F18. FLIGHT MANUAL (2008)

A1-F18AC-NFM-000

d. NOZ POS - 40%

e. OIL - 150 PSI

Turn HI/MPCD/AMPCD power on.

Select MENU/BIT/DSPL/EPI/(IFEI)/UFC on DDI.

a. DDI, HI/MPCD/AMPCD and HUD displays go blank momentarily, flash STANDBY and

then display a test pattern.

b. DDIs have test pattern that is steady and in focus.

c. HUD and HSI test pattern displays flicker every 2 seconds but remain on.

HUD, HI/MPCD/AMPCD, and DDI displays - CHECK

a. Display commonality.

b. Display concentricity.

c. Proper intensity.

d. Check right DDI pushbuttons starting with top left button on horizontal row. Circle appears

next to pushbutton after it is pressed.

e. On aircraft 161353 THRU 163782 press MAP pushbutton on the HI. Test circle displayed next

to MAP pushbutton and moving map filmstrip number displayed.

f. On aircraft 161353 THRU 163782 press MAP pushbutton to increment selected map number

to same value as film strip number. Continual pressing of MAP pushbutton increments

selected map number through range of three values, 01, 02, 03, and back to 01.

g. Check HI/MPCD/AMPCD pushbuttons as in 7.d. above.

h. Check left DDI pushbuttons as in 7.d. above pressing STOP button last. When STOP button

is pressed, GO BIT display status messages on left DDI for LDDI, RDDI, HI/MPCD/AMPCD

and HUD.

2.20.3.10 Cockpit Displays Initiated BIT (MC OFP 13C AND UP)

2.20.3.10.1 DDI/HI/MPCD/AMPCD/HUD Initiated BIT. Operator participation is required to

detect failures and isolate faults in the display equipment. The BIT/DISPLAYS/DDI-MPCD-HUD

pushbutton calls up the MC generated test patterns on the DDI, HI/MPCD/AMPCD and HUD

immediately after each indicator BIT is concluded. The test pattern can then be compared on the four

displays for similarity, and individually for concentricity, intensity level, and alphanumeric clarity.

Pushbuttons are tested by actuating all the buttons. A circle appears adjacent to the button when the

functional test is successfully completed.

Pressing DDI-MPCD-HUD initiates BIT on three different equipment display groups. The

following procedure can be used to test one or two of the display groups by performing the appropriate

parts of the procedure.

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1. Select BIT/DISPLAYS/DDI/MPCD/HUD

a. DDI, MPCD/AMPCD, and HUD displays go blank momentarily, flash IN TEST, and then

display a test pattern.

b. Check DDI test patterns are steady and in focus.

c. HUD and MPCD/AMPCD test patterns flicker but remain on.

2. DDI, MPCD/AMPCD, and HUD displays - CHECK

a. Display commonality

b. Display concentricity

c. Proper Intensity

d. Check right DDI pushbuttons starting with the top left button on the horizontal row. Circle is

displayed next to each pushbutton after it is pressed.

e. Check MPCD/AMPCD pushbuttons as in step d. Press STOP button last.

f. Check BIT status messages for GO on the BIT displays. F/A-18D lists front and rear indicator

results separately.

2.20.3.10.2 IFEI Initiated BIT. IFEI test pattern is initiated by performing IFEI BIT using

pushbutton sequence BIT/DISPLAYS/IFEI and observing the test pattern displays following the

completion of IFEI BIT. The IFEI test pattern may be observed using the following procedure.

1. Select BIT/DISPLAYS/IFEI

2. IFEI - observe test display.

3. Select STOP to terminate test pattern

4. Engine monitor Indicator - CHECK

a. RPM- 50%

b. EGT - 555°C

c. FF - 5,200 PPH

d. NOZ POS - 40%

e. OIL - 150 PSI

UFC Test - UFC test patterns are performed by selecting BIT/DISPLAYS/UFC and observing the test

displays and performing the UFC switch functional tests. The UFC test pattern is obtained using the

following procedure.

5. Select BIT/DISPLAYS/UFC

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6. Upfront control - CHECK

a. All outer segments of alphanumeric displays, all segments of the numeric displays, and all

option cues illuminate for the next 5 seconds.

b. All inner segments of alphanumeric displays, all segments of the numeric displays, and all

option cues illuminate for the next 5 seconds.

2.20.3.10.3 Stop Button. The STOP button allows the pilot to stop initiated BIT at any time. The

same effect is also achieved by pressing MENU, although MENU is not available with the DSPL/EPI

(IFEI)/UFC BIT test pattern displayed. When the STOP (or MENU) button is pressed, any test in

progress stops and the equipment returns to normal operation. Exceptions to this are the radar and

SMS power-on BIT and the COM 1/2, D/L, and tacan BIT. The radar and SMS power-on BIT cannot

be terminated and, as such, indicates SF TEST when the MC detects the system is in BIT without

having been commanded to do so. The same is true of the COM 1/2, D/L, and tacan equipment which

performs a canned non-interruptable BIT sequence. The mission computer terminates initiated BIT

for any equipment that it determined has taken too long to complete the test. For F/A-18 A/B, when

DSPL/EPI (IFEI)/UFC initiated BIT is selected, the EPI (IFEI) display must be allowed to complete

its display cycling before STOP is pressed or a UFC BIT failure is indicated.

2.20.3.11 BIT Logic Inspection (BLIN) Codes. BLIN codes are octal readouts identifying FCS

failures and can be read from the FCS status display. The following procedures may be used to display

and record BLIN codes. Channel 1 BLIN codes are displayed. Pressing BLIN button displays the next

channel (1, 2, 3 and 4) BLIN codes.

1. On DDI - PRESS MENU/FCS/BLIN

2. DDI BLIN codes - RECORD BY CHANNEL

3. Press BLIN button to view next channel BLIN codes.

2.20.4 Non-Avionic BIT. NABIT is implemented within selected hydro-mechanical subsystems

primarily for the purpose of displaying subsystem status in the cockpit (cautions and advisories)

and/or providing fault detection and fault isolation information for maintenance personnel. This status

data is provided to the status monitoring displays by the maintenance signal data recording set which

interfaces with the following hydromechanical areas:

1. Engine/secondary power

2. Electrical

3. Hydraulics and landing/arresting gear

4. Fuel

5. Environmental control system and radar liquid cooling system

6. Controls/mechanisms/miscellaneous

The hydraulic system pressure cautions are interfaced directly by both mission computers providing

redundancy for safety of flight.

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2.20.4.1 Equipment Status Displays. NABIT cautions and advisories are displayed in the same

manner as avionic cautions and advisories.

2.20.5 Status Monitoring Backup. MC2 provides backup status monitoring if MC1 fails. It provides

an MC1 caution on the DDI indicating that MC1 has failed. It also provides HYD cautions.

NOTE

If MC1 fails, all DDI cautions and advisories are lost except MC1,

HYD 1A, HYD 1B, HYD 2A, and HYD 2B. With MC OFP 13C AND

UP, TAC MENU loses SA option and SUPT MENU displays only the

HSI option.

2.20.6 Non-BIT Status. Equipment status derived by means other than BIT include DDI configu-

ration display ID numbers and INS terminal data.

2.20.6.1 DDI Configuration Display Country ID Code. The country identifier code USN is displayed

underneath the CONFIG legend.

2.20.6.2 DDI Configuration Display OFP ID Numbers. The ID numbers of the current operational

flight program (OFP) loads for the radar, stores management system, INS, mission computers,

communication system control, flight control computer, FLIR, SDC (F/A-18C/D), MU (F/A-18A after

AFC 253 or 292 and F/A-18C/D), LST, and DMS and NFLR (LOT 12 and up) can be determined by

selecting the configuration display on the left or right DDI (see figure 2-49). With MC OFP 19C, DCS

and GPS ID numbers are also displayed. The configuration display is selected by the following

procedure:

If MC OFP 10A AND UP -

1. Select BIT display from MENU

2. Select MAINT from BIT display

3. Select CONFIG from MAINT

If MC OFP 13C AND UP -

1. Select BIT from the SUPT MENU

2. Select CONFIG

With the configuration display selected, the current ID numbers are displayed to the right of the

above equipment. Refer to figure 2-49 for an example.

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Figure 2-49. Configuration Display (Sample)

2.20.6.2.1 MC CONFIG Caution Display. An MC CONFIG caution display indicates MC1 and MC2

OFP loads are found to be incompatible.

2.20.6.2.2 S/W CONFIG Caution Display. A S/W CONFIG caution display indicates MC1 and MC2

OFP loads are found not to be concurrent release (incompatible); MC1, MC2, RADAR, SMS, SDC

(F/A-18C/D), MU (F/A-18A after AFC 253 or 292 and F/A-18C/D), INS OFPs or CSC (F/A-18C/D) are

incompatible with MC OFPs; DMS/DMC (aircraft 163427 AND UP after AFC 270) not compatible

with MC OFPs; FCSA and FCSB are not mutually compatible or are incompatible with the throttle

modification. The incompatible OFP(s) are indicated by a line drawn thru the OFP ident. If the MC

OFPs are incompatible a line is drawn thru both MC OFP idents.

2.20.6.2.3 OVRD Button. The override option allows the pilot to override the software configuration

logic when the software country ID codes do not agree with the aircraft country ID codes.

2.20.6.3 INS Terminal Data. INS terminal data can be obtained if an update has been performed

after flight with the parking brake on. With MC OFP 10A AND UP, INS terminal data is displayed by

pressing the following pushbuttons in sequence: MENU, BIT, MAINT, INS, and POST. With MC

OFP 13C AND UP, INS terminal data is displayed by pressing the following pushbuttons in sequence:

MENU (SUPT), BIT, NAV, INS MAINT, and POST. Note the PER (position error rate) and

navigation time on the FLIGHT 1, POST 1 display (see figure 2-50). Press the POST pushbutton again

and note the velocity on the FLIGHT 1, POST 2 display. Turn the INS mode selector knob to OFF,

then wait at least 10 seconds before turning off aircraft power. On aircraft with GPS, if the aircraft is

flown with IFA selected, the position error rate does not include the time flown in the AINS mode.

When an EGI is installed, the INS MAINT option provides detailed information for both the INS and

GPS. The EGI also provides additional INS information that is not available from the ASN-130 or

ASN-139.

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2.21 JOINT HELMET MOUNTED CUEING SYSTEM (JHMCS)

The JHMCS allows the aircrew to target and employ existing short range missiles SRMs and High

Off-Boresight (HOBS) weapons, such as the AIM-9X, and cue the radar, FLIR, and other sensors.

When using JHMCS to employ HOBS weapons, the aircrew can slave/acquire and shoot targets

beyond the gimbal limits of the aircraft radar and designate ground targets. The main display provides

a monocular 20° field of view that is visible in front of the pilot’s right eye.

The main components of the JHMCS include the helmet mounted displays, electronics unit,

HMD/AHMD off/brightness knobs, aft cockpit Boresight Reference Unit (BRU), cockpit units,

magnetic transmitter units, and seat position sensors in each cockpit. The JHMCS aircraft-integrated

components can be flown with or without the helmet system.

Increased weight and forward CG of the helmet will increase neck strain

during high or sustained g flight maneuvers.

NOTE

All aircrew shall receive simulator or dedicated ground training on

JHMCS helmet controls and displays prior to flight with JHMCS.

2.21.1 Helmet Mounted Display (HMD)/Aft Helmet Mounted Display (AHMD). Each HMD consists

of the helmet, Helmet Display Unit (HDU), Helmet-Vehicle Interface (HVI), and a universal connector

which connects the HDU to the helmet.

2.21.1.1 Helmet Display Unit (HDU). The HDU includes a CRT, Magnetic Receiver Unit (MRU),

camera, auto-brightness circuitry, uplook reticles, and visor. Aircrew can remove the HDU and

configure the helmet to accommodate the AN/AVS-9 night vision goggle system.

Ensure the HMD/AHMD OFF/BRT knob(s) are OFF before removing the HDU, and store the HDU

in the JHMCS stowage bag on the right bulkhead.

• To keep water out of the HDU on aircrew helmets and prevent the

possibility of electric shock, ensure the HDU cover is installed on the

helmet.

• To prevent damage to the HDU, do not expose the HDU to a

temperature exceeding 50°C (122°F) operationally or in storage.

2.21.1.2 Helmet-Vehicle Interface (HVI) Connectors. The HDU is connected to the aircraft by the

HVI, which consists of 3 connectors. These connectors are the Quick Disconnect Connector (QDC),

In-Line Release Connector (IRC), and Helmet Release Connector (HRC). The Upper HVI is the

portion of the HVI from the helmet to the QDC. The lower HVI is the portion of the HVI below the

QDC that is installed in the aircraft.

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The Upper HVI is routed under the survival vest (if worn) through the JHMCS bundle flue on the

torso harness. The QDC is seated in a Quick Mounting Bracket (QMB) attached to the lower left hand

leg strap of the torso harness. See figure 2-51.

The JHMCS upper HVI (UHVI) must be properly routed through the

JHMCS bundle flue under the survival vest and the QDC secured in the

QMB to ensure that no entanglement exists with the oxygen hose.

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

oxygen hose disconnect causing unintentional oxygen/communications

disconnect in-flight.

The QDC is the primary disconnect for ejection, and both normal and emergency ground egress. The

QDC can be manually disconnected for normal egress by pushing a button on top of the QDC and

separating the top half. During an ejection or emergency egress the QDC is disconnected via an aircraft

mounted lanyard when a force of 15 to 25 pounds is applied. When the QDC is not connected, the

aircraft QDC should be properly stowed in its receptacle. When the QDC is not properly connected and

the system is on, an HMD/AHMD advisory is generated.

The JHMCS QDC must be properly attached to the aircrew torso harness

quick mounting bracket to avoid possible death or severe injury during

ejection.

• Low voltage is present on the exposed QDC pins when the HMD/

AHMD OFF/BRT knob(s) are not in OFF. To prevent a minor

electrical shock from contact with exposed pins, ensure the HMD/

AHMD OFF/BRT knobs are OFF whenever the QDC is disconnected

and connected.

• To prevent damage to the QDC and aircraft components, ensure the

aircraft QDC is properly stowed in its receptacle when not mated to

the aircrews QDC.

NOTE

Ambient cockpit temperatures at or below

0°C (32°F) may cause

inadvertent HMD/AHMD advisories during preflight. Warming of the

QDC and quick mount bracket should remove the failure indication if

temperature is the cause.

The IRC is a back up disconnect which functions in the event of QDC failure. The IRC is attached

to the left aft console and requires a force of 80 to 120 pounds to disconnect.

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The HRC allows the cable to disconnect should the helmet be lost during ejection. The HRC

connects to the left shoulder harness and requires a force of 80 to 120 pounds to disconnect.

2.21.2 Electronics Unit (EU). The EU contains the main system CPU, LOS module, graphics

processor/display drive (one for each HMD), and low voltage power supply. The CPU controls system

bus interfacing, display list generation, BIT, and other system functions. The LOS module calculates

helmet LOS while the graphics processor/display drive processes the display list and generates the

helmet display. The MC interfaces with the EU via the MUX bus. It is located in the rear cockpit.

2.21.3 Cockpit Unit (CU). The CU contains the system high voltage power supply for helmet

displays. Both CUs are located in the aft crew station.

2.21.4 Magnetic Transmitter Unit (MTU). The MTU is used to generate a magnetic field used to

determine HMD/AHMD position/orientation by the HMD MRU receiving the magnetic field and then

sending the received signal to the EU. One MTU per cockpit is mounted on the canopy frame aft of the

pilot/WSO’s left shoulder.

The MTU is energized when the HMD/AHMD is turned on. Warm-up time for the MTU is 15 to 20

minutes. System accuracy may drift up to 0.5° if the HMD/AHMD is aligned before MTU warm-up

is completed. An additional 5 to 10 minutes should be added to the MTU warm-up time if operating

in extremely cold temperatures (e.g., -40°C).

NOTE

To maintain system accuracy, run initial HMD/AMHD alignment, or

an additional HMD/AHMD alignment, after system is warmed-up.

2.21.5 Seat Position Sensor (SPS). The SPS is a linear potentiometer which indicates ejection seat

height to the JHMCS. It is mounted to the aft right side of the ejection seat. There is one SPS for each

ejection seat. This seat position information allows the JHMCS to compensate for disruption of the

magnetic field in the cockpit as the metal in the seat changes position when the seat is raised or

lowered.

2.21.6 HMD/AHMD OFF/BRT Knobs. The front cockpit HMD OFF/BRT knob is located on the spin

recovery panel. This knob removes and applies power to the HMD, and adjusts HMD display

brightness.

A BRU/HMD OFF/BRT stacked knob, located on the aft cockpit INTR LT control panel, removes

and applies power to the BRU/AHMD, and adjusts BRU/AHMD display brightness. See figure 2-52.

2.21.7 Boresight Reference Unit (BRU). The BRU is located on top of the rear cockpit instrument

blast shield and dust cover. An alignment cross is provided inside the BRU to permit coarse and fine

alignment of the AHMD to the aircraft reference. See Figure 2-53.

2.21.8 HMD Video Recording. VTR selector switches located on the forward and aft CVRS Control

panels allow selection of HMD video recording.

2.21.9 Cautions/Advisories. When the BuNo in the Magnetic Compensation Data file does not

match the BuNo in the MC, or if the MC fails to download the initialization file to the EU, the MC sets

the SW CONFIG caution and displays a line through the HMD S/W configuration line on the

configuration display. An HMD/AHMD advisory is reported if the QDC is not properly secured to

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Figure 2-53. Boresight Reference Unit

Quick Mounting Bracket (QMB) or is disconnected, the HDU is not properly connected, or the coarse

alignment is invalid or has not been performed.

2.21.10 Configuration Check. When the JHMCS system is turned on, the MC provides the EU with

the aircraft make, model, and tail number.

2.21.11 Built-In Test (BIT). The JHMCS BIT system includes automated start-up BIT (SBIT) and

initiated BIT (IBIT), and displays a BIT status message. See figure 2-54 for the DISPLAYS BIT

sublevel display.

2.21.11.1 Start-up BIT (SBIT). When the HMD system is turned on, SBIT starts automatically and

the internal software is loaded in the EU. SBIT cannot be stopped until it is completed. PBIT GO or

DEGD, as appropriate, is displayed when SBIT is completed.

2.21.11.2 Initiated BIT (IBIT). IBIT is performed when the HMD (PB 11) option is selected in either

cockpit on the DISPLAYS BIT sublevel display. ENTERING IBIT flashes on both HMDs, and an

initiated BIT is performed on both helmets. When IBIT is complete, a series of four test patterns,

which are automatically changed each second, are displayed on the HMD/AHMD. See figure 2-55. The

test patterns are displayed until the STOP (PB 10) option is selected. If the ALL (PB 6) option is

selected, IBIT and HMD test patterns are performed.

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Figure 2-54. Displays BIT Sublevel

2.21.11.3 Status Messages. Refer to the following for status messages and associated descriptions:

MESSAGE

STATUS

DESCRIPTION

MUX FAIL

Equipment ready discrete is high but the EU is

not communicating on either MUX bus to the

NOT RDY

Equipment ready discrete is low and the EU is

not communicating on either MUX bus to the

IN TEST

Initiated BIT in progress

RESTRT

Re-initiate BIT, EU did not respond to the

IBIT command or IBIT did not complete

within 30 seconds

DEGD

EU has detected a failure which degrades sys-

tem performance

OVRHT

EU has reported a component as overheated

DEGD+OVRHT

EU has detected a failure and EU has reported

a component as overheated

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MESSAGE

STATUS

DESCRIPTION

EU responded with no failures.

OP GO

EU has detected a failure which does not de-

grade system performance

PBIT GO

EU responded with no failures prior to per-

forming IBIT

2.21.11.4 BIT Recording On The Memory Unit. The MC records any failure or degrade reported by

the EU to the memory unit for fault reporting and isolation.

2.21.11.5 Overheat Condition. The system has the capability to detect an equipment overheat

condition. When an overheat condition is detected the system is automatically shut down to prevent

equipment damage.

2.21.12 JHMCS Alignment. The JHMCS must be boresighted (aligned) with the aircraft prior to

every flight. Selecting the ALIGN (PB 20) option on the HMD format boxes ALIGN, selects coarse

alignment mode, and displays the FINE (PB 1) alignment option after the coarse align function is

complete. See figure 2-56.

The forward and aft helmets are aligned independently. The ALIGN option on the HMD format at

PB 20, when selected from the aft cockpit, initiates aft HMD align. When in aft coarse or fine align

mode the MC assigns the right AFT hand controller Designator Control (DC) switch to the HMD

format. Both forward and aft HMD alignments function the same with the exception that the aft

helmet is aligned to the BRU mounted on the aft main instrument panel.

2.21.12.1 Coarse Alignment. An alignment cross is displayed on the HUD/BRU and on the

HMD/AHMD. See figure 2-56. The pilot moves the HMD to superimpose the alignment cross on the

HMD over the alignment cross on the HUD. Once aligned, the cage/uncage switch is pressed and held

until ALIGN OK is displayed on the HMD. When coarse alignment is complete, fine alignment is

automatically selected. Fine alignment (PB 1) can also be manually selected.

The WSO moves the HMD to superimpose the alignment cross on the HMD over the alignment

cross on the BRU, figure 2-56, sheet 2. Once aligned, the undesignate switch on the right hand

controller is pressed and held until ALIGN OK is displayed on the HMD. When coarse alignment is

complete, fine alignment is automatically selected. Fine alignment (PB 1) can also be manually

selected.

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2.21.12.2 FINE Alignment. When the FINE (PB 1) option is boxed an alignment cross is displayed

in the HUD and two alignment crosses are displayed on the HMD in the vicinity of the HUD alignment

is indicated (FA DXDY), the pilot moves the TDC either left or right to align in azimuth, up or down

to align in elevation. The pilot presses and releases the cage/uncage switch when satisfied with the

quality of the azimuth and elevation alignment. This causes the display to toggle to roll alignment

mode. With the roll axis indicated (FA DROLL), TDC inputs to the left or right are used to rotate the

HMD alignment symbols to align with the HUD alignment cross. The pilot presses and releases the

cage/uncage switch when satisfied with the quality of the roll alignment. Pressing and releasing the

cage/uncage switch continues to toggle between these two modes until the pilot deselects FINE to

return to coarse alignment or exits alignment.

Upon entering fine alignment, automatically, or if commanded by the WSO selecting the FINE

option, the EU indicates which axis is being aligned. If the azimuth and elevation axis is indicated, the

WSO uses the DC to move the crosses up/down and left/right to align with the cross displayed on the

BRU, figure 2-57, sheet 2. When satisfied with the alignment, the WSO presses and releases the

undesignate switch on right hand controller at which time the EU automatically switches to roll

alignment. The WSO uses the DC to rotate the cross so that it aligns with the cross displayed on the

BRU. When satisfied with the quality of the alignment the WSO presses and releases undesignate

switch on right hand controller.

2.21.12.3 Alignment Exit. Alignment is exited whenever ALIGN is deselected (unboxed), an A/A

weapon is selected, MENU is selected, TDC priority is reassigned, ACM mode is selected, or the master

mode is changed. This removes the alignment cross from the HUD, removes the FINE option, unboxes

ALIGN, and returns the cage/uncage function to the previously assigned system.

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Figure 2-58. Alignment Verification

2.21.12.4 Alignment Verification. When the HMD is in normal mode a cross is displayed on the

HUD at the reported HMD LOS. See figure 2-58. If the reported HMD LOS is outside the HUD FOV,

the cross flashes at the HUD FOV limit.

2.21.13 HMD/AHMD Symbology

2.21.13.1 HUD Symbology Replicated on the HMD. The HMD layout essentially replicates the

HUD layout. Window locations, format, and occlusion level on the HMD are as identical to the HUD

locations, format, and occlusion level as practical.

2.21.13.2 HUD Symbology Not Replicated on the HMD. Some of the symbology on the HUD is

either not required on the HMD or would be disorienting if the information was presented. The

following paragraphs describe the items on the HUD which are not replicated on the HMD.

2.21.13.3 Aircraft Attitude Data. Some HUD data only provides the pilot usable information when

presented along the aircraft boresight. HMD data is not always presented along the aircraft boresight.

For this reason, the aircraft pitch ladder, horizon bar, water line indicator, and velocity vector are not

displayed on the HMD/AHMD.

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The HMD/AHMD does not provide adequate attitude information and

should not be used as a primary flight instrument.

2.21.13.4 Ground Proximity Warning System. In addition to aircraft attitude data, the HMD/

AHMD does not replicate the Ground Proximity Warning System (GPWS) arrow. However, when the

GPWS is activated, ALTITUDE is displayed in the HARM window of the HMD/AHMD.

2.21.14 Navigation Master Mode. If present, the MC displays the A/A L&S with the TD box and its

associated TLL, or the A/G designation with the TD diamond and its associated TLL. However, if both

the A/A L&S and the A/G designation are present, only the A/A L&S TLL is displayed.

2.21.14.1 NAV Master Mode TDC Priority. When in NAV master mode, the TDC/DC can be

assigned priority to the HMD/AHMD by pressing the castle switch or DCA forward. This is indicated

by the display of an open aiming cross with a dot in the center. If TDC/DC priority is removed from

the HMD/AHMD, the dot is removed from the center of the aiming cross.

2.21.15 Mission Computer Failure. In the event of an MC1 failure, MC2

provides back-up

symbology for the HMD. MC2, at a minimum, provides airspeed, altitude, selected A/A weapon and

count, and the L&S and AIM-9 LOS. MC2 continues to slave the radar to the HMD LOS when in

HACQ mode. MC2 also continues to slave the AIM-9 to the HMD LOS when the AIM-9 is selected.

Activation of the uplook reticles are also maintained during back-up.

In the event of an MC2 failure, MC1 provides back-up symbology for the HMD. MC1, at a minimum,

provides airspeed, altitude, selected A/A weapon and count. Slaving of the radar and AIM-9 is

suspended.

2.21.16 Electronic Unit Failure. In the event of an EU failure which does not allow any symbology

to be displayed on the HMD, the MC provides the radar boresight symbol and AIM-9 FOV symbol on

the HUD. If the LOS is still valid, the MC continues to slave the radar or AIM-9 to the HMD LOS. If

the LOS is invalid, the MC reverts to the current no-helmet mechanization for slaving weapons,

sensors, and HOTAS.

2.21.17 Helmet Tracker Failure. If the EU reports that the helmet tracker is failed, or the helmet

LOS is no longer valid, the MC discontinues slaving sensors and weapons to the HMD LOS. The MC

replaces aircraft boresight for the helmet LOS to the radar and AIM-9. Additionally, the MC removes

any item from the HMD which is tied to the HMD LOS. The radar boresight and AIM-9 FOV symbol

are restored to the HUD. The MC also restores VACQ mode and the HOTAS function to access the

VACQ function. The MC continues to display information on the HMD which is not tied to the HMD

LOS.

2.21.18 Helmet Not Installed. When the MC determines that the HMD is not on, or the EU is not

responding to the MC via the mux bus, the MC reverts to the current no-helmet mechanization for

slaving weapons, sensors, HOTAS, and HUD display.

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2.22 FIGHTER/ATTACK/TRAINER/RECCE (F/A-18B/D)

2.22.1 F/A-18B/D Aircraft 161354 THRU 163778. These aircraft are tandem configured (see figure

2-59) for performing the secondary role of a trainer without compromising the primary role of

Fighter/Attack. Using the front cockpit controls, the F/A-18B/D avionics provide equivalent naviga-

tion and weapon system capabilities as those available in the single-place F/A-18A/C. The rear cockpit

controls duplicate most front cockpit controls for navigation and weapon system control. However,

weapons cannot be launched/released/fired from the rear cockpit. The rear cockpit and the differences

relative to the single-seat version are discussed in the following paragraphs.

2.22.2 F/A-18D Aircraft 163986 AND UP.

2.22.2.1 Night Attack Configuration. These aircraft are tandem configured with a primary role of

performing the night attack mission. The rear cockpits of these aircraft have the stick and throttles

removed. The rudder pedals are fixed and disconnected from the rudder, brakes, and nosewheel

steering. Two hand controllers have been added and the rear cockpit controls and displays operate

independent of the front cockpit. Instruments and lighting are NVG compatible.

2.22.2.2 Training Configuration. Night attack aircraft may be reconfigured to a trainer aircraft by

removing the two hand controllers, adding throttles, stick, and connecting the rudder pedals. Rear

cockpit controls and displays remain independent of the front cockpit.

2.22.2.3 RECCE Configuration. The F/A-18D aircraft, when retrofitted with the reconnaissance

equipment, is designated as the F/A-18D(RC) (Reconnaissance Capable). It provides high resolution,

long range standoff and overflight reconnaissance capabilities, for day or night, for all weather and

under the weather missions. Electro-optical (EO), infrared (IR), and synthetic aperture radar (SAR)

sensors gather image data. Image data is recorded onto two onboard recorders and is available for

downlink to ground stations for subsequent dissemination and exploitation. The aircraft is converted

by installing the Advanced Tactical Reconnaissance System (ATARS) sensor suite into the nose bay

in place of the 20 mm gun. A data link pod can be loaded on the centerline to allow for the downlink

of imagery data. Refer to NTRP 3-22.2-FA18A-D NATIP for ATARS description and operating

procedures.

2.22.3 Aircraft Dimensions. The approximate dimensions of the aircraft are as follows:

Span (Wings Spread) with missiles

40 feet 5 inches

Span (Wings Spread) without missiles

37 feet 6 inches

Span (Wings Folded)

27 feet 6 inches

Length

56 feet

Height (To Top of Fins)

15 feet 3 inches

Height (To Top of Closed Canopy)

11 feet 3 inches

2.22.4 Aircraft Gross Weight. Basic aircraft gross weight varies from 24,000 to 25,000 pounds. Refer

to applicable DD 365F for accurate aircraft weight.

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Figure 2-59. General Arrangement (F/A-18B/D)

2.22.5 Fuel Quantity. To make room for the rear cockpit, the fuel capacity in tank 1 is reduced to

316 gallons (2,150 pounds JP-5 or 2,050 pounds JP-4). See figure 2-60.

2.22.6 Canopy System. The canopy system is similar to the F/A-18A/C aircraft except that an

additional internal canopy jettison handle is installed in the rear cockpit. Note that the rear cockpit

does not have an internal canopy switch or an internal manual canopy handcrank, and therefore, the

canopy must be opened from the forward cockpit (or externally) unless it is jettisoned. To manually

open the canopy using the internal manual handcrank, 224 counterclockwise manual crank turns are

required. To manually open the canopy externally using a drivesocket, 112 counterclockwise manual

crank turns are required.

2.22.7 Ejection Seat System. Ejection seats are installed in both cockpits. In addition, a sequencing

system is installed to allow dual ejection initiated from either cockpit or single (aft) seat ejection

initiated from the rear cockpit. A command selector valve is installed in the rear cockpit to control

whether ejection from the rear cockpit is dual or single.

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2.22.7.1 CK SEAT Caution (F/A-18D). The CK SEAT caution light is located on the caution light

panel, and repeats the DDI CHECK SEAT caution display. The caution is displayed when the right

throttle is at MIL or above, weight is on wheels, and the front cockpit ejection seat is not armed with

the rear cockpit NORM/SOLO switch set to SOLO or either ejection seat is not armed with the

NORM/SOLO switch set to NORM.

2.22.8 Intercom Controls. Intercom controls consist of two cockpit volume control knobs and an

intercom function selector switch.

2.22.8.1 Volume Control Knobs. The volume control knob on the intercommunication panel in the

front cockpit is labeled ICS. This knob varies the audio volume to the pilot’s headset. The volume

control knob in the rear cockpit is on the volume control panel on the left console. This knob is labeled

ICS and varies the audio volume to the rear cockpit headset.

2.22.8.2 Intercom Function Selector Switch. A three-position toggle switch, with positions marked

RADIO ORIDE (override), HOT MIC, and COLD MIC is on the antenna selector panel in the front

cockpit and on the volume control panel in the rear cockpit. The functions of the switch positions are

as follows:

RADIO ORIDE

Allows intercom audio to be louder than radio audio in the cockpit where

selected.

HOT MIC

Enables cockpit microphone for intercom transmission in the cockpit

where selected.

COLD MIC

Disables cockpit microphone for intercom transmission in the cockpit

where selected.

2.22.9 Rear Cockpit. The rear cockpit contains the equipment differences as described in the

following paragraphs. Refer to Rear Cockpit, Foldout section for rear cockpit arrangements.

2.22.9.1 Fire Warning Lights. The left and right engine and APU fire warning lights are advisory

only. They do not arm or discharge the extinguishing system or shut down the engines or APU.

2.22.9.2 Fuel Quantity Indicator (F/A-18B). The fuel quantity indicator has two counters. One

indicates total fuel quantity and the other indicates internal fuel only.

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2.22.9.3 Command Selector Valve. A command selector valve is provided on the right vertical panel

to select the desired ejection sequence to be initiated from the rear cockpit, or provide for single

ejection for solo flight. Positioning is accomplished by pulling out while turning to the desired position.

Solo position requires use of a collar. To release from aft initiate, pull then turn clockwise.

NORM (vertical)

Single rear seat ejection when initiated from the rear cockpit. Dual ejec-

tion (rear seat first) when initiated from the front cockpit.

AFT INITIATE

Dual ejection (rear seat first) when initiated from either seat.

(horizontal)

SOLO 45° CCW

Front seat ejection only when initiated from front seat. Front seat ejec-

tion is immediate. Rear seat ejection only when initiated from the rear

seat. Rear seat ejection is immediate.

• SOLO mode shall NOT be selected when both seats are occupied. If

SOLO mode is selected when both seats are occupied, simultaneous

ejection initiation may result in a collision between seats.

• SOLO mode shall be selected when the aircraft is being flown solo.

Alternate selection when flying solo results in ejection of unoccupied

seat and possible collision with occupied seat.

• Ejection system component failure can disable the command ejection

function in an F/A-18B/D. With either AFT INITIATE or NORM

selected, each crewmember should initiate ejection independently.

When selecting NORM or SOLO from AFT INITIATE, the handle must

be pulled before rotation or damage to valve may result.

2.22.9.4 Seat Caution Mode Switch (F/A-18D). The seat caution mode switch is located in the rear

cockpit above the command selector valve. The switch position changes the operation of the CK SEAT

caution for solo or dual flight.

NORM

CK SEAT caution is activated by either seat remaining safed. Switch is spring

loaded to this position.

SOLO

CK SEAT caution is activated only by the front seat remaining safed. Switch must

be pinned to remain in this position.

2.22.9.5 Internal Canopy Jettison Handle. A black and yellow striped canopy jettison handle is

under the left canopy sill just aft of the volume control panel. Pressing an unlock button on the forward

edge of the handle and then pulling the handle up fires the canopy jettison system.

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2.22.9.6 Interior Lighting. Except for the utility floodlight, all controls for the interior lights are on

the interior lights panel on the right console. There is no flood switch in the rear cockpit. The switch

logic for dimming and brightening the warning/caution lights is the same as the front cockpit but

without the flood switch.

2.22.9.7 Lights Test Switch. A lights test switch, labeled LT TEST, is provided to test the

warning/caution/ advisory lights and is independent of the front cockpit. The switch only operates with

ac power on the aircraft.

TEST

Serviceable warning/caution/advisory lights come on.

OFF

The switch is spring loaded off.

2.22.9.8 Equipment Status Displays. In the aft cockpit, BIT, cautions and advisories are normally

displayed on the left DDI. If the left DDI is unavailable, they are displayed on the right DDI.

On aircraft 163986 AND UP, if both rear cockpit DDIs are unavailable, the aft MPCD/AMPCD is

used to display cautions and advisories. Cautions and advisories are displayed at the bottom of the

display of the MPCD/AMPCD.

2.22.9.9 Master Caution Light. A yellow MASTER CAUTION light, on the upper instrument panel

comes on whenever the MASTER CAUTION light in the forward cockpit comes on. The aft MASTER

CAUTION light goes out whenever the front cockpit MASTER CAUTION is reset.

2.22.9.10 Landing Gear UNSFE Light. The red UNSFE light illuminates to indicate the landing gear

is in transit and will also stay on if the gear does not match the handle position. The light does not

indicate planing link failure, provide wheel warning, or air data computer failure indication.

2.22.9.11 Landing Gear Position Lights. There are three green landing gear position lights marked

NOSE, LEFT, and RIGHT above the landing gear control handle. The lights come on when their

respective gear is down and locked. The LEFT and RIGHT lights flash when their respective gear is

down and locked but a related planing link is not locked.

2.22.9.12 Emergency Brake Handle. The emergency brake handle, on the left vertical panel, only

provides emergency brakes. It has no parking brake function. To actuate the emergency brake system

in either trainer or night attack aircraft configuration, pull out on the handle until it locks in the

detent. The handle must be fully stowed to ensure anti-skid is available in either configuration.

2.22.9.13 Emergency Landing Gear Handle. The emergency landing gear handle, on the left vertical

panel, provides emergency landing gear extension from the rear cockpit. Emergency extension is

accomplished by pulling out on the handle until it locks in the detent. There are no provisions for

normal landing gear extension.

2.22.9.14 Digital Display Indicators. On aircraft 161354 THRU 163778 the corresponding left and

right DDI in each cockpit presents the same information. The center DDI displays the same

information as the HI, except for the moving map display. Systems and presentations controlled by

DDI/HI pushbuttons respond to the last action taken in either cockpit.

On aircraft 163986 AND UP the rear cockpit left and right DDI are independent of the front cockpit

DDIs. However, the operation of both DDIs is identical to that of the front cockpit DDIs.

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2.22.9.15 MPCD/AMPCD (AIRCRAFT 163986 AND UP). The rear cockpit also contains an MPCD/

AMPCD located between the left and right DDIs and is independent of the front cockpit MPCD/

AMPCD. However, MPCD/AMPCD operation is identical to that of the front cockpit MPCD/

AMPCD.

2.22.9.16 Head-Up Display. The rear cockpit does not contain a HUD, but HUD symbology can be

selected for display from the MENU on either the left or right DDI (F/A-18B/D aircraft 161354 THRU

163778). This also selects HUD symbology on the same DDI in the front cockpit. On F/A-18D aircraft

163986 AND UP, HUD symbology can appear on either DDI independent of the front cockpit. On

F/A-18D aircraft 163986 AND UP, the HUD display is the only display not replaced by the SPIN

recovery display when the SPIN recovery switch is actuated.

2.22.9.17 Display Select Control (AIRCRAFT 161704 THRU 163778). This control is a toggle

switch with positions of HUD and NORM. Placing the switch to HUD causes the HUD display to

appear on the left DDI and removes and/or prevents caution and advisory displays on the left DDI.

With the switch set to NORM, the DDI operates normally by using the pushbuttons.

2.22.9.18 Upfront Control. The upfront control in each cockpit presents the same information. The

associated UFC systems respond to the last selection made in either cockpit.

2.22.9.19 Attitude Reference Indicator. The attitude reference indicator (ARI) in the rear cockpit

does not display azimuth and elevation steering during ILS operations.

2.22.9.20 Master Mode Buttons. The associated systems controlled by the A/A and A/G master

mode buttons respond to the last selection made in either cockpit.

2.22.9.21 Control Stick (AIRCRAFT 161354 THRU 163778 and trainer configured 163986 AND

UP). The control stick switches respond to the last crew member action taken from either cockpit. The

trigger switch and the weapon release button are non-functional.

2.22.9.21.1 A/A Weapon Select Switch. The rear cockpit weapon select switch is active only in the

A/A master mode. In the rear cockpit, the A/A master mode must be selected with A/A master mode

button.

2.22.9.22 Throttles (AIRCRAFT 161354 THRU 163778 and trainer configured 163986 AND UP).

The throttles provide engine control from IDLE through MAX. The throttles cannot be placed in OFF

from the rear seat. Systems controlled by throttle switches respond to the last crewmember action

taken from either cockpit. The ATC engage/disengage switch is non-functional, the flare/chaff switch

is not installed, and the speedbrake switch is momentary action.

2.22.9.23 Hand Controllers (F/A-18D night attack configured AIRCRAFT 163986 AND UP). The

right and left hand controllers (figure 2-61) located on the forward inboard section of the right and left

rear cockpit consoles, are used to provide sensor/display control.

2.22.9.23.1 Designator Control Assignment (DCA)/Sensor Control. Assignment switches are used

to assign Designator Control to the DDI/MPCD/AMPCD. In the aft cockpit, Designator Control (DC)

assignment to the MPCD/AMPCD forces the opposite DC to be assigned to its corresponding DDI.

The DCA switches function independent of the aircraft master mode. In RECCE configured aircraft,

the sensor control switch (Aft position) commands manual record, opens/closes manual event marks,

opens /closes review marks in video review mode, and freezes/scrolls imagery in video review mode.

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2.22.9.23.2 Multifunction Switch (MFS). The switch is used for HARM sequence (forward),

cage/uncage (aft), and raid/FOV (down). Refer to NTRP 3-22.4-FA18A-D and NTRP 3-22.2-FA18A-D

for detailed operation.

2.22.9.23.3 TDC/DC Switch. In the aft cockpit, Designator Control (DC) priority is assigned to the

DDI/MPCD/AMPCD. The MC initially assigns hand controller DC priority to left and right DDIs. The

left DC (left hand controller) provides control of the format selected on either the left DDI or the

MPCD/AMPCD. The right DC controller provides control of the format selected on either the right

DDI or the MPCD/AMPCD. Right or left designator control of a format is based on the DC being

assigned to the DDI/MPCD/AMPCD displaying a DC-compatible format, plus other logic as

appropriate. MC inhibits right/left hand controller DC of the HUD format in the night attack aft

cockpit.

Only one hand controller DC may be used to designate at a time, however both may be used

simultaneously. TDC/DCs may be assigned to the same format in the front and rear cockpits; however,

only one TDC/DC is processed at a time. When forward and aft TDC/DCs are assigned to the same

format, both TDC/DCs must be within the deadband before a TDC/DC can become active. If a second

TDC/DC is pressed out of deadband while the other TDC/DC is active, the second TDC/DC input is

ignored. This also applies to the slew function.

The DC assignment diamond is flashed in the upper right corner of a format when a TDC/DC is

assigned to the same format in both the forward and aft cockpits, and the MC is inhibiting one or both

of the TDC/DCs from acting on the format because both TDC/DCs are pressed concurrently. SLEW

is flashed if the above conditions are met for forward and aft DCs assigned to the same slew function.

In RECCE configured aircraft, the DC slews the MAG marker and roam magnified/unmagnified

imagery, and expands/unexpands imagery.

2.22.9.23.4 Radar Elevation Control. The Radar Elevation Control (REC) switch is read by the

DDI, provided to the MC, and passed to the radar as a radar elevation rate command. The radar

processes the command and moves the radar antenna accordingly. The MC processes the hand

controller RECs identically to the REC on the throttle in the forward cockpit. The MC processes only

one REC at a time. All RECs must be within deadband before a REC can become active. If a second

REC is selected while another REC is active, the second input is ignored.

2.22.9.23.5 Undesignate Button. The undesignate button is read by a DDI and passed to the MC.

The front cockpit undesignate button is read by the FCS and passed to the MC. The switches function

identically except for HI-NWS situation with WOW. Since the front undesignate button is read and

processed directly by the FCS, special case MC processing is not required.

2.22.9.23.6 Chaff/Flare/ECM Switch. The chaff/flare switch is wired directly to the ALE-39/

ALE-47 chaff/flare set. Moving the right handcontroller chaff/flare switch forward causes a single chaff

bundle to be dispensed. Moving the switch aft dispenses a single flare. Moving the left handcontroller

ECM switch performs the countermeasures program dispense function in parallel with the dispense

switches on the grab handle and the canopy sill DISP switch.

2.22.9.23.7 Push-to-Talk Foot Pedal Switches (F/A-18D night attack configured AIRCRAFT

163986 AND UP). Comm 1 transmission is initiated by pressing the left foot pedal switch, Comm 2

transmission is initiated by pressing the right foot pedal switch. With AFC 270, the left foot pedal

switch controls Comm 1 and MIDS A, and the right foot pedal switch controls Comm 2 and MIDS B.

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2.22.9.24 RECCE Control Panel. ATARS power is controlled via the ATARS ON/OFF switch.

Power for the data link pod is controlled by the Center-Line Pod (CLP) rotary knob which has the

following three positions:

OFF

The DL portion of the pod is not powered.

STBY

Power is applied to the pod. DL transmissions are attenuated.

OPR

Power is applied to pod. Full DL transmission is available.

2.22.9.25 Canopy Sill DISP Switch. On Aircraft 163986 AND UP, two additional chaff/flare

switches are located on either side of the grab handle. Each is a three-position momentary switch

spring loaded to the center position and is designed to be thumb actuated while grasping the hand hold

and looking aft. Each upward actuation of either switch commands a single chaff bundle to be

dispensed. Each downward actuation of either switch commands a single flare to be dispensed.

2.22.9.26 ALE-39 Programmer. The ALE-39 programmer is installed on the rear cockpit left

console. The programmer controls are normally preset by the ground crew. Refer to AN/ALE-39/

ALE-47 Countermeasures Dispensing Set in NTRP 3-22.2-FA18A-D for description of the program-

mer control functions.

2.22.9.27 PTT Comm Select Panel. On MIDS equipped night attack aircraft, the PTT COMM

select panel is on the left console forward of the volume control panel. Three comm options are

available: two Comm channels, two MIDS channels, or one Comm and one MIDS channel. The switch

position determines push-to-talk foot pedal switch comm or MIDS operation.

2.22.9.28 Volume Control Panel. The volume controls (TCN, ICS, ECM, WPN, RWR, and after

AFC 270 , VOX, MIDS A and B), on the volume control panel, provide the same functions for the rear

cockpit headset as the corresponding volume controls on the front cockpit intercommunication panel

provide for the front cockpit headset. The VOX control incorporates the hot and cold microphone

switch functions that enables/disables cockpit microphone for intercom transmission in the cockpit

where selected. The SAM volume control on aircraft 161354 THRU 161357 AND 161360 or the AUX

volume control on aircraft 161704 AND UP are not used at the present time.

2.22.9.29 Azimuth Indicator. The azimuth indicator presents the same information as the front

cockpit azimuth indicator.

2.22.9.30 Emergency Jettison Button. The emergency jettison button is at the top of the

instrument panel outboard of the left FIRE light. The BIT advisory and an SMS BIT status of DGD

is the only enunciated indication of a stuck emergency jettison button.

2.22.9.31 Nuclear Consent Control Panel (Aircraft 163986 THRU 164738). The nuclear consent

control panel is located on the right console forward of the right hand controller. The panel contains

the PREARM CONSENT switch and the RELEASE CONSENT switch. See A1-F18AC-TAC-series

or A1-F18AE-TAC series for switch function description.

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CHAPTER 4

Operating Limitations

4.1 AIRCRAFT

4.1.1 Engine Limitations.

4.1.1.1

RPM.

Compressor (N₂)

1. The maximum rpm is 102%.

2. Ground idle is:

F404-GE-400

F404-GE-402

61 to 72%

63 to 70%

3. Flight idle is 68 to 73%.

4. Maximum fluctuation at stabilized power is ±1%.

Fan (N₁)

5. The maximum rpm is:

F404-GE-400

F404-GE-402

106%

108%

6. Maximum fluctuation at stabilized power is ±0.5%.

4.1.1.2

EGT.

1. Maximum steady-state is:

F404-GE-400

F404-GE-402

MIL

830°C

880°C

MAX

830°C

920°C

2. Maximum transient is:

F404-GE-400

F404-GE-402

Start

815°C

MIL

852°C

902°C

MAX

852°C

942°C

3. Maximum fluctuation at stabilized power is ±8°C.

4.1.1.3

Nozzles.

Maximum fluctuation is ±3%.

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4.1.1.4

Oil Pressure.

NOTE

For fuel temperatures in excess of 38°C, the lower oil pressure limit

can decrease as much as 10 psi.

Ground

1. For ambient temperatures above -18°C (0°F), oil pressure must peak below 180 psi and start to

decrease within 30 seconds after reaching idle rpm and continue to decrease to steady state limits.

2. For ambient temperatures below -18°C (0°F), maximum oil pressure 2.5 minutes after start is 180

psi.

3. Steady state ground idle oil pressure (warm oil) limit is 45 to 110 psi.

Inflight

During steady state flight, oil pressure limits are as follows:

IDLE

55 to 110 psi

MIL

95 to 180 psi

4.1.2 Airspeed Limitations. The approximate maximum permissible airspeeds in smooth or mod-

erately turbulent air with the arresting hook and landing gear retracted, flaps in AUTO, and any

combination of air-to-air missiles are shown in figure 4-1. For exact airspeed limitations, refer to the

NTRP 3-22.4-FA18A-D NATIP, Store Carriage and Release Limitations Chapter. Refer to Systems

Limitations, figure 4-2, for additional airspeed limitations.

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2. Zero airspeed tailslide.

3. Intentional departures/spins.

4. Flight in lightning or thunderstorms.

5. Flight with yaw rate warning tone.

6. Full or partial lateral stick and/or rudder pedal input over 360° yaw/roll.

7. Dive over 45° with less than 1,900 pounds fuel.

8. Zero g except transient.

9. Negative g for more than 5 seconds for aircraft 161353 THRU 161924 BEFORE AFC 053 (10

seconds for other aircraft).

10. Negative g

a. Roll maneuvers over 180° bank angle change.

b. Over 1/2 lateral stick above 635 KCAS below 20,000 feet MSL.

11. For aircraft 161353 THRU 161924 BEFORE AFC 018 and 053, less than 1 minute between

negative g maneuvers (10 seconds for all other aircraft).

12. For aircraft 161353 THRU 161924, afterburner operation at less than +0.1 g.

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

14. Selection of GAIN ORIDE above 350 knots/Mach 1.0 or above 10° AOA.

15. Inflight selection of RCVY on the spin recovery switch except for actual spin recovery or as

directed in NATOPS.

16. Flight without LAU-7A wing tip launcher rails (with power supply and nitrogen bottle installed).

17. Takeoff or flared landing with 90° crosswind component over 30 knots. Normal or section

landing with 90° crosswind component over 15 knots.

18. Section takeoff with any of the following conditions:

a. Crosswind over 15 knots.

b. Asymmetric load over 9,000 foot-pounds not including missiles or pods on stations 1 or 9.

c. Dissimilar loading except VERS, MERS, TERS, pylons, FLIR, LDT, fuselage AIM-7s/

AIM-120s or wing tip mounted stores.

19. Landing with autopilot engaged except for Mode 1 ACL.

20. Use of RALT hold below 500 feet AGL.

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21. Negative 1g above 700 KCAS and below 10,000 feet MSL.

22. Supersonic flight

a. At or above Mach 1.4

(1) Roll maneuvers exceeding

(a) 2 g load factor, or

(b) 1/2 lateral stick, or

(c)

180° bank angle

(2) Throttles during dive pull

(a) not over MIL

b. Single seat

(1) Above Mach 1.8 with a centerline tank and no external wing tanks

(2) Above Mach 1.6/635 KCAS with an external wing tank

c. Two seat

(1) Above Mach 1.8 without external tanks

(2) Above Mach 1.6 with a centerline tank and no external tanks

(3) Above Mach 1.6/635 KCAS with an external wing tank

23. External fuel tank CV operations

a. Catapults with partially full external fuel tanks between 100 pounds and

1,900

pounds.

b. Landing at CV with greater than 500 pounds in centerline tank.

4.1.3.2

Flaps Half or Full.

1. Bank angle -

a. Fighter Escort (FE) configuration - over 90°

b. FE configuration with centerline tank/stores - over 60°

c. All other configurations - over 45°

2. Cross control inputs above 150 knots with flaps FULL.

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4.1.4 CG Limitations.

1. The forward CG limit is 17% MAC.

NOTE

Maximum thrust field takeoffs are permissible at CG location forward

to 16% subject to air density restrictions.

2. Aft CG limit -

a. FE configuration: 28% MAC

b. All other configurations: 27-28% MAC (Refer to AOA limitations)

4.1.5 Lateral Weight Asymmetry Limitations.

1. For field takeoff, the maximum asymmetric load is 22,000 ft-lbs.

2. For catapult launches, with a weight board of 36,000 lbs and below, the maximum asymmetric

load is 6,000 ft-lbs. For catapult launches, with a weight board of 37,000 lbs and above, the

maximum asymmetric load is 22,000 ft-lbs. Pilots are responsible for ensuring that asymmetry is

within allowable limits for their aircraft gross weight.

3. For inflight conditions, the maximum authorized asymmetric load is 26,000 ft-lbs.

Asymmetric release or jettison from stations 2 or 8 of stores weighing in

excess of 2,320 lbs can exceed the lateral weight asymmetry limit without

either deviation from the normal SMS release sequence or loading of

other wing stations to counterbalance the moment generated by the first

release. Exceeding lateral weight asymmetry limits can lead to a depar-

ture from controlled flight which may be unrecoverable or have an

extended recovery period.

4. For FCLP or carrier landings, the maximum asymmetric load (including wingtip AIM-9 and wing

fuel) is 17,000 ft-lbs for gross weights of 33,000 lbs or less.

For carrier landings, the maximum asymmetric load (including wingtip AIM-9 and wing fuel) is

14,500 ft-lbs for gross weights greater than 33,000 lbs.

5. For field landing (flared), with sink rate at touchdown up to 500 fpm, the maximum asymmetric

load is 26,000 ft-lbs.

NOTE

For landing only, due to the landing gear structural limitations,

internal wing fuel and tip missile lateral asymmetry must be used to

calculate total lateral weight asymmetry.

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4.1.6 Angle-of-Attack (AOA) Limitations.

4.1.6.1

Flaps Auto. With flaps AUTO, AOA limits depend upon aircraft store configuration, CG,

lateral asymmetry and Mach number. A lateral asymmetry of 0 to 6,000 foot-pounds (excluding weight

of asymmetric tip missile and/or asymmetric internal wing fuel) is considered a symmetric configura-

tion. From 6,001 ft-lbs to 8,000 ft-lbs lateral weight asymmetry, the aircraft is considered symmetric

below 0.8 IMN and with restrictions on full deflection control inputs (see Lateral Weight Asymmetry

AOA Limitations below). In any case where more than one symmetric or asymmetric limit may be

considered applicable, or if any AOA limit is conflicting, the most restrictive limit shall be used.

For all aircraft not otherwise restricted, the following tables are the symmetric AOA limits for

aircraft in the Fighter Escort (FE) configuration (F/A-18 with/without: missiles/pods on store stations

1 and/or 9, missiles on store station 4 and/or 6, and FLIR, LDT, or for empty suspension equipment

such as pylons and racks on stations 2, 3, 5, 7, and 8). Stores AOA limits are based on carriage of

Air-to-Air stores (live or captive air-to-air missiles, or any store cleared for carriage on stations 1 and/or

9) or Air-to-Ground stores (all other stores cleared for carriage not encompassed by the Air-to-Air

stores list or external tanks on stations 3, 5, or 7). For carriage of mixed stores, the most restrictive limit

shall be used.

CONFIGURATION

CG (% MAC)

AOA LIMIT (°)

FE with or without Air-to-Air

17% to 25%

Unrestricted

stores:

>25% to 28%

-6° to +25°

a) with or without external fuel

tanks in any combination on

stations 3, 5, and 7;

b) with any stores on station 5

FE plus Air-to-Ground stores on

17% to 24%

-6° to +35°

stations 3 and/or 7 (without sta-

>24% to 27.5%

-6° to +25°

tion 5 stores)

FE plus Air-to-Ground stores on

17% to 27.5%

-6° to +25°

stations 2, 3, 7, and/or 8:

a) with or without external fuel

tanks in any combination on

stations 3, 5, and 7;

b) with any stores on station 5

External fuel tanks on stations 2

17% to 27%

-6° to +20°

and/or 8 (empty)

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4.1.6.1.1

Lateral Weight Asymmetry AOA Limitations. For all aircraft, the weight of an asymmetric

tip missile and/or internal wing fuel asymmetry should not be used in calculating total weight

asymmetry except for landing. Due to the landing gear structural limitations, internal wing fuel and/

or tip missile lateral asymmetry must be used to calculate total weight asymmetry.

Asymmetry (ft-lbs)¹

AOA Limit

0 to <6,000

Symmetric limits

6,000 to <8,000 ≤ 0.8 IMN²

Symmetric limits

6,000 to <8,000 > 0.8 IMN²

-6° to 20°

8,000 to <12,000²

-6° to 20°

12,000 to 26,000^2,3

-6° to 12°

For F/A-18B/D >0.9 IMN

6,000 to 26,000^2,3

-6° to 12°

Notes:

(1) The weight of an asymmetric tip missile and/or internal wing fuel asymmetry should not be used in

calculating total weight asymmetry except for landing.

(2) Full lateral stick inputs shall be centered prior to abrupt, full aft stick inputs.

(3) For lateral weight asymmetry of 22K to 26K ft-lb:

(a) Abrupt lateral stick inputs are prohibited.

(b) Smooth inputs up to 1/2 stick for rolling maneuvers up to a maximum of 180° bank angle change are

authorized.

centered).

4.1.6.2

Flaps Half or Full. The AOA limit is 0° to +15°.

During single engine operations at MIL or MAX, loss of lateral and

directional control may occur above the following AOAs:

Flaps FULL - 10° AOA

Flaps HALF - 12° AOA

4.1.7 Weight Limitations. The maximum allowable gross weights are:

Location

Pounds

Field

Takeoff

51,900

Landing (Flared)

39,000

FCLP/Touch-and-go/Barricade

Before AFC 029

30,700

After AFC 029

33,000

Carrier

Catapult

51,900

Landing

Unrestricted

33,000

Restricted

34,000

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A1-F18AC-NFM-000

Arrestments above 33,000 pounds are subject to the following restrictions:

(1) Glideslope - 3.5° Maximum

(2) Recovery head wind (RHW) -

(a) 40 knots minimum - Half flaps allowed

(b) Less than 40 knots - Full flaps only

(3) Lateral weight asymmetry - 14,500 foot-pound maximum (external pylon stores, AIM-9 wing tips,

and wing fuel)

(4) No MOVLAS recovery

NOTE

The combination of arresting gear, glide slope, RHW, and the

asymmetry limits listed above ensure landing stresses remain within

tested landing gear strength safety margins.

4.1.8 Acceleration Limitations.

1. The permissible accelerations during landing gear extension or retraction and/or with the flaps

HALF or FULL are +0.5 g to +2.0 g symmetrical, +0.5 g to +1.5 g unsymmetrical.

2. The maximum permissible accelerations in smooth air with the flaps AUTO are shown in figure

4-3. Avoid buffet at limit g when possible. In moderate turbulence, reduce deliberate accelerations

2.0 g below that shown in figure 4-3. Additional acceleration limits when carrying external stores

are shown in the External Stores Limitation chart, figure 4-4, and in NTRP 3-22.4-FA18A-D

NATIP, Store Carriage and Release Limitations Chapter.

4.2 EXTERNAL STORES

4.2.1 Limitations. Only the external stores shown in the External Stores Limitations chart, figure

4-4, and the Store Information table in the NTRP 3-22.4-FA18A-D NATIP, Store Carriage and

Release Limitations Chapter, may be carried and released.

4.2.2 Banner Towing Limitations.

Airspeed

220 knots maximum

Maximum bank angle

40°

Use of speedbrake

No restrictions

4.2.3 Tow Banner Adapter Limitations.

Airspeed

400 knots maximum

Acceleration

4 g maximum

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A1-F18AC-NFM-000

CHAPTER 5

Indoctrination

5.1 GROUND TRAINING SYLLABUS

5.1.1

Minimum Ground Training Syllabus. Initial ground training shall be conducted in accordance

with the CNO approved syllabus. Follow-on ground training for each activity varies according to local

conditions, field facilities, requirements from higher authority, and the immediate Unit Commander’s

estimate of squadron readiness.

5.2 FLIGHT TRAINING SYLLABUS TRAINING PHASES

Initial flight training, up to and including first solo, shall be conducted in accordance with the CNO

approved syllabus. Follow-on flight training should include aircraft and weapon systems instruction,

normal and emergency procedures, simulators (if available), open and closed book NATOPS tests, and

evaluation of pilot performance. Local command requirements, squadron mission, and other factors

influence the actual flight training syllabus and the sequence in which it is completed.

5.3 PERSONAL FLYING EQUIPMENT

5.3.1

Minimum Requirements. Refer to OPNAVINST 3710.7, for all standard flying equipment to

be worn on every flight. All survival equipment must be secured in such a manner that it is easily

accessible and will not be lost during ejection or landing. This equipment shall be the latest available

as authorized by Aircrew Personal Protective Equipment Manual (NAVAIR 13-1-6).

5.4 QUALIFICATIONS AND CURRENCY REQUIREMENTS

5.4.1

Minimum Flight Qualifications. Minimum flight hour requirements to maintain qualification

or reestablish qualification after initial qualification in each specific phase shall be established by the

Unit Commanding Officer. Aircrew currently qualified in E-F series can gain initial A-D qualification

with 5 hours and two takeoffs/landings in A-D series within the last 90 days. Pilots who have more than

45 hours in model are considered current subject to the following criteria:

1. Must have a NATOPS evaluation check with the grade of Conditionally Qualified, or better,

within the past 12 months and must have flown 5 hours in model and made two takeoffs and landings

within the last 90 days.

2. Must have satisfactorily completed the ground phase of the NATOPS evaluation check, including

COT/WST emergency procedures check (if available), and be considered qualified by the Com-

manding Officer of the unit having custody of the aircraft.

5.4.2

Requirements For Various Flight Phases.

5.4.2.1

Solo. Not less than 5 hours first pilot time in model.

5.4.2.2

Initial NATOPS Qualification. Not less than 10 hours in model.

5.4.2.3

Night. Not less than 10 hours in model.

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5.4.2.4

Cross Country.

1. Have a minimum of 15 hours in model.

2. Have a valid instrument card.

3. Have completed at least one night familiarization flight.

5.4.2.5

Carrier Qualification. Have a minimum of 50 hours in A-D series (15 hours in A-D series with

a current NATOPS in Type/Model, and FA-18 CAT1 or CAT2 transition syllabus complete), and meet

the requirements set forth in the LSO NATOPS manual.

5.4.3

Ceiling/Visibility Requirements. Prior to the pilot becoming instrument qualified in the

aircraft, field ceiling/visibility and operating area weather must be adequate for the entire flight to be

conducted in a clear air mass according to Visual Flight Rules. After the pilot becomes instrument

qualified, the following weather criteria apply:

TIME IN

CEILING (Ft)/VISIBILITY (Mi)

MODEL

(HR)

10 to 20

800/2; 900/1-1/2; 1000/1

20 to 45

500/3; 600/2; 700/1

Over 45

Field minimums or 200/1/2 whichever is higher

Where adherence to these minimums unduly hampers pilot training, Commanding Officers may

waive time-in-model requirements for actual instrument flight, provided pilots meet the following

criteria:

1. Have a minimum of 10 hours in model

2. Completed two simulated instrument sorties

3. Completed two satisfactory tacan penetrations.

Weather minimums for a replacement pilot (RP) with an instructor pilot (IP) in the rear seat of an

F/A-18B/D aircraft are 300 feet/1 mile for takeoff and landing. If the RP has over 45 hours in model,

field minimums or 200 feet/ ½ mile, whichever is higher, will apply.

5.4.4 Ferry Squadrons. Training requirements, check-out procedures, evaluation procedures, and

weather minima for ferry squadrons are governed by the provisions contained in OPNAVINST 3710.6.

5.5 WAIVERS

5.5.1 Unit Commanders Authority. Unit commanders are authorized to waive, in writing, minimum

flight and/or training requirements in accordance with OPNAVINST 3710.7 (Series).

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A1-F18AC-NFM-000

CHAPTER 6

Flight Preparation

6.1 MISSION PLANNING

6.1.1 General. The pilot shall be responsible for the preparation of required charts, flight logs,

navigation computations including fuel planning, checking weather and NOTAMS, and for filing

required flight plans. Refer to Part XI, Performance Data, to determine fuel consumption, correct

airspeed, power settings, and optimum altitude for the intended flight mission. Planned minimum on

deck fuel should not be less than 1,500 lbs. Planning data for specialized missions is contained in the

NTRP 3-22.4-FA18A-D and NTRP 3-22.2-FA18A-D NATIP.

6.1.2 Flight Codes. The proper kind of flight classification and codes to be assigned individual

flights are established by OPNAVINST 3710.7.

6.2 BRIEFING/DEBRIEFING

6.2.1 Briefing. The flight leader is responsible for briefing all flight members on all aspects of the

mission to be flown. A briefing guide or syllabus card, as appropriate, is to be used in conducting the

briefing. Each flight member shall maintain a kneepad and record all flight numbers, call signs, and all

other data necessary to assume the lead and complete the assignment. However, this does not relieve

the flight leader of the responsibility for briefing all flight members in the operation and conduct of the

flight. The briefing guide includes the following:

6.2.1.1

General Mission Briefing Guide.

Assignments

Aircraft assigned, call sign, and deck spot when appropriate

Engine start, taxi, and takeoff times

Visual signals and rendezvous instructions

Mission

Primary

Secondary

Operating area

Control agency

Time on station or over target

Weapons

Safety

Arming, dearming

Duds

Special routes with ordnance aboard

Minimum pull-out altitude

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Jettison area

Communications

Frequencies

Radio procedure and discipline

Navigational aids

Identification and ADIZ procedures

Weather

Local area

Local area and destination forecast

Weather at alternate

High altitude weather for the jet stream, temperature, and contrail band width

Navigation and Flight Planning

Takeoff speed

Takeoff distance

Abort distance

Crosswind effects

Climb out

Mission route, including ground controlling agencies

Fuel/oxygen management

Marshal

Penetration

GCA or CCA

Recovery

Emergencies

Aborts

Divert fields

Bingo and low state fuel

Waveoff pattern

Ready deck

Radio failure

Loss of visual contact with flight

Ejection

SAR procedures

System failures

Air Intelligence and Special Instructions

Friendly and enemy force disposition

Current situation

Targets

Safety precautions

ECM and ECCM

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6.2.1.2

Operating Area Briefings. Prior to air operations in and around a new area, it is mandatory

that a comprehensive area briefing be given including, but not limited to, the following:

Bingo Fields

Instrument approach facilities

Runway length and arresting gear

Terrain and obstructions

Emergency Fields

Fields suitable for landing but without required support equipment

Include information under Bingo fields

SAR Facilities

Type

Frequencies

Locations

6.2.2 Debriefing. Postflight debriefing is an integral part of every flight. The flight leader should

review the entire flight from takeoff to landing, including not only errors and poor techniques, but also

the methods of correcting them. Also, the flight leader shall cover any deviations from standard

operating procedures.

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CHAPTER 7

Shore-Based Procedures

7.1 PREFLIGHT CHECK

7.1.1 Line Operations. The yellow sheet must be checked for flight status, configuration, armament

loading, and servicing prior to manning the aircraft. At least the 10 previous B sections should be

reviewed for discrepancies and corrective action. Weight and Balance clearance is the responsibility of

the maintenance department.

7.1.2 Exterior Inspection. The exterior inspection is divided into 24 areas. The inspection begins at

the left fuselage and continues around the aircraft in a clockwise direction. Check doors secure and be

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

1. Nose landing gear

a. Drag brace/fairing - CHECK CONDITION

b. Drag brace ground safety pin - REMOVED

c. Holdback fitting - CHECK CONDITION

d. Tires and wheels - CHECK CONDITION

e. Tire pressure - 150 psi (ashore) 375 psi (afloat) (gauges on some aircraft)

f. Ensure key washer not in direct contact with wheel hub.

g. Strut piston chrome exposed - 3 TO 4 INCHES

h. Launch bar - CHECK CONDITION

i. Nosewheel steering assembly - CHECK CONDITION

j. Tiedown rings (2) - CHECK FOLDED AGAINST STRUT

k. Taxi and approach lights - CHECK CONDITION

l. Strut pressure gauges (2) - CHECK vs. Strut Servicing Plate

m. Retract actuator - CHECK CONDITION

n. Strut - CHECK CONDITION

2. Nose wheelwell - CHECK

a. Emergency brake accumulator pressure - CHECK (2,600 psi minimum)

b. Digital display indicator - NO FLAGS

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c. APU emergency shutdown switch - NORMAL

d. Doors and linkages - CONDITION

e. BRCU - CYCLE (if applicable)

Nose section (left side) - CHECK

a. Gun - PREFLIGHT

b. U BATT/E BATT circuit breakers - CHECK

c. Pitot static probe - CONDITION

d. Pitot static drains (5) - CLOSED

e. AOA probe - CHECK CONDITION

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

and pushing the AOA probe.

(2) No bends, dents, dings, or other surface discrepancies.

f. Forward UHF antenna - CONDITION

g. Radome - SECURE (2 points)

Nose section (top) - CHECK

a. Gun blast diffuser and gun port - CLEAR

Nose section (right side) - CHECK

a. Radome - SECURE (2 points)

b. AOA probe - CHECK CONDITION

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

and pushing the AOA probe.

(2) No bends, dents, dings, or other surface discrepancies.

c. Pitot static probe - CONDITION

d. Refueling receptacle cover - INSTALLED (Door 8R)

Right fuselage - CHECK

a. SMS processor/SMUG - CHECK codes, Door 14R closed/secure

b. Aft UHF antenna - CONDITION

c. Engine intake duct - CLEAR

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A1-F18AC-NFM-000

d. ECS intake - CLEAR

e. Chaff/flare dispenser - PREFLIGHT

(Dispenser module (chaff/flare bucket) or access cover shall be installed.)

7. External fuel tank - PREFLIGHT

a. Refuel cap - DOWN, LOCKED, ARROW FORWARD

b. Precheck valve - DOWN, FLUSH, ARROW UP

8. AIM-7, AIM-120, LDT/SCAM, or NAVFLIR - PREFLIGHT

9. Fuel air heat exchanger intake - CLEAR AND CONDITION

10. Right main wheelwell - CHECK

a. Doors and linkages - CONDITION

b. APU accumulator - PRESSURE, TEMPERATURE, PISTON POSITION

c. Landing gear downlock and retract actuators - CONDITION

d. Downlock pin - REMOVED

e. Hydraulic filter indicators - NOT POPPED

f. APU accumulator pump handle - CONDITION, SECURITY, PIN

g. Main fuel line clamps secure and safety wires attached.

11. Right main landing gear - CHECK

a. Tire - TREAD WEAR, PRESSURE 250 psi (ashore) 350 psi (afloat) (gauges on some aircraft)

b. Brake wear indicator - CHECK

c. Shrink links and planing links - CONDITION

d. Shock strut pressure - CHECK

e. Tiedown rings and springs - CONDITION

12. Right wing - CHECK

a. Leading edge flap - CHECK CONDITION

b. Pylons and external stores -

(1) Breech caps tight

(2) If applicable, cartridge installed indicator present (protruding from breech cap w/ext stores

loaded)

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F18. FLIGHT MANUAL (2008) - page 5