluation is conducted in the OFT/WST or

EA-18G.

30.3.9 Post Flight Procedures.

1. Taxi

2. Shutdown

3. Inspection and Records

4. Flight Debriefing

30.3.10 Mission Evaluation. This area includes missions covered in the NATOPS Flight Manual and

NTRP 3-22.2-EA-18G (EA-18G Classified Manual) for which standardized procedures/techniques

have been deployed.

30.3.11 Applicable Publications. The NATOPS Flight Manual contains the standard operations

criteria for EA-18G aircraft. Publications relating to environmental procedures peculiar to shorebased

and shipboard operations and tactical missions are NTRP

3-22.2-EA-18G

(EA-18G Classified

Manual), NWPs, NWIPs, ATC/CATCC Manual, Local Air Operations Manual, and Ship Air

Operations Manual.

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30.3.12 Flight Evaluation Grading Criteria. Only those sub-areas provided or required will be

graded. The grades assigned for a sub-area shall be determined by comparing the degree of adherence

to standard operating procedures with adjectival ratings listed below. Momentary deviations from

standard operating procedures should not be considered as disqualifying provided such deviations do

not jeopardize flight safety and the evaluee applies prompt corrective action.

30.3.13 Flight Evaluation Grade Determination. The following procedure shall be used in deter-

mining the flight evaluation grade: A grade of Unqualified in any critical area/sub-area shall result in

an overall grade of Unqualified for the flight. If not unqualified, flight evaluation (or area) grades shall

be determined by assigning the following numerical equivalents to the adjective grade for each

sub-area. Only the numerals 0, 2 or 4 shall be assigned in a sub-area. No interpolation is allowed.

Unqualified

0.0

Conditionally qualified

2.0

Qualified

4.0

The numerical grade is determined for each area and the overall grade for the flight, adding all the

points assigned to the sub-areas and dividing this sum by the number of sub-areas graded. The

adjective grade shall then be determined on the basis of the following scale.

Unqualified

0.0 to 2.19

Conditionally qualified

2.2 to 2.99

Qualified

3.0 to 4.0

EXAMPLE: (Add Sub-area numerical equivalents)

(4+2+4+2+4) ÷ 5 =3.20 Qualified

30.3.13.1 Final Grade Determination. The final NATOPS Evaluation grade shall be the same as the

grade assigned to the flight evaluation. An evaluee who receives an Unqualified on any ground

examination or the flight evaluation shall be placed in an Unqualified status until achieving a grade of

Conditionally Qualified or Qualified on a reevaluation.

30.3.13.2 Records and Reports. A NATOPS Evaluation Report (OPNAV Form 3510-8) shall be

completed for each evaluation and forwarded to the evaluee’s commanding officer only. This report

shall be permanently filed in the individual NATOPS Flight Personnel Training/Qualification jacket.

30.3.13.3 Critique. The critique is the terminal point in the NATOPS evaluation and shall be given

by the Evaluator/Instructor administering the check. Preparation for the critique involves processing,

reconstructing data collected, and oral presentation of the NATOPS Evaluation Report. Deviations

from standard operating procedures shall be covered in detail using all collected data and worksheets

as a guide. Upon completion of the critique, the flight crewmember receives the completed copy of the

NATOPS Evaluation Report for certification and signature. The completed NATOPS Evaluation

Report is then presented to the Unit Commanding Officer.

30.3.13.4 NATOPS Evaluation Question Bank. The following bank of questions is intended to assist

the unit NATOPS Instructor/Evaluator in the preparation of ground examinations and to provide an

abbreviated study guide. The questions from the bank may be combined with locally originated

questions in the preparation of ground examinations. The closed book exam shall consist of no less

than 50 questions. The time limit for the closed book exam is 1 hour and 30 minutes. The requirements

for the open book exam are the same as those for the closed book exam, except there is no time limit.

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30.4 NATOPS EVALUATION QUESTION BANK

1. What is the EA-18G basic weight?

2. What is the takeoff gross weight (operating weight plus full internal fuel, and 2 AIM-120s)?

3. What is military thrust of the F414-GE-400 engine?

4. What is afterburner thrust of the F414-GE-400 engine?

5. When will you get engine ignition?

6. True/False: Afterburner ignition is activated anytime main engine ignition is commanded.

7. How is a limited amount of fuel provided for negative G or inverted flight?

8. True/False: The EA-18G’s IDLE rpm is the same on the ground as inflight.

9. Which one of the following caution and advisory displays will not activate the “engine left (right)”

voice alert?

a. L or R OVRSPD

b. L or R EGT HIGH

c. L or R BOOST LO

d. L or R OIL PR

10. What are the modes of operation of the automatic throttle control (ATC)?

11. What conditions must be met to engage the approach mode of the automatic throttle control?

12. What conditions must be met to engage the cruise mode of the automatic throttle control?

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13. Which fuel tanks are transfer tanks?

14. Which fuel tanks are feed tanks?

15. Normal internal fuel is transferred using

16. External fuel is transferred by

17. True/False: With external tank control switch in stop transfer and hook handle down, fuel will

transfer when FUEL LO caution display comes on.

18. What two fuel valves close when an engine fire light is pressed?

19. List four events which individually will cause fuel dump to stop.

20. True/False: The fuel low level indicating system is completely independent of the fuel quantity

indicating system.

21. What fuel state illuminates the FUEL LO light, MASTER CAUTION light, and activates fuel

low voice alert?

22. True/False: There is no voice alert associated with BINGO fuel.

23. Either AMAD may be driven pneumatically through an

by the APU, opposite engine bleed

air, or external air.

24. Each AMAD mechanically drives a

, and

25. True/False: Operation of APU is totally automatic after the APU switch is placed ON.

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26. What provides electrical power for APU ignition and start control circuits?

27. What is used to start the APU?

28. True/False: If ATS caution is on when a DDI comes on, shut down the affected engine to avoid

starter damage.

29. What is the cockpit warning of a single TR failure?

30. What is indicated by the BATT SW light coming on in the air with the battery switch on?

31. What seven circuit breakers are located in the cockpit?

32. True/False: The exterior lights master switch must be on for operation of the position and

formation lights, but not for the strobe lights.

33. What failure(s) will illuminate the emergency instrument light and the BATT SW caution light?

34. The right or HYD system 2 provides power to:

35. What are the primary flight controls?

36. What does pressing the T/O trim button in flight do?

37. What is the FCS reset button used for?

38. With the spin switch in NORM, when will the spin recovery mode be activated?

39. On takeoff, accelerating with the flaps switch in HALF, at what speed will the flaps begin AUTO

scheduling?

40. True/False: Once EMERG has been selected on FCS COOL switch, selection of NORM will

switch FCC A and right TR cooling back to avionics air.

41. Rudder toe-in is a function of flap switch position and

with maximum toe-in being

42. True/False: Stabilator position on the FCS status display on the DDI shows a (+) for trailing

edge up (or nose up), and a (-) for trailing edge down (or nose down).

43. What occurs with gear handle UP, airspeed below 175 KCAS, altitude less than 7,500 feet, and

rate of descent greater than 250 feet per minute?

44. True/False: Pressing and holding the nosewheel steering button a second time will select the

high mode (±75°) and NWS HI is displayed on the HUD.

45. True/False: The hook light remains on except when the hook is up and latched.

46. Normally, what kind of power is needed to fold or spread the wings?

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47. Is it normal to have L PITOT HT and R PITOT HT advisories displayed on the DDI while on

the ground with pitot heat switch in AUTO?

48. What will the standby attitude indicator be powered by if the right 115 volt ac bus fails?

49. The APU fire detection/extinguishing systems operates from

power, provided the

switch is ON.

50. The bleed air shutoff valves are closed when the fire and bleed air test switch is placed to TEST

A and TEST B positions. How do you get the valves back open?

51. True/False: The canopy can be jettisoned in the closed position only.

52. Why would you not pull the manual override handle in flight before ejection?

53. What conditions must be met to utilize the emergency jettison button?

54. The

switch must be in the

position to use the selective jettison system.

55. What occurs when the unlighted MASTER CAUTION light is pressed?

56. True/False: For cautions with voice alert, the master caution tone comes on after the voice alert.

57. What two ways can you stop any BIT test in progress and return the equipment to normal

operation?

58. What two systems require additional switchology other than pressing the associated button

when performing initiated BIT checks?

59. What is the fuel quantity of tank 1?

60. True/False: The rear cockpit does not have an internal canopy switch or an internal manual

canopy handcrank.

61. True/False: There are provisions for normal landing gear extension from the rear cockpit.

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62. The leg restraint lines must be buckled at all times during flight to ensure

and to enhance

63. Failure to route the restraint lines properly through the garters could cause:

64. True/False: High gain nosewheel steering should be used on takeoff roll up to 50 KIAS.

65. On a section takeoff, turns into the wingman will not be made at altitudes less than

feet

AGL.

66. True/False: The second section may commence the takeoff roll after the first section has rolled

1,000 feet.

67. True/False: Before descent it is necessary to preheat the windshield by increasing defog airflow.

68. True/False: For optimum braking above 40 KIAS, with anti-skid, full brake pressure should be

used.

69. True/False: Ensure anti-skid is OFF for all shipboard operations.

70. Nosewheel steering low mode (may/may not) be engaged while the launch bar is down (circle

correct answer).

71. A carrier landing pattern starts with a level break at

feet, on the

bow of the ship.

72. True/False: The seat rocket thrusters may ignite spilled fuel or hydraulic fluid and may injure

ground crew in the immediate vicinity.

73. True/False: If you must land with the launch bar extended, you should request that the field

arresting gear cables be removed.

74. A time critical situation exists if you have directional control problems during takeoff. If you

suspect nosewheel steering failure, the first thing you should do is

75. If the aircraft begins to settle after a catapult launch and the settling cannot be stopped you

must

76. What are the emergency procedures if you have lost thrust on takeoff?

77. True/False: It is unlikely that a blown nose tire will FOD an engine.

78. During flight brief consideration of takeoff abort possibilities, the following items should be

considered.

a. Weight

b. Speed

c. Runway length remaining

d. All of the above

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79. When making an arrested abort, allow time for the arresting hook to extend; as a guide, lower

the hook

feet before the cable.

80. If the landing gear fails to retract you should perform the following:

a. Pull the landing gear control circuit breaker.

b. Cycle the gear and pull negative g’s.

c. Put the landing gear handle down and do not cycle

d. Press on - it’s probably a false light.

81. What two methods may be used to retain both hydraulic systems if the engine core is rotating:

82. True/False: If the right engine is being rotated with crossbleed to provide normal systems

operation and fuel flow on the left engine is reduced below 2,000 pph (as during landing) the right

engine hydraulic pump may not provide sufficient flow for nosewheel steering and normal brakes.

83. True/False: Most engine stalls are self clearing.

84. True/False: Engine stalls may produce audible bangs.

85. True/False: If a stalled engine will not clear, you may shut down the engine and attempt a

restart.

86. What airspeed may be required to maintain 12% windmilling rpm?

87. True/False: Engine crossbleed may not be used to achieve a 12% rpm for engine restart.

88. With one engine windmilling below 12%, the remaining engine should be operated at or above.

%rpm and

PPH fuel flow to utilize the crossbleed airstart capability.

89. True/False: Hydraulic system 2A failure is the only single hydraulic system failure which

requires flight crewmember action.

90. Hydraulic system 1A does not power which of the following;

a. Right Aileron

b. Right Trailing Edge Flap

c. Leading Edge Flaps

d. Left Trailing Edge Flaps

91. True/False: With HYD 2A failure, anti-skid is available.

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92. With HYD 2A failure what type of landing should be considered?

a. Normal landing

b. Formation landing

c. Long field arrestment

d. Short field arrestment if practical

93. True/False: Gravity fuel flow is sufficient to sustain minimum afterburner operation.

94. True/False: You are in the spooldown restart envelope at 450 KIAS, 23,000 feet and N₂ 50%.

95. True/False: You are in the windmill restart envelope at .75 Mach, 25,000 feet and 14%N₂.

96. True/False: A crossbleed restart is recommended at .68 Mach and 10,000 feet.

97. True/False: As a last resort, you may attempt an APU restart at 250 KIAS and 10,000 feet.

98. True/False: An APU restart should be one of the first procedures you utilize after an engine

failure.

99. True/False: One generator is insufficient to carry the total aircraft electrical load.

100. The battery will provide limited dc power for approximately

minutes.

101. True/False: The most probable source of visible smoke or fumes in the cockpit is from the

engine bleed or residual oil in the ECS ducts.

102. True/False: With both generators inoperative and a good battery your landing gear position

indicator will function normally.

103. True/False: With both generators inoperative and a good battery your hydraulic pressure

indicator will be inoperative.

104. True/False: Weight must be off the main landing gear or landing gear handle must be up for

the emergency jettison system to be operational.

105. True/False: Failure of FCS channels 1 and 3 will not affect the flying qualities of the aircraft.

106. True/False: With FLAPS OFF caution, a reset of the system may cause the leading edge and

or trailing edge flaps to retract.

107. True/False: If the trailing edge flaps are failed in the 0° position, final approach airspeed is not

significantly affected.

108. True/False: A single-engine landing is made at HALF flaps.

109. With 1,000 feet per minute sink rate, at 130 to 150 KIAS, the minimum altitude for a successful

ejection is

feet in the EA-18G at 0° angle of bank.

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110. The correct procedure for an APU ACCUM caution airborne is:

111. List the steps for an out-of-control (OCF).

112. Thunderstorm penetration should be made between optimum cruise and

KIAS below

35,000 feet, and no less than

KIAS above 35,000 feet.

113. What precautions must be observed when using the windshield rain removal?

114. The COM-NAV functions not available when MC 1 has failed are:

115. True/False: The right and left DDIs are physically and functionally interchangeable.

116. The bank angle scale pointer, on the HUD, is limited at ... and ...when the limit is exceeded.

117. The velocity vector represents:

118. True/False: Do not lock the gyro in the caged position with the pull to cage knob if the gyro is

spinning.

119. Using Stall Speed chart:

Mil power

Gross weight - 42,900 pounds

Gear/flaps - DOWN

Determine - Stall Speed 0° Bank=

120. Determine - Stall Speed 45° Bank=

121. Using Landing Approach Speed chart:

Gross weight - 42,900 pounds

Flaps - HALF

122. Determine - Recommended Approach Speed=

123. What action must the flight crewmember take in order to slew the moving map with the TDC?

124. The GYRO position on the INS mode selector switch

a. Connects the gyros to the attitude heading reference system in order to complete an inflight

alignment

b. Enables the mission computer to use the gyros in computations for air-to-air weapons delivery

c. Is the attitude mode where the INS operates in the gyro mode

d. All of the above

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125. REJ 1 removes what from the HUD display?

126. If you see the following in the upper left corner of the HSI display or MPCD, what does it tell

you?

237/108

18:00

NLC

Your aircraft is 108 miles from Lemoore TACAN on the 237° radial

Your aircraft is 108 miles from Lemoore TACAN on the 057° radial

Your aircraft is 18 miles from Lemoore TACAN on the 057° radial, 108° magnetic heading

Your aircraft is 18 miles from Lemoore TACAN on the 108° radial, 237° magnetic heading

127.

During a data link ACLS (SPN-42) approach the HUD displays:

A TD box overlying the touchdown point

A fly-to tadpole symbol

Fly-to needles (similar to ILS)

A course arrow and elevation steering bar

128.

True/False: During an ILS approach the standby attitude indicator displays the ILS needles.

129.

What is the internal fuel capacity of the EA-18G

pounds?

130.

State the following limitations:

Maximum steady state EGT -

Maximum start EGT -

Maximum transient rpm (N₂)

131.

State the ranges for the following:

Ground idle rpm -

Flight idle rpm -

Maximum oil pressure (2 minutes after start with ambient temperature below -18°C, 0°F)

Minimum oil pressure (ground idle) -

Inflight oil pressure:

(1) Idle -

(2) 95% rpm -

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(3) Military -

132.

The maximum speeds of the following are:

Refueling probe -

Gear retraction/extension -

Gear emergency extension -

Trailing edge flaps -

Canopy open -

133.

State the following limitations:

Maximum gross weight field takeoff -

Maximum landing weight (field landing - flared) -

Maximum weight (touch and go)

Maximum air refueling altitude -

Maximum closure on refueling drogue -

Maximum time at negative g -

Minimum time between negative g maneuvers -

134.

If the velocity vector begins to flash slowly but is not HUD limited:

Selected ordnance has been released.

The mission computer may be displaying a degraded velocity vector

The waterline symbol is HUD limited

STBY attitude indicator is providing HUD attitude information

135.

The HUD landing display (elongated horizon bar, AOA bracket, waterline symbol, steering

display) will be presented

a. When selected through the HUD control panel

b. When selected on the right DDI

c. When gear is down and NAV master mode is selected

d. Any time that the gear is down

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136. True/False: While using NAV master mode, the flight crewmember has the option to cage or

uncage the velocity vector on the HUD.

137. At what altitude will the cockpit begin to pressurize?

138. What action should be taken if FCS HOT caution light comes on in flight?

139. When the G XMT switch is placed to COMM 1 or COMM 2 the

a. Selected radio will receive/transmit on 243.0 only

b. Selected radio will receive only 243.0

c. Selected radio will transmit only 243.0

140. The hydraulic pumps are located on the

and maintain the hydraulic pressure at

approximately

psi.

141. The HYD 2 priority valves close at approximately

psi.

142. Placing the HI mode selector switch to NORMAL displays compass rose aligned with the

aircraft

a. Magnetic ground track

b. Magnetic heading

143. By what method are external tanks pressurized on the ground?

144. What indication does the flight crewmember have to indicate low or lost motive flow pressure?

145. Fuel is transferred from external tanks by:

a. The passing of motive flow fuel through an ejector pump which utilizes the venturi principle

to induce fuel flow.

b. Bleed air to pressurize each external tank.

c. Electrically powered boost pumps located inside each tank.

d. AMAD driven boost pumps that utilize the venturi principle to induce the flow from each tank.

146. True/False: In the EA-18G there is no provision to raise the landing gear from the rear cockpit.

147. With a failure of hydraulic system 2A, what alternate method exists for extending the air

refueling probe?

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148. Fuel dump is accomplished by:

a. Motive flow (ejector pumps)

b. Electrical pump powered by essential bus

c. AMAD driven boost pump

d. Variable displacement pumps driven by hydraulic system 2A

149. Normal brake system pressure is provided by hydraulic system

150. What optical indications of NWS failure will the flight crewmember have available besides the

MASTER CAUTION light?

151. Where is the manual canopy crank handle located inside the EA-18G cockpit?

152. Depending on aircraft attitude and power setting, the fuel dump rate is about

pounds/minute.

153. True/False: Mechanical linkage will allow normal retraction of the nose gear even with the

launch bar extended.

154. After emergency extension of the air refueling probe, how is the probe retracted? (With loss of

2A system)

155. How many low fuel indications does the flight crewmember receive?

What are they?

156. Switching to RDR position on the HUD altitude switch will:

a. Cause radar altimeter information to be displayed at all times, until BARO is reselected.

b. Cause radar altimeter information to be displayed when at or below 5,000 feet AGL and valid.

c. Cause radar altimeter information to be displayed on the HUD while barometric altitude

continues to be displayed on the DDI.

d. Cause radar altimeter information to be displayed just below the boxed barometric altitude

display.

X-30-17

ORIGINAL

A1-E18GA-NFM-000

APPENDIX A

SYSTEM ORGANIZATIONAL MAINTENANCE MANUALS.

System Organizational Maintenance Manuals (except for System Schematic and Classified Supple-

ment Manuals) are in the Interactive Electronic Technical Manuals (IETM).

The IETM also references System Schematic and Classified Supplement Manuals. The following list

contains the publication numbers and titles of the System Schematic and Classified Supplement

Manuals.

Classified Supplements

System Schematics

System Title

A1-F18EA

-120-500

Seat, Canopy, Survival Equip-

ment, and Boarding Ladder

-130-500

Landing Gear and Related Sys-

tems

-240-500

Secondary Power System

-270-500

Power Plant and Related Systems

-410-500

Environmental Control Systems

-420-500

Electrical System

-440-500

Lighting System

-450-500

Hydraulic System

-460-500

Fuel System

-510-500

Instrument Systems

-570-500

Integrated Flight Controls

-580-500

Flight Incident Recorder and

Monitoring System

-600-500

Communication, TACAN, ADF,

Electronic Altimeter, and IFF Sys-

tems

A-1

ORIGINAL

A1-E18GA-NFM-000

Classified Supplements

System Schematics

System Title

A1-F18EA

-630-110

-630-500

Data Link, Instrument Landing,

and Radar Beacon Systems

-710-500

Global Positioning System

-730-500

Inertial Navigation, Backup Alti-

tude, and Navigation Systems

-731-500

Digital Map Set

-732-500

Accurate Navigation (ANAV) Sys-

tem

-740-500

Weapon Control System

-741-500

Mission Computer System

-742-150

-742-500

Radar System

-743-500

APG-79 AESA Radar System

-744-500

Forward Looking Infrared System

-745-500

Multipurpose Display Group

-746-500

Navigation Infrared Receiving

System

-747-500

Joint Helmet Mounted Cueing

System

-760-500

Tactical Electronic Warfare Sys-

tems

-770-500

Video Recording and Reconnais-

sance System

A-2

ORIGINAL

A1-E18GA-NFM-000

FOLDOUTS

TABLE OF CONTENTS

Page No:

Forward Cockpit

FO-3

Rear Cockpit

FO-7

Electrical Bus Power

FO-11

Ejection Seat

FO-13

Fuel System

FO-17

Environmental Control System

FO-21

FOLDOUT SECTION

The purpose of the Foldout Section is to make these illustrations available for ready reference while

reading the associated text. The illustrations are referenced from several sections of the manual and are

referred to in the text as (see figure FO-, foldout section).

The System Foldouts are simplified to provide a general understanding of complicated systems.

They do not contain all components, circuits, etc. For a complete diagram(s) of a system, refer to the

applicable maintenance publication.

FO-1 (Reverse Blank)

ORIGINAL

A1-E18GA-NFM-000

ALE-50 CONTROLLER

BATT CHARGER

CSC (AC)

ICE DETECTOR (AC)

R AOA HEATER (AC)

RDDI(s)

TACAN

APPROACH LTS (AC)

BATT HEATER

CVRS (AC)

INTERFERENCE

R ECS DUCT DOOR

RECCE WINDOW DEFOG

TACTS (AC)

RIGHT 115

ARM STA 6 THRU 10

COCKPIT STROBE

GPS

BLANKER

R PITOT HEATER

SMS (AC)

TK 1 XFR PUMP

VOLT AC BUS

ARS POWER

LIGHT

HARM CLC (AC)

JHMCS

R TR

STBY ATTITUDE

26 VAC AUTO XFMR

AVIONICS GROUND

COOLING FAN

HUD (AC)

MC 2

R WINGFOLD EDU

REFERENCE

POSITION LTS

RAD ALT

INDICATORS

RIGHT 26 VOLT

MAGNETIC AZIMUTH DETECTOR (CH 2 & 4)

AC BUS

ALE-47 CONTROLLER

COMM 2

HUD (DC)

ICE DETECTOR (DC)

NVG FLOOD LIGHTS

R PROBE HEATER

SMS (DC)

ALE-47 SEQUENCERS

CSC (DC)

HYD 1 PRESSURE

ICS

R AOA HEATER (DC)

CONTROLLER

TACTS (DC)

RIGHT 28 VOLT

ALE-50 CONTROLLER

CVRS (DC)

INDICATOR

INCANS

R ENG FADEC CH B

R WING UNLOCK

UNDER COOL SENSOR

DC BUS

ALQ-218 (STA 11)

ECS CONTROLLER

HYD 2 PRESSURE

INTERIOR LIGHTS

R PRIMARY BLEED

MOTOR

ARM STA 6 THRU 10

HARM CLC (DC)

INDICATOR

LGCU

AIR SHUTOFF VALVE

SECONDARY BLEED

CBN RAM AIR VALVE

LST/CAM

AIR SHUTOFF VALVE

APU CONTROL

CROSSFEED VALVE

ENG START

FCS AV COOL

FUEL DUMP

R ENG FADEC CH A

SMS

AEA PRECOOL

CROSS COOLING

CONTROL

ACTUATOR

ICS

R ENG OIL PRESSURE

STBY ALTIMETER

ESSENTIAL

BK PRESS IND

VALVE

FCES 1 (EBB)

FEED TK SHUTOFF

IFF EMERG

INDICATOR

STBY ARI (FRONT

28 VOLT

BL AIR LK DET ABL

EMER JETT STAs

FCES 2 (EBB)

VALVE

L ENG FADEC CH A

R FUEL S/O VALVE

COCKPIT ONLY)

AIR LK DET B

(2, 3, 4, 6, 9, 10)

FCES 3 (EBB)

FIRE DET LOOP A

L ENG OIL PRESSURE

R LG PROXIMITY

UTILITY LIGHTS

DC BUS

CABIN EMERG VENT

EMER PROBE EXTEND

FCES 4 (EBB)

FIRE DET LOOP B

INDICATOR

SWITCH

WARNING/CAUTION

VALVE

EFD

FIRE EXTINGUISHER

PITCH TRIM

LIGHTS

COMM 1

AEA PALLET

BCN AUGMENTATOR

EXT FUEL TANK

FUEL TRANSFER

L BLEED AIR CONT

LAUNCH BAR CONTROL

PROBE CONTROL

ALQ-218 (STA 1)

BUS TIE

CONTROL

VALVES

VALVE (PRIM)

VALVE

RADAR (DC)

ALE-47 SEQUENCERS

DATA LINK

EXT LTS CONTROL

GND PWR CONTROL

L ENG FADEC CH B

LG CONTROL VALVES

SEAT ADJ (FRONT &

LEFT 28 VOLT

ALR-67 (DC)

DBFSS

FCCB ASYM BRK DC

HOOK LIGHT

L PROBE HEATER

MATT CONT

REAR)

ANAV

DFIRS POWER

FUEL LOW LEVEL

HOSE JETTISON

CONTROL

MEMORY UNIT (MU)

THROTTLE

DC BUS

ANTI-SKID CONTROL

DIG MAP SET (DC)

WARNING

HYD ISOL ORIDE

L WINGFOLD UNLOCK

MSTR ARM

BACKDRIVE

UNIT

ECM COOLING

ILS (DC)

MOTOR

NWS CONTROL VALVE

WSHLD ANTI-ICE

ANTENNA SELECT

ENG IDL/A-B LKOUT

OBOGS CONTROL

REMOVAL

LEFT 115 VOLT

AEA ECS VLV

EMERG AV COOLING

ILS (AC)

L PITOT HTR

LCS FAN

MATT

PROBE LT

AEA PALLET

FAN

INS

L TR

LCS PUMP

MC 1

RADAR (AC)

AC BUS

ALQ-165 ASPJ

FORMATN LTS

L AOA HTRS (AC)

L WING FOLD EDU

LDDI(s)

MPCD(s)/UFCD(s)

STROBE LTS

ALR-67 (AC)

IFF

L ECS DUCT DOOR

LDG/TAXI LT

OBOGS CONCENTRATOR

ARM STA 2 THRU 5

DIG MAP SET (AC)

MAINTENANCE

APU PRIM

GEN TIE LOGIC

SDC

CANOPY

INS KEEP ALIVE

SMP (CODE CHECK)

BUS

FCS KEEP ALIVE CH 1

LADDER DEPLOY

VENT TANK WET

THRU 4

LIGHT

Figure FO-3. Electrical Bus Power

FO-11 (Reverse Blank)

ORIGINAL

A1-E18GA-NFM-000

ALPHABETICAL INDEX

Page

No.

10,000 Feet Checks

III-10-24, III-10-30, III-10-32

10,000 Feet to Landing

III-10-27

10,000 Foot Checks

III-7-34

A/A Weapon Select Switch

I-2-88

ABORT

V-14-2, V-18-3

Aborted Takeoff

III-9-1

AC Electrical Power

I-2-30

Acceleration Limitations

I-4-5

ACL Mode 1

VII-24-63

ACL MODE 1 AND 1A APPROACHES

III-8-16

ACL Mode 1A

VII-24-65

ACL Mode 2

VII-24-65

ACL MODE 2 APPROACH

III-8-18

ACL Mode Displays

VII-24-57

ACL Mode Operation

VII-24-60

ACL Option (HSI Format)

VII-24-9

Adaptability/Flexibility

IX-28-1

AEA Pallet Ground Cooling Mode

I-2-95

AEA Power Control

I-2-169

Aerobraking Technique

III-7-41

AFCS Mode Deselection

I-2-86

AFCS Mode Selection

I-2-84

AFCS Related Caution and Advisories

I-2-87

Aft Cooling Fan Shutoff Valve

I-2-97

Aft UFCD MUX FAIL

I-2-171

After Landing

III-7-44

AFTER LANDING

VI-21-2

After Landing Checks

III-7-44, III-10-27

After Takeoff Checks

III-7-34, III-10-21

AFTERBURNER FAILURE

V-15-1

Afterburner Limiting (ABLIM) Function

I-2-5

A/G Weapon Release Button

I-2-90

AHRS Failure Flying Qualities

IV-11-14

AILERON HINGE FAILURE - SUSPECTED, INBOARD

V-15-39

Air Conditioning System (ACS) Pack

I-2-97

Air Data Function

I-2-71

Air Refueling Checklist

III-9-5

AIR REFUELING (RECEIVER)

III-9-5

AIRBORNE CHECKS

III-7-34

Airborne Electronic Attack (AEA) pallet Cooling

I-2-94

Index-1

ORIGINAL

A1-E18GA-NFM-000

Page

No.

Airborne HMD Accuracy Check with Radar

III-9-14

AIRBORNE HMD ACCURACY CHECKS

III-9-13

Aircraft (A/C) Programming

VII-24-31

Aircraft Attitude Data

I-2-215

AIRCRAFT DESCRIPTION

I-1-1

Aircraft Gross Weight

I-1-3

AIRCREW RESPONSIBILITIES BY FLIGHT PHASE

IX-28-3

Airframe Mounted Accessory Drive (AMAD)

I-2-27

Airspeed during Ejection

V-17-2

Airspeed Limitations

I-4-1

AJ MENU From Fixed Frequency COMM Sublevel

VII-23-13

AJ MENU From Have Quick COMM Sublevel

VII-23-20

AJ MENU From SINCGARS COMM Sublevel

VII-23-21

ALE-47 Advisories

I-2-182

ALE-47 Countermeasures Dispensing Set

I-2-182

ALE-47 DISP Switch

I-2-94

Alert Five Launch

III-9-13

ALERT SCRAMBLE LAUNCH PROCEDURES

III-9-12

Alignment Exit

I-2-212

Alignment Verification

I-2-215

All Equipment

I-2-189

ALQ-99 POD FIRE/MECHANICAL MALFUNCTION

V-15-41

ALQ-99 POD RAT FAILURE

V-15-41

ALT Selector Switch

I-2-156

Altitude Required For Recovery Calculations

I-2-137

AMAD Related Cautions

I-2-29

AMPCD

I-2-151, VII-25-2

AMPCD Initiated BIT

I-2-195

ANAV BIT

VII-24-20

Angle Of Attack Indexer

I-2-141

ANTI SKID Switch

I-2-53

Anti-g System

I-2-104

Anti-Jam Operation

VII-23-13

Anti-skid BIT and the ANTISKID Caution

I-2-53

Anti-skid System

I-2-51

AOA Indexer Control Knob

I-2-156

AOA Limit Display

I-4-5

AOA Limitations - Flaps AUTO

I-4-5

AOA Probes

I-2-72

AOA Warning Tone

I-2-75

Applicable Publications

X-30-4

Approach

III-9-6, III-9-11

Approach

IX-29-5

Approach Lights

I-2-39

Approaches

VI-19-1

Approach/Landing (*)

X-30-4

APU Fire Extinguishing System

I-2-112

APU FIRE Light

I-2-111

Index-2

ORIGINAL

A1-E18GA-NFM-000

Page

No.

APU FIRE LIGHT

V-18-1

APU READY Light

I-2-28

APU Switch

I-2-28

ARC-210/DCS

VII-23-28

Area

X-30-2

Areas of Limited CFIT Protection

I-2-139

Areas of No CFIT Protection

I-2-140

Armament Gas Ingestion (AGI) Protection

I-2-4

Arrested Landing

III-9-11

ARRESTED LANDING AND EXIT FROM THE LANDING AREA

III-8-20

Arresting Gear Types

V-16-13

Arresting Hook System

I-2-57

ARRESTMENT - FIELD

V-16-13

Arrestment - Long Field

V-16-14

Arrestment - Short Field

V-16-14

Arrestment and Exit From the Landing Area

III-8-23

Arrestment Decision

V-16-14

Assertiveness

IX-28-1

Asymmetric Stores Landings

III-7-43

ATC Approach Mode Technique

III-8-14

ATC Approaches

III-7-39

ATC Automatic Disengagement

I-2-11

ATC Disengagement

I-2-11

ATC Engagement

I-2-10

ATC Related Cautions

I-2-11

ATS Air Sources

I-2-28

ATS Protection

I-2-29

ATT Selector Switch

I-2-157

AUG PULL

I-2-29, I-2-101

AUTO BIT

I-2-192

AUTO Option (HSI Format)

VII-24-8

AUTO Sequential Steering

VII-24-40

AUTO Update

VII-24-35

Automatic Battery Cutoff

I-2-33

Automatic Carrier Landing (ACL) Mode

VII-24-56

Automatic Erase

I-2-145

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

I-2-84

Automatic Throttle Control (ATC)

I-2-10

Auxiliary Power Unit (APU)

I-2-28

AV COOL Switch

I-2-62, I-2-104

Avionics BIT

I-2-183

Avionics Cooling Fans

I-2-97

AVIONICS SUBSYSTEM

I-2-141

Backpad Adjustment Mechanism

I-2-125

BACKUP ATTITUDE AND NAVIGATION SYSTEM

VII-25-1

Backup Attitude and Navigation System Controls and Indicators

VII-25-2

Index-3

ORIGINAL

A1-E18GA-NFM-000

Page

No.

Backup Erase Controller

I-2-146

BACKUP FREQUENCY CONTROL

VII-25-5

Backup Heading Mode Control

VII-25-4

Backup Navigational Information on Backup HUD

VII-25-1

BAL Control Knob

I-2-156

Balanced Cruise Formation

III-9-4

Barometric Altitude Hold (BALT)

I-2-86

Barometric (BARO)/Radar Low Altitude Warning Programming

VII-24-32

BARRICADE ARRESTMENT

V-16-14

Basic Autopilot

I-2-86

BATT SW Caution and Caution Light

I-2-33

BATT Switch

I-2-33

Battery

I-2-32

Battery Gauge

I-2-33

Before Engine Shutdown Checks

III-7-46, III-10-28

Before Entering Cockpit

III-7-9

BEFORE ENTERING COCKPIT

VI-22-1

Before Takeoff

VI-19-1

Before Takeoff Checks

III-7-29

Before Taxi

III-8-21

BEFORE TAXI

VI-22-1

BEFORE TAXI CHECKS

III-7-22

Before Taxi Checks

III-8-2, III-10-15, III-10-31

BIT Initiation

I-2-186

BIT Recording On The Memory Unit

I-2-208

BIT Top Level Display

VII-23-33

BIT-STATUS MONITORING SUBSYSTEM

I-2-182

Black Level Control Knob

I-2-156

BLEED AIR Knob

I-2-95

Bleed Air Leak Detection (BALD) System

I-2-113

Bleed Air Leak Detection System Test

I-2-113

Bleed Air Shutoff Valves

I-2-95

Bleed Air Subsystem

I-2-96

BLIN Codes

I-2-197

BLOCK NUMBERS

I-1-3

Boarding Ladder

I-2-117

Bolter

III-9-11

Boresight Reference Unit (BRU)

I-2-203

Brake Accumulator Pressure Gauge

I-2-45

BRAKE FAILURE/EMERGENCY BRAKES

V-13-3

Braking Technique

III-7-40

Breathing Regulator

I-2-109

Briefing

III-6-1

BRIEFING/DEBRIEFING

III-6-1

Brightness and Contrast Controls

I-2-150

Brightness Knob

I-2-147

BRK PRESS Switch

I-2-46

Built-In Test (BIT)

I-2-204

Index-4

ORIGINAL

A1-E18GA-NFM-000

Page

No.

CABIN Caution Light

I-2-103

Cabin Louvers/Foot Air Outlet

I-2-101

CABIN PRESS Switch

I-2-103

Cabin Pressure Altimeter

I-2-103

Cabin Pressurization

I-2-102

Cabin Pressurization Warning System (CPWS)

I-2-103

CABIN TEMP knob

I-2-101

Cage/Uncage Button

I-2-90

CANOPY JETT Handle (Front Cockpit)

I-2-117

CANOPY JETT Handle (Rear Cockpit)

I-2-117

Canopy Jettison System

I-2-117

Canopy Operation

I-2-115

Canopy Switch (External)

I-2-115

CANOPY Switch (Internal)

I-2-115

Canopy System

I-2-114

CAS Operating Modes

I-2-63

Catapult Endspeed Requirements

III-8-11

Catapult Hook-Up

III-8-9, III-8-21

Catapult Launch

III-8-10, III-8-21

Catapult Launch Flyaway Characteristics

III-8-12

Catapult Suspend

III-8-11, III-8-23

Catapult Trim

III-8-4

Cautions and Advisories

I-2-186, VII-23-33

Cautions/Advisories

I-2-203

Ceiling/Visibility Requirements

II-5-3

CFIT Protection Provided

I-2-137

CG Limitations

I-4-1

Chaff/Flare Dispense Switch

I-2-92

Chaff/Flare/ALE-50 Dispense Switch

I-2-90

CHART Light Knob

I-2-41

Ciphered Reception

VII-23-24

Ciphered Relay Mode

VII-23-24

Ciphered Transmission

VII-23-24

Circuit Breakers

I-2-36

CK ECS Caution Light

I-2-103

CK SEAT Caution

I-2-121, I-2-126

Climb

III-7-34

Climb/Cruise

X-30-4

Closed Book Examination

X-30-2, X-30-3

Coarse Alignment

I-2-209

Cockpit AEA Precool switch

I-2-94

Cockpit Controls and Displays

I-2-146

Cockpit Displays Initiated BIT

I-2-192

COCKPIT SMOKE, FUMES, OR FIRE

V-15-14, V-18-4

COCKPIT TEMPERATURE HIGH

V-15-13

Cockpit Unit (CU)

I-2-203

Cockpit Video Recording System (CVRS)

I-2-173

Index-5

ORIGINAL

A1-E18GA-NFM-000

Page

No.

COMM 1 and 2 Channel Knobs

I-2-172

COMM 1 AND 2 OPERATION

VII-23-8

COMM 1 and 2 VOL (Volume) Control Knobs

VII-23-4

COMM 1 and COMM 2 Channel Select Knobs

VII-23-4

COMM 1 and COMM 2 Volume Controls

VII-23-28

COMM 1 Antenna Select (ANT SEL) Switch

VII-23-7

COMM BIT Sub-Level Display

VII-23-33

COMM Control Panel

VII-23-6

COMM Foot Pedal Switches

VII-23-7

COMM Keypad Options and Scratchpad Display

VII-23-5

COMM Sublevel - Guard and Cue Presets

VII-23-9

COMM Sublevel - Manual Preset

VII-23-10

COMM Sublevel - Presets 1 Thru 20 (Anti-Jam)

VII-23-18

COMM Sublevel - Presets 1 Thru 20 (Fixed Frequency)

VII-23-12

COMM Sublevel - Ship Maritime Preset

VII-23-9

COMM Sublevel Selection

VII-23-8

COMM Throttle Switch

VII-23-7

COMM Touch Option/Displays

VII-23-5

COMM VOL Knobs

I-2-172

Communication

IX-28-1

COMMUNICATION-IDENTIFICATION DATA ENTRY

VII-23-47

COMMUNICATION-NAVIGATION-IDENTIFICATION INTERFACE

VII-23-47

COMMUNICATIONS

IX-29-1

Communications

X-30-4

CONCEPT

X-30-1

Conditionally Qualified

X-30-1

CONFIG Display

I-2-198

CONFIG Display Country ID Code

I-2-197

Configuration Check

I-2-204

CONSOLES Lighting Knob

I-2-41

CONT Control

I-2-147

Contact

III-9-7

Control Augmentation System (CAS)

I-2-64

CONTROLLABILITY CHECK

V-15-19

Countdown Time (CD)

VII-24-32

COUNTERMEASURES DISPENSING SYSTEM

I-2-182

Coupled Auto Sequential Steering

VII-24-41

Coupled Data Link Modes

I-2-87

Coupled Steering Modes (CPL)

I-2-87

Coupled TACAN Steering

VII-24-50

Coupled Waypoint/OAP Steering

VII-24-40

CREW BRIEFING

IX-29-1

Critical Area/Sub-area

X-30-2

CRITICAL SKILLS OF AIRCREW COORDINATION

IX-28-1

Critique

X-30-5

Crossfeed Valve

I-2-12

Crosswind Landings

III-7-42

Crosswind Takeoff

III-7-33

Index-6

ORIGINAL

A1-E18GA-NFM-000

Page

No.

CRS Select Switch

VII-24-9

CRS Set Switch

I-2-147, I-2-166

Cruise

III-7-34

Cruise

IX-29-4

Cruise Check

III-7-35

Crypto Key Options

VII-23-28

CRYPTO Switch

VII-23-46

CURRENCY REQUIREMENTS

II-5-2

CV Alignment Modes

VII-24-12

CV Manual Alignment

VII-24-13

CV RECOVERY MATRIX

V-16-15

CV RF/CBL (SINS) Alignment

VII-24-13

CVRS Control Switches

I-2-174

CVRS Mode Switch

I-2-174

CVRS RDCR ON Light

I-2-174

Data Entry

VII-23-47

Data Entry Using the Alphanumeric Keypad

I-2-167

Data Entry Using the Keypad

I-2-167

Data Entry Using the Shifted Keypad

I-2-167, VII-23-47

DATA LINK SYSTEM

VII-24-54

DATA Option (HSI Format)

VII-24-7

Date (DATE)

VII-24-33

Day ID Light

I-2-40

Day ID Test Switch

I-2-40

DAY OPERATIONS

III-8-1

DC Electrical Power

I-2-32

DCS - Avionics Subsystem

VII-23-31

DCS Communications Security (COMSEC)

VII-23-28

DDI Controls

VII-23-28

DDI Formats on MPCD

I-2-151

DDI Pushbuttons

I-2-147

DDI/HUD Initiated BIT

I-2-192

DDIs

I-2-147

Debriefing

III-6-4

DEBRIEFING

IX-29-7

Decision-Making

IX-28-1

DEFENSIVE COMBAT MANEUVERING

IV-11-5

DEFINITION

IX-28-1

Definitions

X-30-1

DEFOG Handle

I-2-102

DEGRADED MODE HANDLING QUALITIES

IV-11-8

DEGRADED SYSTEMS

VI-19-1

Departure

IX-29-3

Departure Characteristics

IV-11-6

Departure from Controlled Flight

V-15-17

Departure Recovery

V-15-17

Index-7

ORIGINAL

A1-E18GA-NFM-000

Page

No.

Departure Resistance

IV-11-6

Departures with Lateral Weight Asymmetries

V-15-17

Deployable Flight Incident Recorder Set (DFIRS)

I-2-182

Descent

VI-19-1

Descent/Penetration

III-7-35

Descent/Penetration Checks

III-7-35

DESCENT/RECOVERY

VI-21-2

Design Limit-g

I-2-68

Designation

VII-24-42

Designation (DSG) Update

VII-24-34

Designator Controller (DC)

I-2-92

Designator Controller (DC) Assignment Switch

I-2-92

DFIRS Record Code 8

I-2-136

DIGITAL COMMUNICATION SYSTEM (DCS)

VII-23-27

Dimming and Test Functions

I-2-128

Disengagement

III-9-7

DISPENSER Switch

I-2-182

DISPLAY MALFUNCTION

V-15-16

DITCHING

V-17-4

D/L Option (HSI Format)

VII-24-9

DMD Maintenance Format Options and Display Information

I-2-178

DMD/PC Cards Cautions and Advisories

I-2-181

DOUBLE TRANSFORMER-RECTIFIER FAILURE

V-15-8

DOWNLOCK ORIDE Button

I-2-47

Dry Bay Fire Suppression System (DBFS)

I-2-114

DUAL L BLEED and R BLEED WARNING LIGHTS//L/R ATS CAUTION

V-18-1

DUAL MISSION COMPUTER (MC) FAILURE

V-15-16

EAU Power Control

I-2-171

ECS AUTO Mode

I-2-98

ECS Auxiliary Duct Doors

I-2-96

ECS MAN Mode

I-2-99

ECS MODE Switch

I-2-101

ECS OFF/RAM Mode

I-2-100

ECS Operating Modes

I-2-98

ECS Related Warnings, Cautions, and Advisories

I-2-106

ECS RESET

I-2-104

ECS RESET and AV COOL Switch

I-2-104

EFD Initiated BIT

I-2-195

Effects of Light

III-9-10

Effects on Vision

III-9-9

EJECT MODE Handle

I-2-125

EJECTION

V-17-1

Ejection Control Handle

I-2-120

Ejection Procedures

V-17-4

Ejection Seat

I-2-119

Ejection Seat Restrictions

V-17-1

Index-8

ORIGINAL

EA-18G. FLIGHT MANUAL (2008) - page 12