F18. FLIGHT MANUAL (2008)

A1-F18AC-NFM-000

(3) Retainer clip in place and horizontal to the deck

(4) Auxiliary cap tight

c. Navigation lights - CONDITION

d. Wingfold area - CONDITION

e. Wingfold lugs - CONDITION

f. LAU-7 - Ensure doors secure, power supply installed, and either nitrogen bottle or HiPPAG

installed.

g. AIM-9 - PREFLIGHT

h. Aileron - CONDITION, FAIRED WITH WINGS FOLDED

i. Trailing edge flap - CHECK CONDITION

13. Right aft fuselage - CHECK

a. Hydraulic reservoir gauge - CHECK

b. Vertical stabilizer and rudder - CONDITION

(1) Navigation, formation, and strobe lights - CONDITION

(2) Fuel vent port and dump mast - CLEAR

c. Stabilator - CONDITION

d. Exhaust nozzle, afterburner section, turbine blades - CONDITION

14. Arresting hook area - CHECK

a. Arresting hook - CONDITION (pin removed)

15. Left aft fuselage - CHECK

a. Exhaust nozzle, afterburner section, turbine blades - CONDITION

b. Stabilator - CONDITION

c. Vertical stabilizer and rudder - CONDITION

(1) Fuel vent port and dump mast - CLEAR

(2) Formation and strobe lights - CONDITION

d. Hydraulic reservoir gauge - CHECK

16. Aft fuselage underside - CHECK

III-7-4

ORIGINAL

A1-F18AC-NFM-000

a. APU intake and exhaust - CLEAR

b. ATS exhaust - CLEAR

17. Left wing - CHECK

a. Trailing edge flap - CHECK CONDITION

b. Aileron - CONDITION, FAIRED WITH WINGS FOLDED

c. AIM-9 - PREFLIGHT

d. LAU-7 - Ensure doors secure, power supply installed, and either nitrogen bottle or HiPPAG

installed.

e. Wingfold area - CONDITION

f. Wingfold lugs - CONDITION

g. Navigation lights - CONDITION

h. Pylons and external stores -

(1) Breech caps tight

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

loaded)

(3) Retainer clip in place and horizontal to the deck

(4) Auxiliary cap tight

i. Leading edge flap - CHECK CONDITION

18. Left 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

19. Left main wheelwell - CHECK

a. Doors and linkages - CONDITION

b. Landing gear downlock and retract actuators - CONDITION

c. Downlock pin - REMOVED

III-7-5

ORIGINAL

A1-F18AC-NFM-000

d. Hydraulic filter indicators - NOT POPPED

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

20. Fuel air heat exchanger intake - CLEAR AND CONDITION

21. Station 4 - PREFLIGHT

22. Chaff/flare dispenser - PREFLIGHT

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

23. Forward fuselage underside - CHECK

a. Loose fasteners and fluid leaks - CHECK

b. Centerline station/store - PREFLIGHT

c. Fuselage fuel cavity drains - CHECK

24. Left fuselage - CHECK

a. Engine intake duct - CLEAR

b. ECS intake - CLEAR

c. Total temperature probe - CONDITION

d. RLCS door - CHECK

7.1.3 Before Entering Cockpit

1. Boarding ladder - SECURE (2 points)

2. Aircraft upper surfaces - CONDITION

3. Windshield - SECURE

Push up on windshield bow to make sure the windshield is secure.

4. Canopy jettison rocket motors - Nozzles down (F/A-18A/C)

5. Ejection seat safe/arm handle - SAFE & LOCKED

6. Ejection seat - PREFLIGHT

SJU-5/6

a. Ejection seat manual override handle - Check handle full down and manual override initiator

maintenance pin removed from sear.

b. Time release mechanism trip rod - Check time release mechanism trip rod secured to bulkhead

and engaged in time release mechanism. Check red color band on trip rod not visible. Check

maintenance pin removed from sear.

III-7-6

ORIGINAL

A1-F18AC-NFM-000

Right trombone assembly - Hoses connected and retaining pin installed.

Ballistic gas disconnect - Check engaged and red band not visible.

Survival kit release handle - Check full down.

Leg restraint lines - Check lines secured to cockpit floor, lines not twisted, and line pins locked

into front of ejection seat.

Ejection seat firing initiators - Check firing linkage connected to sears.

Survival kit emergency oxygen - Check pressure gauge, emergency oxygen green ring stowed

inboard of left thigh cushion, and automatic emergency oxygen operating cable lanyard

connected to cockpit floor.

Rocket motor initiator - Check initiator cable lanyard connected to drogue gun trip rod without

excessive cable hanging from initiator housing. Initiator sear installed with cable lever

assembly link inserted, maintenance pin removed from sear. Left trombone assembly con-

nected with quick release pin inserted.

Drogue gun trip rod - Check drogue gun trip rod secured to bulkhead and engaged in drogue

gun with maintenance pin removed from sear. Check that red color band on trip rod is not

visible.

Top latch mechanism - Check that top latch plunger and locking indicator is flush with the end

of the top latch mechanism housing and the main beam.

If the top latch mechanism check does not meet the outlined require-

ments, the seat could come loose on the mounting rails.

l. Catapult manifold assembly - Check hoses and manifold connected, and retaining pin installed.

m. Scissor shackle tie-down - Check drogue withdrawal line connected to the drogue slug. Check

forward flap on top of all other flaps and shackle tie routed through eyelet in top flap and

routed through both drogue shackle and extender strap. Check scissor mechanism tied securely

to top of parachute container. Check drogue shackle engaged in scissors, and scissors release

plunger extended against moveable scissor arm with plunger pin visible on top of scissors

plunger.

n. Parachute risers - Check risers routed down forward face of the parachute container and routed

behind retaining strap sensing-release secure and ease of operation, and seawater activated

release system for proper installation.

o. Radio beacon lanyard - Check lanyard secured to seat bucket.

III-7-7

ORIGINAL

A1-F18AC-NFM-000

p. Check lap belts secure. Pull up strongly on each belt to make sure bolt fittings are engaged in

seat. Check front end of survival kit secured to seat. Pull up on front end of kit to test security.

If any portion of the survival kit cushion is moved to gain access to

components underneath, unsnap cushion retaining snaps by a forward/up

motion (not back/aft) and resnap by an aft/down motion.

SJU-17 AND SJU-17A

a. Ejection seat manual override handle - full down and locked.

b. Right pitot - stowed.

c. Ballistic gas quick-disconnect - connected indicator dowel flush or slightly protruding.

d. Top latch plunger - Check that locking indicator is flush with the end of the top latch plunger.

If the top latch plunger check does not meet the outlined requirements,

the seat could come loose on the mounting rails.

Catapult manifold valve - Check hoses and manifold connected, and retaining pin installed.

Parachute withdrawal line - connected, secure.

Parachute container lid - secure.

Left pitot - stowed.

Electronic sequencer - expended unit indicator (EUI) not activated. (Black sequencer - OK,

White - CHECK THERMAL BATTERIES NOT ACTIVATED).

Thermal batteries - expended unit indicator (EUI) not activated. (White or pink - OK, Black

or purple - expended)

Oxy/comm lines - connected secured.

Survival kit -

(1) Oxy/comm lines - connected, secure.

(2) Emergency oxygen gauge - black area.

(3) Radio beacon - secured.

m. Radio beacon lanyard - Check lanyard secured to cockpit floor.

Ensure that the lanyard and quick release connector are positioned forward of the underseat

rocket motor tubes.

III-7-8

ORIGINAL

A1-F18AC-NFM-000

o. Check lap belts secure. Pull up strongly on each belt to make sure bolt fittings are engaged in

seat. Check front end of survival kit secured to seat. Pull up on front end of kit to test security.

p. Negative g-strap - secure in seat bucket (SJU-17(V)1/A, 2/A, 9/A).

q. Leg restraint lines - Check lines secured to cockpit floor, lines not twisted, and line pins locked

into front of ejection seat.

r. Ejection seat firing initiators - Check firing linkage connected to sears.

s. Parachute risers - Check risers routed down forward face of the parachute container and routed

behind retaining strap, sensing-release secure and ease of operation, and SEAWARS for proper

installation.

t. Backpad adjustment handle - Set to desired position (SJU-17A(V)1/A, 2/A, 9/A).

For solo flight in F/A-18B/D -

7. Rear cockpit - SECURED

a. Check ejection seat SAFE/ARM handle in SAFE.

b. Ensure ejection seat handle pin is removed.

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

d. Secure all loose items, including harnessing and JHMCS QDC.

e. Standby attitude reference indicator - CAGE/LOCK

f. EMERG BRK handle - IN

Anti-skid is not available with the rear cockpit EMERG BRK handle in

the emergency position.

8. SEAT CAUT MODE switch - SOLO/PIN INSTALLED

7.1.4 Interior Check

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

probable.

1. Harness and rudder pedals - SECURE/ADJUST

Fasten and secure leg restraint garters and lines. One garter is worn on the thigh approximately 3

inches above the knee and one garter is worn on the lower leg just above the boot top. Check leg

garters buckled and properly adjusted with hardware on inboard side of the legs. Check that lines are

III-7-9

ORIGINAL

A1-F18AC-NFM-000

secured to seat and floor and not twisted. Check that leg restraint lines are routed first through the

thigh garter ring, then through the lower garter ring, and then routed outboard of the thigh garter

ring before the lock pins are inserted into the seat just outboard of the snubber boxes. Connect

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

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

secure leg restraint garters and lines. Check leg garters buckled and properly adjusted with hardware

on inboard side of the legs. Connect and adjust lap belt straps. Attach parachute Koch fittings to

harness buckles. Check operation of shoulder harness locking mechanism.

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

ensure that the legs are pulled back upon ejection. This enhances seat

stability and prevents leg injury by keeping the legs from flailing

following ejection.

• Failure to route the restraint lines properly through the garters and

properly position leg restraints could cause serious injury during

ejection/emergency egress.

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

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

ensure that no entanglement exists with the oxygen hose. Misrouting

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

hose disconnect causing unintentional oxygen/communications dis-

connect in flight.

Ejection control handle - CLEAR

Left console -

Circuit breakers (4) - IN

Manual canopy handle - STOWED

Nuclear weapon consent switch - AS DESIRED

MC and HYD ISOL switches - NORM

LOX Aircraft -

OXYGEN supply lever - OFF

OBOGS Aircraft -

5. OBOGS control switch - OFF

a. OXY FLOW knob - OFF

III-7-10

ORIGINAL

A1-F18AC-NFM-000

b. OBOGS monitor pneumatic BIT plunger - VERIFY UNLOCKED AND FULLY EXTENDED

Inadvertent rotation of the OBOGS monitor pneumatic BIT plunger

while pressed can result in the locking of the plunger in a maintenance

position and intermittent OBOGS DEGD cautions and lead to hypoxia.

Rotation of the BIT plunger disengages the locking slot allowing the

plunger to extend and move freely when pushed.

All Aircraft -

6. COMM 1/IFF ANT SEL switches - AUTO/BOTH

7. COMM panel - SET

a. Relay, cipher, squelch and guard - OFF

b. ILS - SET FREQUENCY/UFC

c. Master, mode 4, and crypto switches - NORM/OFF/NORM

8. VOL panel - SET AS DESIRED

9. GEN TIE CONTROL switch - NORM (guard down, aircraft 162394

AND UP)

10. FCS GAIN switch - NORM

11. PROBE switch - RETRACT

12. EXT TANKS switches - NORM

13. DUMP switch - OFF

14. INTR WING switch - NORM

15. EXT LT panel - SET

16. Throttles - OFF

17. PARK BRK handle - SET

18. LDG/TAXI LIGHT switch - OFF

19. ANTI SKID switch - ON

20. FLAP switch - FULL

21. SELECT JETT knob - SAFE

22. LDG GEAR handle - DN

III-7-11

ORIGINAL

A1-F18AC-NFM-000

23. Landing gear handle mechanical stop - FULLY ENGAGED

24. CANOPY JETT handle - FORWARD

Instrument panel -

1. MASTER ARM switch - SAFE

2. FIRE and APU FIRE warning lights - NOT PRESSED IN

If the light(s) is/are pressed, approximately 1/8 inch of yellow and black stripes are visible around

the outer edges of the light(s).

3. L(R) DDI, HI/MPCD, and HUD knobs - OFF

4. Altitude source - SELECT

5. ATT switch - AUTO

6. COMM 1 and 2 knobs - OFF

7. ADF switch - OFF

8. ECM mode - OFF

9. Dispenser select knob/dispenser switch - OFF

10. AUX REL switch - NORM

11. Clock - CHECK AND SET

12. Standby attitude reference indicator - CAGE/LOCK

13. IR COOL switch - OFF

14. SPIN switch - GUARD DOWN/OFF

Right console -

1. Circuit breakers (4) - IN

2. HOOK handle - UP

3. WING FOLD handle - SAME AS WING POSITION

4. AV COOL or FCS COOL switch - NORM

5. Radar altimeter - OFF

6. GEN switches - NORM

7. BATT switch - OFF

8. ECS panel - SET

III-7-12

ORIGINAL

A1-F18AC-NFM-000

a. MODE switch - AUTO

b. CABIN TEMP knob - 10 O’CLOCK

c. CABIN PRESS switch - NORM

d. BLEED AIR knob - NORM and DOWN

e. ENG ANTI ICE switch - OFF

f. PITOT ANTI ICE switch - AUTO

9. DEFOG handle - MID RANGE

10. WINDSHIELD switch - OFF

11. INTR LT panel - AS DESIRED

12. Sensors - OFF

13. KY-58 panel - SET

14. AN/AWB-3(V) monitor control - SET

15. NVG container - SECURE/NVG STOW (if required)

7.1.5 Engine Start. With an external power start, all electrical systems except those on external

power switch 3 are operative. With a battery start, power is available to operate the APU and engine

fire warning systems, the intercom system between the pilot and the ground, the cockpit utility light

and EMI/IFEI.

For external air start, ensure that bleed air knob is OFF to avoid ATS

damage.

When the engine crank switch is moved to L or R, the air turbine starter control valve (ATSCV)

opens and the air turbine starter (ATS) rotates the engine thru the AMAD. Engine rotation is apparent

almost immediately and can be seen on the tachometer. During operation below flight idle, the nozzles

may go closed or oscillate. After the engine lights-off and accelerates to approximately 60% rpm, the

engine crank switch returns to OFF. After both generators are on the line, the APU runs for 1 minute,

and then shuts down.

The right engine is normally started first to provide normal hydraulics to the brakes. Rapid stick

movement with only the right engine running may cause the priority valve to cut off brake pressure.

• To prevent engine damage during start, if an engine was not idled for

5 minutes prior to shutdown and a restart must be made between 15

III-7-13

ORIGINAL

A1-F18AC-NFM-000

minutes and 4 hours after shutdown, the engine must be motored for

1 minute at 24% N₂.

• A flashing IFEI panel during engine start is indicative of a failing SDC

or batteries that might not provide adequate power to the flight

control computers in the event of dual generator failure. Further

troubleshooting is required. Do not apply external power.

NOTE

To perform a valid battery status check, the check must be

accomplished without ground power applied or either generator on line.

Aircraft 161353 THRU 161528 -

1. Battery operation - CHECK

a. Battery switch - ORIDE

b. BATT SW caution - CHECK DISPLAYED

c. Battery switch - ON (caution removed)

Aircraft 161702 AND UP -

1. Battery status - CHECK

a. Battery switch - ORIDE

b. E BATT voltage - CHECK

After battery switch in ORIDE for minimum of 5 seconds, check for minimum voltage of

23.5

volts.

c. Battery switch - ON

d. U BATT voltage - CHECK

After battery switch in ON for minimum of 5 seconds, check for minimum voltage of 23.5 volts.

With cold weather temperatures down to -18°C a minimum of 20.5 volts on the UBATT is

acceptable.

With external electrical power -

1. EXT PWR switch - RESET

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

3. L(R) DDI, HI/MPCD, and HUD - ON

4. COMM 1, 2, and ADF - AS DESIRED

5. Warning and caution lights - TEST

6. Inertial navigation system - ENTER WAYPOINTS DESIRED

III-7-14

ORIGINAL

A1-F18AC-NFM-000

All starts -

BATT switch - ON (if not previously ON)

FIRE warning test - PERFORM

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

successfully passed)

FIRE test switch - NORM (pause 7 seconds or cycle BATT switch for system reset)

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

successfully passed)

NOTE

• During a successful FIRE warning test, ALL of the following lights

should illuminate in each TEST position: both FIRE lights (all 4

bulbs), the APU FIRE light (all 4 bulbs), and both L and R BLEED

warning lights. Additionally, the following voice aural warnings should

be heard in order: ″Engine fire left, engine fire right, APU fire, bleed

air left, bleed air right″ (each repeated twice).

• A complete FIRE warning test is performed in each TEST position

because it is difficult to recognize a single unlit bulb in a FIRE light.

Since an aural warning does not annunciate if any of the FIRE or

BALD loops are bad, lack of an aural warning is the best cue to the

aircrew of a test failure.

If APU start -

3. APU ACC caution light - OFF

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

If fire or overheat condition is detected, the APU shuts down.

• To prevent running engagements during APU coast-down and to

prevent APU exhaust torching, a minimum of 2 minutes must elapse

between APU shutdown and another APU start.

• To preclude APU/ATS damage on aircraft 161353 THRU 163175

BEFORE IAYC 853, ensure generator switches are ON and bleed air

aug is OFF.

If external air start -

3. BLEED AIR knob - OFF

III-7-15

ORIGINAL

A1-F18AC-NFM-000

All starts -

4. ENG CRANK switch - R

Uncommanded stick motion during engine start is abnormal and aircraft

shall not be flown prior to maintenance action.

Holding the engine crank switch in L or R may cause ATS damage. Shut

down the APU only when engine crank switch is OFF. On aircraft 161353

THRU 163175 BEFORE IAYC 853, shutting down the APU while

cranking the engine with the opposite engine running can cause APU

surge.

5. Right throttle - IDLE (15 % rpm minimum)

Maximum EGT during start is 815°C.

NOTE

On aircraft 161353 THRU 162889, setting any ground power switches

to ON with an engine driven generator on line activates a false MMP

code 884 (ground power circuit fail).

6. GPWS Voice Alerts - CHECK (OFP 15C AND UP: ″ROLL LEFT, ROLL LEFT″) (OFP 13C:

″ROLL OUT, ROLL OUT″)

NOTE

In aircraft with MC OFP

13C AND UP, MC1

does an ACI

configuration check after the generator comes online during a cold

start power-up. Successful completion of the check is indicated by

system initiation of a ″ROLL OUT″ (for OFP 13C) or ″ROLL LEFT″

(for 15C) voice alert. If no voice alert is heard, GPWS is disabled and

the GPWS option on the MENU/HSI/DATA/AC sublevel display will

not be present. If an incorrect voice alert is heard on startup or the

GPWS option is not present, notify maintenance and commence

troubleshooting the GPWS, ACI, and CSC system components and

wiring.

All aircraft -

7. L(R) DDI, HI/MPCD, HUD, and UFC avionics, and radar altimeter - ON

III-7-16

ORIGINAL

A1-F18AC-NFM-000

If the DDI or HI/MPCD do not come on, they may not be properly

secured to the instrument panel. Do not launch with an improperly

secured DDI or HI/MPCD.

If ATS caution is on when the DDI comes on, shut down engine to avoid

starter damage.

8. HMD switch (if applicable) - ON

9. EMI/IFEI - CHECK

a. After engine start, it may be necessary to advance power above IDLE to get the ECS turbine

started.

Ground idle -

F404-GE-400

F404-GE-402

N₂

61 to 72%

63 to 70%

EGT

190° to 590°C

Fuel flow

420 to 700 pph

420 to 900 pph

Nozzle

73 to 84%

Oil pressure (warm oil)

45 to 110 psi

NOTE

For fuel temperatures in excess of 38°, the lower oil pressure can vary

as much as 10 psi.

If APU or crossbleed start -

10. BLEED AIR knob - CYCLE THRU OFF TO NORM

The bleed air shutoff valves close during the fire warning test and the BLEED AIR knob must be

cycled thru OFF to NORM with ac power on to reset the valves.

11. Warning and caution lights - TEST

For a crossbleed start, ensure APU switch is OFF and a minimum of 80% rpm and 1,900 pph fuel flow.

12. ENG CRANK switch - L

13. Left throttle - IDLE (15% rpm minimum)

14. ENG CRANK switch - CHECK OFF

If external air start -

15. BLEED AIR knob - RETURN TO NORM

III-7-17

ORIGINAL

A1-F18AC-NFM-000

All starts -

16. EMI/IFEI - CHECK

17. External electrical power - DISCONNECT (if required)

7.1.6 Before Taxi

1. Waypoint zero and magnetic variation - CHECK

NOTE

To achieve the best align quality and align complete in the minimum

time, waypoint zero should be the true position within 0.01 nautical

miles (60 feet or 0.6 seconds.)

2. INS knob - CV, GND (parking brake set) or IFA (functioning GPS)

3. RADAR knob - OPR

4. WING FOLD - SPREAD AND LOCK

• Wait 5 seconds after wings are fully spread before placing the WING

FOLD handle to LOCK. Placing the WING FOLD handle to LOCK

before the wings are fully spread removes the WING UNLK caution

even though the wings are not fully spread and could cause severe

damage to the wing fold transmission.

• The wingfold control handle should smoothly go into the LOCK

position. Forcing the handle could cause damage to the wingfold

system.

5. FCS RESET button - PUSH

If the wings are folded, verify aileron Xs are present.

To avoid damaging the flaps, ensure ailerons are not faired inboard prior

to raising the flaps, conducting IBIT, or running FCS exerciser. Proper

aileron position can be determined either visually or by verifying an

aileron position of 0 or down arrow on the FCS page.

NOTE

Xs appear in CH 1/3 of the PROC row on the FCS page with INS

ATT caution set and/or the ATT switch is placed to STBY.

If no reset -

a. T/O trim button - PUSH (note TRIM advisory)

III-7-18

ORIGINAL

A1-F18AC-NFM-000

b. FCS exerciser mode - INITIATE

Lift FCS BIT consent switch and push FCS RESET button simultaneously.

If still no reset -

c. FCS circuit breakers - PULL 4 CHANNELS

d. Wait 10 seconds.

e. FCS circuit breakers - RESET

f. FCS RESET button - PUSH

6. FLAP switch - AUTO

7. FCS RESET button and paddle switch - ACTUATE SIMULTANEOUSLY

8. FLAP switch - HALF

9. FCS INITIATED BIT - PERFORM

a. AOA warning tone - VERIFY ANNUNCIATION AT FCS IBIT COMPLETION

Flight with any PBIT BLIN other than 51, 124, 322 and 336, or IBIT

BLIN 4124, 4263, 4322, 4336, 4522, 4526, 4527, 4773, 4774, and 70261 can

result in a flight control system failure and aircraft loss. If IBIT detects

any failure other than those indicated by the IBIT BLINs listed above,

IBIT must be performed again, following an FCS reset, to ensure the

detected failure no longer exists. Pressing the FCS reset button, simul-

taneously with the paddle switch, does not correct BIT detected flight

control system failures; it simply clears the BLIN code(s) from the

display. If the second IBIT is not successful, the aircraft requires

corrective maintenance action to address the failure(s).

• If wings are folded, check both ailerons Xd out. Even with wings folded

there are aileron functions tested that may reveal problems via valid

BLIN codes.

• Auto throttle system performance is degraded if IBIT results in BLIN

code 124, 322, 336, 4124, 4322, 4336, 4522, 4526, 4527, 4773, or 4774.

These BLIN codes require no maintenance action to be taken prior to

flight, but use of the auto throttle system is prohibited.

• If BLIN 51 does not reset after airborne, wing-fold function may not be

available after landing.

III-7-19

ORIGINAL

A1-F18AC-NFM-000

10. Trim - CHECK

Check pitch, roll, and yaw trim for proper movement and then set for takeoff.

NOTE

Actuation of roll trim within

20 seconds of FCS IBIT with wings

folded inhibits roll trim. Roll trim is reactivated by pressing the T/O

Trim button with WOW.

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

If a trim advisory does not appear, abort. If takeoff trim is not set, full NU stabilator movement

may not be available and takeoff distance will increase. T/O TRIM button sets 12° NU.

12. FLAP switch - AUTO

13. Controls - CHECK

Tolerance for rudder and stabilator position is ±1°.

a. Control stick - CYCLE

Full aft:

24 NU stabilator

Full fwd:

3 NU

R/L Aileron: CHECK 20 units differential stabilator.

CHECK differential trailing edge flaps

b. FLAP switch - HALF

c. Rudder pedals - CYCLE 30° left and right

14. Trim - SET FOR TAKEOFF

If takeoff trim is not set, full leading edge down stabilator movement may not be available and

takeoff distance will increase.

15. PROBE, speedbrake, LAUNCH BAR switches, HOOK handle and pitot

heat - CYCLE

(LAUNCH BAR optional for shore based operations.)

16. Air scoop - CHECK

a. AV COOL or FCS COOL switch - EMERG

FCS ram air scoop deploys (thumbs up from plane captain).

b. Plane captain manually restows scoop.

17. APU - VERIFY OFF

18. Fuel - BIT/SET BINGO

19. Altimeter - SET

20. GPWS/TAWS - BOXED

21. Mission data - ENTER

III-7-20

ORIGINAL

A1-F18AC-NFM-000

22. BIT - NOTE DEGD/FAIL

23. Weapons/sensors - AS REQUIRED

24. STORES page - VERIFY PROPER STORE INVENTORY AND STATION STATUS

25. HMD - ALIGN (both cockpits)

NOTE

Canopy must be down and locked to align HMD/AHMD.

(CVRS record HMD if desired)

a. SUPT/HMD/ALIGN page - SELECT

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

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

FAIL

If ALIGN FAIL -

d. Repeat steps b and c.

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

d. Perform FINE ALIGN.

(1) With FA DXDY displayed, use TDC to align azimuth and elevation HMD alignment

crosses with the HUD/BRU alignment cross.

(2) Cage/Uncage button - PRESS and RELEASE

(3) With FA DROLL displayed, use TDC to align the roll axis HMD alignment crosses with the

HUD/BRU alignment cross.

(4) Cage/Uncage button - PRESS and RELEASE

If satisfied with alignment -

e. ALIGN - UNBOX

26. Standby attitude reference indicator - UNCAGE

27. ATT switch - STBY

Verify INS attitude data is replaced by standby attitude data on HUD. Check agreement of

standby and INS data. Verify Xs appear in CH 1/3 of the PROC row on the FCS page.

28. ATT switch - AUTO

LOX Aircraft -

29. Oxygen system - CHECK

III-7-21

ORIGINAL

A1-F18AC-NFM-000

a. OXYGEN supply lever - ON/MASK ON

b. Oxygen flow - CHECK

c. OXYGEN supply lever - OFF/MASK OFF

If OXYGEN supply lever is ON and the mask is not properly donned, the

flow control valve could freeze in the open position and cryogenic burns

could result.

OBOGS Aircraft -

29. OBOGS system - CHECK

a. OBOGS control switch - ON

b. OXY FLOW knob - ON/MASK ON (both cockpits)

c. OBOGS flow - CHECK

d. OBOGS monitor electronic BIT pushbutton - PRESS AND RELEASE

e. Verify OBOGS DEGD caution set and removed within 15 seconds.

f. OXY FLOW knob - OFF/MASK OFF (both cockpits)

Continued operation and use of the OBOGS system with an OBOGS

DEGD caution may result in hypoxia.

All aircraft -

30. ID - Enter three digit Julian date and event number via UFC

31. Canopy either full up or full down during taxi.

Taxiing with canopy at an intermediate position can result in canopy

attach point damage and failure. Do not open or close the canopy with the

aircraft in motion.

7.1.7 Taxi. As aircraft starts to roll, apply brakes to check operation. When clear, check nosewheel

steering in both directions in the high mode to ensure proper operation. At high gross weight, make all

turns at minimum practicable speed and maximum practicable radius.

III-7-22

ORIGINAL

A1-F18AC-NFM-000

1. Normal brakes - CHECK

2. Nosewheel steering - CHECK

When using brakes, apply firm, steady brake pedal pressures. Use nosewheel steering whenever

possible, minimizing differential braking. Avoid dragging brakes or light brake applications

except as necessary for drying wet brakes. Wet brakes can have as much as 50% reduced braking

capacity. Hard momentary braking with wet brakes during taxi can reduce drying time.

7.2 TAKEOFF

7.2.1 Before Takeoff

1. Canopy - CLOSED

2. OXY FLOW knob or OXYGEN supply lever - ON/MASK ON

It is possible to place the OXY FLOW knob in an intermediate position

between the ON and OFF detents, which may result in a reduced flow of

oxygen. The OXY FLOW knob should always be fully rotated to the ON

or OFF detent position.

IFF - ON

Inertial navigation system - CHECK

On aircraft without GPS, after alignment is complete, NAV may be selected. On aircraft with

GPS or EGI, after alignment is complete, select NAV or IFA.

NOTE

On GPS equipped aircraft, selecting IFA without an OK results

transition to IFA RDR.

PARK BRK handle - FULLY STOWED

MENU checklist - COMPLETE (figure 7-1)

Engines - MIL CHECK (if desired)

F404-GE-400

F404-GE-402

N₂ % RPM

92 to 102

90 to 102

EGT °C

715 to 830

715 to 880

FF pph

6,000 to 9,000

6,000 to 12,500

NOZ %

0 to 57

0 to 48

OIL psi (warm oil)

95 to 180

Check if desired

7.2.2 Normal Takeoff. Set takeoff trim to 12° and ensure the speedbrake is retracted. The aircraft

should be aligned with the centerline of the runway for individual takeoffs. When in position, roll

forward slightly to center the nose wheel and select low gain nosewheel steering. As the takeoff roll is

III-7-23

ORIGINAL

A1-F18AC-NFM-000

NOTE

D The STAB POS values represent degrees are followed by NU (nose up) or ND (nose down). The values may

range from 24 NU to 10 ND. Takeoff trim is set to 12° NU STAB POS.

D EJECT SEL is displayed on F/A-18B/D aircraft only.

D Maximum vertical g - Maximum vertical acceleration experienced during the most recent landing, rounded to

the nearest .01 g.

D Aircraft weight - The aircraft gross weight rounded to the nearest 100 lbs, or with MC OFP 13C AND UP, the

aircraft gross weight rounded to the nearest pound. If aircraft weight is invalid the weight symbology stops

being updated and flashes. When either the SDC or SMS detects a fault, the aircraft weight flashes and FUEL

INV, FUEL EST, SMS INV, or SMS EST is displayed. The MC continues to update the total aircraft weight

unless both the SDC and SMS indicate invalid, then the weight stops being updated.

D In the CV environment it is recommended that the takeoff checklist be completed from bottom to top.

Figure 7-1. Checklist Display

begun, advance throttles to MIL power and check EGT and RPM. If an afterburner takeoff is desired,

afterburner is selected by moving both throttles into the afterburner range and advancing smoothly to

MAX power. If one afterburner fails to light or blows out during takeoff, the resulting power loss is

significant. Sufficient directional control is available with the rudder and nosewheel steering to

continue the takeoff with asymmetric power. The decision to abort or continue the takeoff depends on

existing circumstances: external stores configuration, runway remaining, and the characteristics of the

afterburner failure since it may indicate problems with the basic engine. Nosewheel steering is used to

maintain directional control throughout the takeoff roll. Differential braking alone may not be

adequate to maintain directional control on takeoff. Also, the drag of the brakes increases the length

of the takeoff roll.

The location of the main landing gear well aft of the CG does not allow the aircraft to be rotated early

in the takeoff roll. The normal rotation technique is to position the stick aft of neutral approaching

nosewheel lift-off speed. Nosewheel lift-off speed depends on weight and CG, however, hold the aft

stick until 6° to 8° nose high attitude (waterline symbol) is reached. Main gear lift-off follows shortly,

and a forward adjustment of stick is necessary to maintain the desired attitude.

For a minimum run takeoff, use full afterburner power. Approaching nosewheel lift-off speed, apply

full aft stick until the aircraft begins to rotate. Adjust the stick to maintain a 10° to 12° nose high

attitude (waterline symbol). Once a positive climb rate is established, ensure the gear handle light is

out and retract the gear. Accelerate to the appropriate climb speed.

III-7-24

ORIGINAL

A1-F18AC-NFM-000

• Improper trim setting (e.g., 10° nose down vice 10° nose up) can reduce

stabilator authority to a level below that required for takeoff.

• Full stabilator (with 12° nose up trim) is not available at airspeeds

greater than approximately 180 knots.

• Takeoff with significant standing water on runway has caused water

ingestion which in extreme cases can cause engine stalls, flameouts,

A/B blowouts, and/or engine FOD. Avoid standing water in excess of

0.25 inch.

• Ensure computed nosewheel liftoff speed does not exceed nose tire

speed limitation (190 knots groundspeed) during takeoffs under cer-

tain combinations of the following conditions: high gross weight, high

pressure altitude, high temperature, or forward CG. See NATOPS

performance charts.

• Analysis has shown that an improperly serviced nose strut can increase

nosewheel liftoff speed by as much as 10 knots.

• Premature aft stick input below nose wheel liftoff speed will increase

takeoff roll.

7.2.3 Crosswind Takeoff. The initial portion of the crosswind takeoff technique is the same as the

normal takeoff. Aft stick pressure should not be applied until approaching liftoff speed.

Do not assume an immediate wing low attitude in order to counteract for wind drift; the pilot cannot

properly judge the wing tip ground clearance on a swept wing aircraft.

7.2.4 Formation Takeoff. Refer to Formation Flight, Chapter 9.

7.2.5 After Takeoff

When definitely airborne -

1. LDG GEAR handle - UP

2. FLAP switch - AUTO

7.2.6 Climb. For visibility over the nose, maintain 350 knots to 10,000 feet. For optimum climb

performance, refer to Part XI.

7.2.7 10,000 Feet

1. Cockpit altimeter - CHECK

2. Fuel transfer - CHECK

III-7-25

ORIGINAL

A1-F18AC-NFM-000

3. Radar altimeter low altitude warning system - CHECK/SET

7.2.8 Cruise. Optimum cruise and maximum endurance should be found in the Performance Data,

Part XI, and is attained by flying the correct Mach number for configuration and altitude. Maximum

range cruise is approximated by establishing 4.2°, but no faster than Mach 0.85. Maximum endurance

is approximated by establishing 5.6° AOA.

When using JP-4 fuel and ambient temperature at takeoff exceeds 85°F,

idle power decelerations between Mach 1.23 and Mach 0.9 may result in

engine flameout.

7.2.8.1

Cruise Check.

1. Cabin pressurization/temperature - MONITOR

During cruise, check cabin pressurization/temperature control. Pressurization shall remain at 8,000

feet up to 23,000 - 24,000 feet altitude. Above 23,000 to 24,000 feet altitude, cockpit pressurization

shall follow schedule in figure 2-37.

AIRCRAFT

CABIN

ALTITUDE

30,000 feet

10,000 to 12,000 feet

40,000 feet

15,000 to 17,000 feet

A slowly increasing cabin pressure altimeter may be the first or only

warning of a gradual loss of cabin pressurization.

7.3 LANDING

7.3.1 Descent/Penetration. Before descent, preheat the windshield by increasing defog air flow

(DEFOG-HIGH) and, if necessary windshield anti-ice/rain air flow (WINDSHIELD ANTI-ICE/

RAIN). Since rapid descents cannot always be anticipated, the maximum comfortable cockpit interior

temperature should be maintained to aid in defrosting the windshield. Normal instrument penetration

is 250 knots and 4,000 to 6,000 feet per minute descent. Refer to Part XI, for optimum descent profiles.

Before starting descent, perform the following:

1. ENG ANTI ICE switch - AS DESIRED

2. PITOT ANTI ICE switch - AUTO

3. DEFOG handle - HIGH

4. WINDSHIELD switch - AS DESIRED

5. Altimeter setting - CHECK

6. Radar altimeter - SET AND CHECK

III-7-26

ORIGINAL

A1-F18AC-NFM-000

7. HUD - SELECT NAV MASTER MODE, COMPARE WITH STANDBY FLIGHT INSTRU-

MENTS AND STANDBY COMPASS

8. Navaids - CROSSCHECK

9. ARA-63 (ILS) - ON AND CHANNEL SET

10. IFF - AS DIRECTED

11. Weapons/sensors - AS REQUIRED

7.3.2 Approach. See figure 7-2. Enter the pattern as prescribed by local course rules. At the break,

reduce thrust and extend the speedbrake (if required). As the airspeed decreases through 250 knots,

lower the landing gear and place the FLAP switch to FULL and ensure that speedbrake is retracted.

Retract speedbrake, if extended. Decelerate to on-speed, and compare airspeed and angle of attack.

Complete the landing checklist. Roll into the base leg and establish a rate of descent, maintaining

on-speed AOA. On-speed without external stores and 2,000 pounds of internal fuel is about 125 knots.

Add about 2.5 knots for each 1,000 pounds increase in fuel and stores. Rate of descent can be

established using the velocity vector on the HUD to set the glide-slope. Avoid overcontrolling the

throttles as thrust response is immediate. Compensate for crosswind by crabbing the aircraft into the

wind on final approach.

1. LAND checklist - COMPLETE

7.3.3 Touchdown.

Maintain approach attitude and thrust setting to touchdown using the lens or make a firm

touchdown at least 500 feet past the runway threshold. At touchdown, place the throttles to IDLE. The

aircraft tends to align itself with the runway. Small rudder corrections (NWS) may be required to keep

the aircraft tracking straight. Using a flared minimum descent rate landing, the WOW switch may not

actuate immediately. In this case, the throttles cannot be reduced to ground idle and may be

inadvertently left in the flight idle position, thereby reducing the deceleration rate and extending the

length of the landing rollout. Track down the runway centerline using rudder pedals to steer the

aircraft. Aerodynamic braking is not recommended. Getting the nosewheel on the ground and use of aft

stick (programmed in by light braking and slowly pulling the stick aft after touchdown so only the

minimum required distance to command full aft stabilator deflection by 100 knots) provides faster

deceleration from the stabilators and more directional control with use of the NWS.

Commanding full aft stick deflection with the ejection seat within 1.75

inches of the top limit can cause the lower ejection handle to snag on the

air-to-air weapon select switch and result in inadvertent ejection. In

particular, during stabilator braking after a full stop landing the control

stick should be pulled back only the minimum required distance to

command full stabilator authority. Inadvertent ejections have occurred

after stabilator braking when the pilot has released full aft stick.

7.3.4 Nosewheel Steering. The nosewheel steering (NWS) is the most effective means of direction-

ally controlling the aircraft during landing rollout. Aerodynamic control surface inputs become

III-7-27

ORIGINAL

A1-F18AC-NFM-000

ineffective below an airspeed of 75-85 knots. Differential braking requires special attention and

technique to control the aircraft below this speed. NWS is activated automatically in the low mode (16°

limit) by weight on the nose and at least one main gear. NWS inputs are commanded through force

sensors behind the minimum displacement rudder pedals allowing for precise directional control. The

NWS does not receive commands through the rolling surface to rudder interconnect (RSRI).

NOTE

Rudder and vertical tail effectiveness is significantly reduced if the

speedbrake is extended during the landing rollout and degrades

directional control during crosswind landings. Aircraft directional

stability is further reduced on a wet runway.

The aircraft can be safely landed with the nosewheel steering failed (castering) in crosswinds up to

25 knots. The aircraft tends to drift more to the downwind side of the runway and corrections are more

difficult. With the anti-skid on, directional control with differential brakes require pumping of the

upwind brake or releasing pressure from the downwind brake. To reduce the risk of blowing the tires,

landing without anti-skid on when heavy braking is anticipated is not recommended.

Engaging the high gain mode of NWS while maintaining a rudder pedal

input causes a large nosewheel transient and may cause loss of directional

control.

NOTE

Using the high gain mode of nosewheel steering (NWS HI) during the

landing rollout is not recommended and may lead to directional pilot

induced oscillations due to the increased sensitivity of the NWS to

rudder pedal inputs.

7.3.5 Landing Rollout. Track down the runway centerline using rudder pedals to steer the aircraft

directionally. Aerodynamic braking is not recommended. Use wheel braking only after the aircraft

main wheels are firmly on the runway.

7.3.6 Braking Technique. Under normal circumstances, the best results are attained by applying

moderate to heavy braking with one smooth application of increasing braking pressure as airspeed

decelerates towards taxi speed. Anti-skid is effective down to approximately 40 KGS. Below 40 KGS,

heavy brake pedal pressure should be relaxed to prevent tire skid. Below 35 KGS, steady but firm

brake pedal pressure should be applied. Steady, light brake applications should be avoided, as they

increase brake heating, do not significantly contribute to deceleration, and ultimately reduce braking

effectiveness. If desired, selecting aft stick (up to full) below 100 KCAS will increase TEU stabilator

III-7-28

ORIGINAL

A1-F18AC-NFM-000

deflection and aid in deceleration. Full aft stick increases down force on the main landing gear, as well

as significantly increasing drag due to large stabilator size.

Recommended braking speeds are based on tests conducted at sea level.

Ground speed may be significantly higher than calibrated airspeed at

airfields above sea level. Aircrew should consider available runway length

and field elevation to evaluate wheel brake usage and landing rollout

distance to avoid excessive brake heat build-up and subsequent tire

deflation or wheel assembly fire when landing at airfields above sea level.

Maximum braking performance is attained by applying full brake pedal pressure (approximately 125

lb) immediately after touchdown. Anti-skid must be on to attain maximum braking performance and

to reduce the risk of a blown tire. Longitudinal pulsing may be felt as the anti-skid cycles. Approaching

40 KCAS, full brake pedal pressure should be relaxed to prevent tire skid.

7.3.7 Crosswind Landing. The optimum technique for crosswind landing is to fly a crabbed

approach, taking out half the crab just before touchdown. For landing in a crosswind greater than 15

knots on a dry runway, the touchdown should be slightly cushioned in order to reduce landing gear

trunion loads. The wing-down top-rudder technique is ineffective in crosswinds greater than 20 knots,

creates excessive pilot workload, and should not be used. Touchdown in a full crab or with all the crab

taken out may cause large directional oscillations which can lead to excessive pilot inputs and

subsequent PIO. Taking out half the crab provides the correct amount of pedal force and resultant

NWS command to start the aircraft tracking down the runway.

When calculating crosswind components for takeoff or landing, use the

full value of any reported gusts in your calculations.

NOTE

Pilot control inputs are not required to counter slightly objectionable

directional oscillations which may occur at and immediately following

touchdown. Minimize stick and rudder pedal inputs until nose

movement is stable. If oscillations continue, execute a go-around.

Subsequent runway centerline tracking requires only small rudder inputs to initiate directional

corrections. Although lateral stick is not generally required during the landing roll, judicious inputs

may be made to counter the upwind wing rocking up. Landing rollouts in crosswinds up to 30 knots

have been accomplished with hands off the control stick with little or no objectionable roll (less than

5°) induced by crosswind or asymmetric stores.

7.3.8 Wet Runway Landing. The aircraft exhibits satisfactory handling characteristics during

landing rollouts on wet runways. However, experience indicates that landing in crosswind conditions

may increase the pilot tendency to directionally overcontrol the aircraft during the landing rollout. Wet

runways can induce hydroplaning throughout the landing rollout. As a result, the aircraft may respond

sluggishly to NWS commands and encourage the pilot to use excessively large control inputs. Rudder

III-7-29

ORIGINAL

A1-F18AC-NFM-000

pedal commands should be kept small, especially if hydroplaning is suspected. Minimum total

hydroplaning speed of the main landing gear tires inflated to 250 psi is 140 knots groundspeed and, for

nose gear tires inflated to 150 psi, is 110 knots. However, some hydroplaning can occur at much lower

speed, depending upon runway conditions. For wet (standing water) runway landings, reduce gross

weight to minimum practical. Concentrate on landing ON SPEED or slightly slow with power coming

off at touchdown. Maintain a constant attitude and sink rate to touchdown. Ensure the throttles are

in ground idle. When comfortable with directional control, use maximum anti-skid braking to minimize

landing distance. Go around if a directional control problem occurs and make an arrested landing.

Delaying the decision to abort the landing and go around can put the pilot in a situation in which he

cannot remain on the runway during the takeoff attempt.

Landing with significant standing water on runway has caused water

ingestion which in extreme cases can cause engine stalls, flameouts, A/B

blowouts, and/or engine FOD. Avoid standing water in excess of 0.25 inch.

7.3.9 Asymmetric Stores Landing. Landing with asymmetric external stores up to 12,000 foot-

pounds of lateral asymmetry requires no special considerations. Above 12,000 foot-pounds of lateral

asymmetry, AOA must be kept below 12° to prevent uncommanded sideslip.

The inboard station is 7.3 feet from the aircraft centerline and the outboard station is 11.2 feet from

the aircraft centerline. A lateral asymmetry of 12,000 foot-pounds occurs with 1,636 pounds of

asymmetry on an inboard station or 1,070 pounds of asymmetry on an outboard station.

Due to landing gear structural limitations, the weight of an asymmetric tip missile and/or internal

wing fuel asymmetry must be used in calculating total aircraft asymmetry. Asymmetry due to internal

wing fuel imbalance is calculated by multiplying the difference of fuel weight between left hand and

right hand wing by 8.0 feet. Fuel weight differences of less than 100 pounds are considered negligible.

Wingtip missile asymmetries can be calculated by multiplying missile weight by 19.5 feet (the distance

of the wingtip station from aircraft centerline.)

If lateral asymmetry exceeds

12,000

foot-pounds, do not exceed

12° AOA. Recommend fly

straight-in approach at optimum approach speed. Do not apply cross controls and make only smooth,

coordinated rudder and lateral stick inputs. In a crosswind, fly a crabbed approach to touchdown.

Field landings (flared) with asymmetries between 17,000 and 26,000

foot-pounds are authorized only at touchdown sink rates up to 500 fpm

due to structural limitations of the landing gear.

7.3.10 Waveoff. Do not delay the decision to take a waveoff to the point that control of the landing

or rollout is in jeopardy. Takeoff distances at MIL or MAX power are short provided the aircraft has

not decelerated to slow speed. Advance the throttles to MIL or MAX as required to either stop the sink

rate or takeoff and maintain angle of attack. Raise the landing gear and flaps only after a safe climb

has been established.

III-7-30

ORIGINAL

A1-F18AC-NFM-000

7.4 POSTFLIGHT

7.4.1 After Landing. Do not taxi with the right engine shut down. With the right engine shut down,

only the accumulators provide hydraulic power for nosewheel steering and brakes.

NOTE

To prevent damage to the moving map servos, keep the HI brightness

selector knob in NIGHT or DAY and at least one DDI on whenever

the aircraft is in motion.

When clear of active runway -

1. Ejection seat - SAFE

Ensure that the SAFE/ARM handle is locked in the detent in the safe

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

side of the SAFE/ARM handle. If the SAFE/ARM handle does not lock

in the detent or the word SAFE is not completely visible, check to ensure

that the ejection handle is fully pushed down into its detent and attempt

to resafe the seat with the SAFE/ARM handle. Instruct line personnel to

remain clear of the cockpit until this downing discrepancy is properly

checked by qualified ejection seat maintenance personnel.

2. Landing gear handle mechanical stop - FULLY ENGAGED

3. FLAP switch - AUTO

4. T/O TRIM button - PUSH (note TRIM advisory)

5. Mask - OFF

LOX Aircraft -

6. OXYGEN supply lever - OFF

OBOGS Aircraft -

6. OXY FLOW knob - OFF

III-7-32

ORIGINAL

A1-F18AC-NFM-000

All Aircraft -

7. Canopy either full up or full down.

Taxiing with canopy at an intermediate position can result in canopy

attach point damage and failure.

NOTE

Adjusting seat height after Koch fittings are removed may result in

trombone fairing damage.

7.4.2 Hot Refueling. When refueling external tanks, the tanks refuel slowly until the internal tanks

are full. Do not hot refuel with the right engine shut down. With the right engine shut down, only the

accumulators provide hydraulic power for nosewheel steering and brakes.

The fuel quantity indicator must stabilize within 45 seconds after initiating pre-check and must not

increase more than 100 pounds in the following 60 seconds. The pre-check system may require as long

as 45 seconds to close the refueling pilot valves. Closing of the valves is indicated by a rapid decrease

in the refueling rate. An increase of more than 100 pounds fuel quantity after allowing time for the

valves to close (45 seconds maximum) indicates failure of one or more valves to close.

A failed or leaking refueling pilot valve causes rapid overfilling of the fuel

overflow/vent tank, fuel spillage from the vent mast(s), and possible fire

if fuel spills on hot engine components.

Before taxi, the plane captain/final checker shall signal confirmation that the fuel cap is properly

installed and door 8 right is closed. The signal is a cupped open hand rotated counterclockwise then

clockwise followed by a thumbs up.

7.4.3 Before Engine Shutdown.

1. PARK BRK handle - SET

2. BIT display - RECORD DEGD

3. BLIN codes - RECORD

4. Radar maintenance codes - NOTE IF PRESENT

5. INS - PERFORM POST FLIGHT UPDATE

6. INS knob - OFF (10 seconds before engine shutdown)

7. Standby attitude reference indicator - CAGE/LOCK

III-7-33

ORIGINAL

A1-F18AC-NFM-000

8. Sensors, radar, avionics and VTRS - OFF

NOTE

To prevent tapes from jamming, wait a minimum of 20 seconds after

VTRS/CVRS shutdown before removing aircraft power.

9. COMM 1 and 2 - OFF

10. EXT and INT LT knobs - OFF

For aircraft 163985 AND UP, a high voltage (100,000 volt) static electrical

charge may build up in flight and be stored in the windscreen and canopy.

To prevent electrical shock ensure that the static electricity has been

discharged.

11. CRYPTO switch - AS REQUIRED

NOTE

Ensure the MIDS terminal is ON, by ensuring L16 or TACAN is ON,

prior to any attempt to zeroize IFF Mode 4 Crypto Keys via the

CRYPTO switch.

12. Canopy - OPEN

13. QDC - DISCONNECTED AND STOWED

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

connection.

7.4.4 Engine Shutdown

1. Brake gauge - 3,000 psi

2. Nosewheel steering - DISENGAGE

3. FLAP switch - FULL

4. Throttle - OFF (alternate side)

NOTE

Before engine shutdown, engine should be operated at flight or ground

idle for 5 minutes to allow engine temperatures to stabilize.

III-7-34

ORIGINAL

A1-F18AC-NFM-000

5. Monitor HYD pressure. As pressure decreases below 1,500 psi, gently pump the stick approxi-

mately ±1 inch fore and aft at approximately two cycles per second, decreasing hydraulic pressure

on shutdown engine below 800 psi. Ensure system pressure on operating engine remains above

1,500 psi.

NOTE

Pressure must remain below 800 psi on shutdown engine for valid test.

6. Continue gently pumping the stick while monitoring FCS page for FCS Xs and/or BLIN codes for

12 seconds after system pressure on shutdown engine drops below 800 psi. Record if present.

NOTE

• BLIN code 63 and/or rudder Xs indicate a malfunctioning rudder

switching valve and further maintenance action is required.

• BLIN code 66 and/or aileron Xs indicate a malfunctioning aileron

switching valve and further maintenance action is required.

• BLIN code 67 and/or LEF Xs indicate a malfunctioning LEF switch-

ing valve and further maintenance action is required.

7. L(R) DDI, HI/MPCD, and HUD - OFF

8. Throttle - OFF

When amber FLAPS light illuminates -

9. BATT switch - OFF

Turning battery switch off before the amber FLAPS light illuminates

could result in severe uncommanded flight control movement. The only

cockpit indication that hydraulics have been removed from the flight

controls, and that they are no longer powered, is the amber FLAPS light.

NOTE

If engines are not idled for 5 minutes prior to shutdown, a restart

should be avoided between 15 minutes and 4 hours after shutdown.

III-7-35

ORIGINAL

A1-F18AC-NFM-000

7.5

REAR COCKPIT PROCEDURES (F/A-18B/D)

Flight in the rear seat is limited to crewmembers with buttock-leg length

less than 48 inches and buttock-knee length less than 26.5 inches.

7.5.1 Before Entering Cockpit

1. Ejection seat safe/arm handle - SAFE & LOCKED

2. Ejection seat - PREFLIGHT PER FRONT COCKPIT CHECKLIST

7.5.2 Interior Check

1. Harness and rudder pedals - SECURE/ADJUST

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

with hardware on inboard side of the legs. Check that lines are secured to seat and floor and not

twisted. Check that leg restraint lines are routed first through the thigh garter ring, then through

the lower garter ring, and then routed outboard of the thigh garter ring before the lock pins are

inserted into the seat just outboard of the snubber boxes. Attach parachute risers to harness

buckles. Connect and adjust lap belt straps. Connect oxygen, g suit, and communications leads.

Check operation of shoulder harness locking mechanism.

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

ensure that the legs are pulled back upon ejection. This enhances seat

stability and prevents leg injury by keeping the legs from flailing

following ejection.

• Failure to route the restraint lines properly through the garters could

cause serious injury during ejection/emergency egress.

2. EMERG BRK handle - IN

Anti skid is not available with the rear cockpit emergency brake handle in

the emergency position.

3. Ejection control handle - CLEAR

Left console -

LOX Aircraft -

1. OXYGEN supply lever - OFF

III-7-36

ORIGINAL

A1-F18AC-NFM-000

OBOGS Aircraft

1. OXY FLOW knob - OFF

All Aircraft -

2. CANOPY JETT handle - OUTBOARD AND DOWN

3. VOL panel - SET

4. Throttles (on rear stick and throttle equipped F/A-18D) - OFF

Instrument panel -

1. EMERG LDG GEAR handle - IN

2. EMERG BRK handle - IN

3. L(R) DDI/MPCD knobs - OFF

4. COMM 1 and 2 knobs - OFF

5. Clock - CHECK AND SET

6. Standby attitude reference indicator - CAGE/LOCK

Right console -

7. INTR LT panel - AS DESIRED

8. NVG container - SECURE/NVG STOW (if required)

7.5.3 Before Taxi

1. L(R) DDI/MPCD - ON

2. Fuel quantity gauge - CHECK QUANTITY

3. Altimeter - SET

4. Flight controls (on rear stick and throttle equipped F/A-18D) - CYCLE

After FCS reset in the front cockpit, cycle the flight controls.

5. Standby attitude reference indicator - UNCAGE

LOX Aircraft -

6. Oxygen system - CHECK

a. OXYGEN supply lever - ON/MASK ON

b. Oxygen flow - CHECK

III-7-37

ORIGINAL

A1-F18AC-NFM-000

c. OXYGEN supply lever - OFF/MASK OFF

If OXYGEN supply lever is ON and the mask is not properly donned, the

flow control valve could freeze in the open position and cryogenic burns

could result.

OBOGS Aircraft -

6. OBOGS system - CHECK

a. OXY FLOW knob - ON/MASK ON

b. OBOGS flow - CHECK

c. OXY FLOW knob - OFF/MASK OFF

7.5.4 Before Takeoff

1. T.O. checklist - CONFIRM COMPLETE

2. OXY FLOW knob or OXYGEN supply lever - ON/MASK ON

It is possible to place the OXY FLOW knob in an intermediate position

between the ON and OFF detents, which may result in a reduced flow of

oxygen. The OXY FLOW knob should always be fully rotated to the ON

or OFF detent position.

7.5.5 Descent/Penetration

1. Altimeter setting - CHECK

2. Standby instruments - CHECK

7.5.6 Approach

1. LAND checklist - CONFIRM COMPLETE

7.5.7 After Landing

When clear of active runway -

1. Ejection seat - SAFE

2. Mask - OFF

3. OXY FLOW knob or OXYGEN supply lever - OFF

III-7-38

ORIGINAL

A1-F18AC-NFM-000

CHAPTER 8

Carrier-Based Procedures

8.1 GENERAL

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

and procedures. All flight crewmembers shall be familiar with CV NATOPS procedures and Aircraft

Launch/Recovery Bulletins prior to carrier operations.

8.1.1 Carrier Electromagnetic Environment. Tests conducted in a carrier deck electromagnetic

environment (EME) have documented numerous electronic interference problems that affect aircraft

systems, displays and weapons. These electromagnetic interference problems do not occur all the time

as they are a function of operating shipboard emitters and aircraft location. The electromagnetic

interference problems are especially apparent if avionics bay doors are open on the flight deck.

With avionics bay doors open when operating in or near the carrier

electromagnetic environment a NOGO may be displayed next to MC 1 or

MC 2 on the BIT display. Checks of the computers have confirmed that

some memory alteration has occurred and the NOGO indication is valid

and should not be ignored.

NOTE

Operating in or near the carrier electromagnetic environment may

cause the following temporary effects on the aircraft systems:

DDI - streaking and strobes on display, loss of BIT status, vibration indicator on ENG page may

show a significant increase in engine vibration, unusable video picture on Walleye display,

and inoperable Walleye cage/uncage button.

HUD - altitude display to flash on/off.

TACAN - loss of range and bearing.

UHF - blanking of communications, communications relay may be unusable.

RAD/ALT - low altitude warning light flashing.

IFF - failure to reply when lower antenna is selected.

ICS - excessive background noise.

VTR - distortion during playback.

Engine Monitor Indicator - uncommanded switching of numbers.

Warning/Caution Lights - intermittent illumination of arresting hook and landing gear warning

light.

F/A-18D -

FIRE Warning Light - illumination of aft cockpit fire warning light.

DDI - loss of symbology alongside buttons of left DDI in both cockpits.

AOA - intermittent illumination of AOA indexer lights.

III-8-1

ORIGINAL

A1-F18AC-NFM-000

8.1.2 Carrier INS Environment. The CV alignment is dependent on the Ship Inertial Navigation

System (SINS). Align times are longer to achieve QUALs typical on land. Ship turns and sea-state also

affect the CV alignment. Postflight updates (closeout) cannot be performed on carriers.

NOTE

It is recommended that a waypoint zero position (SINS, PIM, etc.) be

input to reduce GPS satellite acquisition time.

8.2 DAY OPERATIONS

8.2.1 Preflight. When directed to man the aircraft, conduct a normal preflight inspection with

particular attention given to the landing gear, struts, tires, arresting hook, and underside of the

fuselage for possible arresting cable damage. Ensure sufficient clearance exists for cycling ALL control

surfaces. Interior checks are the same as shore based except anti-skid OFF. Note the relationship of the

APU exhaust port and the arresting hook to the deck edge. Do not start the APU if there is a possibility

of damage from the APU exhaust. Do not lower the hook during post start checks unless the hook point

will drop on the flight deck.

The maximum wind allowed for canopy opening is 60 knots. Attempting

canopy opening in headwinds of more than 60 knots or in gusty or

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

8.2.2 Engine Start. When directed, start engines. APU starts should be made whenever possible.

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

and the potential for injury from the jet blast.

Perform the before taxi checks and be ready to taxi when directed.

8.2.3 Taxi.

• Ensure anti-skid switch is OFF for all carrier operations.

• Wait 5 seconds after wings are fully spread before placing the WING

FOLD handle to LOCK. Placing the WING FOLD handle to LOCK

before the wings are fully spread removes the WING UNLK caution

even through the wings are not fully spread and cause severe damage

to the wing fold transmission.

The wingfold control handle should smoothly go into the LOCK position.

Forcing the handle could cause damage to the wingfold system.

III-8-2

ORIGINAL

A1-F18AC-NFM-000

Due to the high wind over the deck, it is possible for the aileron locking

pin to shear at any time. This will allow the aileron to fair away from the

neutral position. Pay special attention to the aileron position with the

wings folded on the carrier deck. To avoid damaging the flaps, ensure

ailerons are not faired inboard prior to raising the flaps, conducting IBIT,

or running FCS exerciser. Proper aileron position can be determined

either visually or by verifying an aileron position of 0 or down arrow on

the FCS page.

Taxiing aboard ship is much the same as ashore, but increased awareness of jet exhaust and aircraft

directors are mandatory.

Nosewheel steering is excellent for directional control aboard ship. Taxi speed should be kept under

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

canopy should be down, oxygen mask on, and the ejection seat armed during taxi. Be prepared to use

the emergency brake should normal braking fail. In the event of loss of brakes, inform the tower and

lower the tailhook immediately to indicate brake loss to the deck personnel.

8.2.4 Hangar Deck Operation. Occasionally the aircraft is manned on the hangar deck. Follow the

same procedures as those concerning flight deck operation.

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

gauge indicates at least 2,600 psi. The emergency brake shall be used for stopping the aircraft anytime

it is being moved while the engines are not running. If the aircraft is not already on the elevator, it will

be towed or pushed (with the pilot in the cockpit) into position to be raised to the flight deck. Close

the canopy, ensure tiedowns are in place, and put the parking brake on anytime the aircraft is on the

elevator.

The signal to stop an aircraft that is being towed is either a hand signal or a whistle blast. The whistle

signifies an immediate or emergency stop. Leave the canopy open and helmet off to ensure hearing the

whistle; keep the plane director in sight at all times. If unable to see the plane director, or if in doubt

of safe aircraft movement, stop the aircraft immediately.

8.2.5 Before Catapult Hook-Up. Before taxi onto the catapult, complete the takeoff checklist, set the

standby attitude reference indicator for use if the HUD fails during the launch. With flaps HALF or

FULL, the takeoff trim button should be pressed until the TRIM advisory appears and then the

horizontal stabilator trim should be manually positioned for CG location, excess end airspeed and

power setting for launch. The takeoff trim button need not be pressed between successive launches in

a single flight. With an asymmetric load, trim stabilator for normal position then trim differential

stabilator unloaded wing down. The trim settings in figure 8-1 are applicable for HALF flaps only, all

air-to-air stores, air-to-ground stores, clean aircraft, external fuel tanks, gross weights and launch CG

between 17.0 and 27.5% MAC. For normal operation, 15 knots excess end airspeed above minimum is

recommended.

Correct stabilator trim is critical to aircraft hands off fly-away performance. Stabilator trim affects

initial pitch rate and determines AOA capture. A low trim setting both lowers the initial pitch rate

below optimum and causes the aircraft to fly away in a flatter attitude due to a lower than optimum

AOA capture. This results in degraded climb performance after launch. A higher than recommended

trim setting can cause excessive AOA overshoots which can lead to loss of lateral directional control

when loaded with asymmetric stores, or in a single engine emergency.

Use of catapult 4 is restricted with certain stores loaded on station 2.

Refer to applicable launch bulletin.

III-8-3

ORIGINAL

A1-F18AC-NFM-000

The following trim settings are recommended:

Symmetrical loading -

a. Directional trim - 0°

b. Lateral trim - 0°

c. Longitudinal trim - See figure 8-1

Asymmetrical loading -

a. Directional trim - 0°

b. Longitudinal trim (first) - See figure 8-1

c. Lateral trim - See figure 8-1

Failure to input differential stabilator trim for catapult launches with

asymmetric stores can aggravate aircraft controllability.

8.2.6 Catapult Hook-Up. Before taxiing past the shuttle, aircraft gross weight should be verified,

takeoff checklist complete, and arming completed by the ordnance crew if required. Check external

fuel quantity. Approach the catapult track slowly, lightly riding the brakes, with nosewheel steering on.

Use minimum power required to keep the aircraft rolling. Close attention to the plane director’s signals

is required to align the aircraft with the catapult track entry wye. When aligned, the plane director

signals the pilot to lower the launch bar. Place the launch bar switch to EXTEND. The green

LAUNCH BAR advisory light comes on and nosewheel steering disengages. Nosewheel steering low

mode may be engaged while the launch bar is down by pressing and holding the nosewheel steering

button. This should only be done on signal from the director since catapult personnel may be in close

proximity to the launch bar. Do not use nosewheel steering once the launch bar enters the track. The

catapult crew installs the holdback bar and the aircraft may taxi forward slowly, following the signals

of the plane director. When the launch bar drops over the shuttle spreader, the aircraft will be stopped

by the holdback bar engaging the catapult buffer. On aircraft 161353 THRU 161715, upon receipt of

the “Release Brakes” signal, advance throttles to 85% to 90% rpm. Do not advance throttles to MIL

at this time since this could retract the launch bar before it is trapped by the tensioned shuttle

spreader. On aircraft 161716 AND UP, upon receipt of the “Release Brakes” signal, advance throttles

to MIL.

Check AOA when aligned on catapult. With MC OFP 13C AND UP,

check AOA on the FCS page to ensure both values are less than +10°.

With MC OFP 10A AND UP, ensure HUD AOA is less than 10°.

III-8-4

ORIGINAL

A1-F18AC-NFM-000

8.2.7 Catapult Afterburner Operation. Permissible catapult launch power settings depend on

aircraft gross weight. At gross weights of 45,000 lbs and above, afterburner catapult shots are required.

At gross weights of 44,000 lbs and below, three options are provided, allowing pilots to tailor the power

settings to their needs. Military power launches minimize the impact of sustained afterburner

operation on the ship’s jet blast deflectors (JBDs) and reduce fuel consumption. Afterburner catapults

improve aircraft sink-off-bow performance and single engine flyaway performance in case of an

emergency. Stabilizing in military power while in catapult tension and selecting afterburner (MIL/

MAX setting) at holdback release provides a compromise between single engine climb capability, fuel

consumption and JBD compatibility. Performing a MIL to MAX afterburner transient results in only

a small reduction of engine stall margin. If afterburner thrust is to be selected during the catapult

stroke, advance throttles to MAX immediately following catapult holdback release. This maximizes

the available time for the engines to stabilize prior to the end of the catapult stroke. The catapult

settings for a MIL/MAX shot are identical to a MIL power shot, so there is no need for pilots to

communicate their intention to exercise the MIL/MAX option to the catapult crew.

CATAPULT THROTTLE SETTINGS

Weight Board

Engine Power

MIL

44,000 lbs and below

MIL/MAX

MAX

45,000 lbs and above

MAX

NOTE

• MIL/MAX power setting is defined as stabilizing in military power

while in catapult tension, and selecting maximum afterburner at

holdback release.

• Any engine experiencing self-clearing pop stalls due to steam ingestion

during the catapult launch indicates the engine is operating at near the

limits of available stall margin. Aircraft experiencing any pop stalls

shall be launched at a stabilized power setting (MIL or MAX) and

afterburner shall not be selected during a catapult launch, except in an

emergency.

• In certain weather conditions with high humidity and cool tempera-

ture, with heavy steam coming out the catapult track there exists the

possibility of fireballs coming out the exhaust at the end of the

catapult shot. A possible cause of the fireball is momentary fan stall

that recovers quickly and may not be detrimental to the engine.

Ensure proper engine operation.

III-8-6

ORIGINAL

A1-F18AC-NFM-000

8.2.8 Catapult Launch.

Do not catapult with partially full external fuel tank(s) less than 1,900

pounds.

When the “Final Turnup” signal is received from the catapult officer, advance throttles to MIL or

MAX. On aircraft 161353 THRU 161715, the launch bar switch automatically returns to RETRACT

and the green LAUNCH BAR advisory light goes out. On aircraft 161716 AND UP, place the launch

bar switch to RETRACT. Cycle the flight controls, wait 4 seconds then ensure all warning and caution

lights are out. If afterburners are to be used, select them on signal from the catapult officer. Check

engine instruments. When satisfied that the aircraft is ready for launch, hold throttles firmly against

the detent, place the head against the head-rest, and salute the catapult officer with the right hand.

• The close proximity of the flap and launch bar switches may result in

inadvertent selection of FLAPS UP vice launch bar up.

• Movement of the launch bar switch to RETRACT prior to the aircraft

being fully tensioned may result in a mispositioned launch bar and

subsequent launch bar/shuttle separation during catapult launch.

NOTE

Failure to place launch bar switch to retract may result in hydraulic

seal failure.

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

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

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

trimmed AOA without control stick inputs. PIO can occur immediately after launch if the control stick

is restrained during the launch or control inputs are made immediately after launch. The pilot should

closely monitor the catapult sequence and be prepared to make corrections if required. Clearing turns

should not be made until sufficient flying speed is attained. Retract the gear and flaps when a positive

rate of climb is established.

NOTE

Engaging the ATC with throttle friction on may cause the system to

disengage.

The longitudinal flight control system is designed to rotate the aircraft to a reference or capture

AOA following catapult launch. Trim settings between 10° and 18° nose up correspond linearly to

reference AOAs between 4° and 12°. Twelve degrees AOA is the highest AOA that can be commanded

hands-off and setting trim above 18° nose up increases the initial pitch movement without changing

the reference AOA. The single engine minimum control airspeed increases as AOA increases. The

III-8-7

ORIGINAL

A1-F18AC-NFM-000

recommended trim settings of paragraph 8.2.5 are designed to minimize aircraft sink-off-bow while

maintaining AOA low enough so that lateral directional controllability is sufficient in the event of an

engine failure. Normal catapult launches are characterized by an initial rotation as high as 13° AOA

before AOA and pitch rate feedbacks reduce the AOA to the reference value. A range of 10 to 12° AOA

is the optimum compromise between minimizing sink-off-bow and ensuring controllability in the event

of an engine failure.

F/A-18 catapult launch endspeeds are determined by one of two limiting factors, single engine

minimum control airspeed and sink-off-bow. At gross weights of 45,000 lbs and above, the minimum

launch endspeed ensures that the aircraft will not sink excessively during the catapult flyaway. With

normal endspeed (11 to 20 knots above minimum) and deck conditions, 4 to 6 feet of settle can be

expected. The pilot perceives the catapult shot to be level, as the rotation of the aircraft keeps the

pilot’s eye approximately level, even though the aircraft center-of-gravity sinks. With zero excess

endspeed, up to 20 feet of settle can be expected. For heavy weight shots which are planned with 10

knots or less excess endspeed, trim settings are increased 3° to help minimize the settle that will occur.

This higher trim setting comes at the cost of reducing the margin of controllability should an engine

fail. Therefore, the higher trim settings should only be used when advised by the ship that the shot will

definitely have 10 knots or less excess endspeed. The higher trim settings bias the compromise between

aircraft controllability and minimizing settle to favor minimizing settle, because in the case of a

planned reduced endspeed shot, excessive settle is definitely going to occur, while the chance of an

engine failure is no different than any other shot.

At gross weights of 44,000 lbs and below, the minimum launch endspeed is determined by the single

engine minimum control airspeed. This endspeed is greater than the speed required to minimize

sink-off-bow for that weight range. Therefore, catapult shots in this regime are characterized by greater

climb rates than catapult shots at weights of 45,000 lbs and above. Little to no sink should be observed

for nominal endspeed and deck conditions when launched at 44,000 lbs and below.

The single engine minimum control airspeed increases as asymmetry increases. Minimum launch

endspeeds for weight boards of 37,000 lbs and above ensure sufficient airspeed to maintain aircraft

control for asymmetric loadings up to and including 22,000 ft-lbs. For weight boards of 36,000 lbs and

below, airspeed is only sufficient to guarantee controllability for up to 6,000 ft-lbs of asymmetry.

Aircraft being launched at these weights must not exceed the 6,000 ft-lb asymmetry limit.

8.2.9 Catapult Suspend. To stop the launch while tensioned on the catapult, signal by shaking the

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

thumbs down signal or any hand signal that might be mistaken for a salute. The catapult officer replies

with a SUSPEND signal followed by an UNTENSION AIRPLANE ON CATAPULT signal. The

shuttle spreader is moved aft and the launch bar automatically raises clear of the shuttle spreader.

Maintain power at MIL/MAX until the catapult officer steps in front of the aircraft and signals

THROTTLE BACK. The same signals are used when a catapult malfunction exists.

8.2.10 Landing Pattern. Refer to Chapter 4, for carrier operating limitations.

Carrier landing with more than 500 pounds in the centerline fuel tank is

prohibited.

III-8-8

ORIGINAL

A1-F18AC-NFM-000

While maneuvering to enter the traffic pattern, attempt to determine the sea state. This information

will be of value in predicting problems that may be encountered during the approach and landing.

Enter the carrier landing pattern (figure 8-2) with the hook down. Make a level break from a course

parallel to the Base Recovery Course (BRC), close aboard to the starboard of the ship. Below 250 knots

lower the gear and flaps. Descend to 600 feet when established downwind and prior to the 180°

position. Complete the landing checklist and crosscheck angle-of-attack and proper airspeed. Pitch

trim is set to 8.1° AOA when autopilot is disengaged while in the PA configuration if AOA is greater

than 6.0°.

With a 30-knot wind over the deck begin the 180° turn to the final approach when approximately

abeam the LSO platform. When the meatball is acquired, transmit “Call sign, Hornet, Ball or CLARA,

fuel state (nearest 100 pounds) and auto” (if using ATC for approach). Refer to figure 8-3 for a typical

Carrier Controlled Approach.

8.2.11 ATC Approach Mode Technique. The ATC approach mode should be engaged with the

aircraft near on-speed. If fast when ATC is engaged, additional time may be required for on-speed

capture. The technique required for an ATC approach mode differs from a manual approach in that

all glideslope corrections are made by changing aircraft attitude. Since this technique violates the basic

rule that altitude/glideslope is primarily controlled by the throttle, practice is required to use ATC. For

the ATC to perform satisfactorily, smooth attitude control is essential. Large attitude changes result

in divergent glideslope oscillations or overcontrolling power response. Close-in corrections are very

critical. If large attitude correction for a high-in-close situation develops, the recommended procedures

is to stop ball motion and do not attempt to recenter it. A low-in-close condition is difficult to correct

with ATC and usually results in an over-the-top bolter. It may be necessary to manually override ATC

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

is significant and may prevent salvaging the pass. Throughout the approach the pilot should keep his

hand on the throttles in the event it is necessary to manually disconnect/override the ATC.

8.2.12 Glideslope. The technique for flying the glideslope is basically the same as FCLP except that

more power may be required to maintain glideslope, and line-up will be much harder to maintain. With

rough seas and a pitching deck some erratic ball movement may be encountered. If this is the case,

listen to the LSO’s calls and average out the balls movement to maintain a safe controlled approach.

8.2.13 Waveoff. When the waveoff signal is received, immediately apply military/afterburner power

and effect a slight nose rotation to stop the rate of descent. During an in-close waveoff, excessive

rotation by the pilot will cause a cocked-up or over-rotated attitude which can result in an inflight

engagement and possible aircraft damage.

Selecting afterburner during an ‘‘in close’’ or a technique waveoff, produces limited performance

gains. FULL flap approach airspeed is essentially the same as the single engine afterburner minimum

controllable airspeed. The asymmetric thrust from an asymmetric afterburner light-off of either the

-400 or -402 engines during a ‘‘high coming down’’ or a ‘‘slow’’ approach may result in unacceptable yaw

control and significant lineup deviations. Unintentional arrestment may result in damage to the

aircraft and arresting gear.

III-8-9

ORIGINAL

A1-F18AC-NFM-000

An afterburner waveoff should be performed only during an extremely

low approach or when in danger of a rampstrike.

8.2.14 ACL Mode 1 and 1A Approaches. A typical Mode 1 and 1A approach is shown in figure 8-4.

The Mode 1/1A approach does not require automatic throttle control but it should be used, if available.

The following procedure is for a typical Mode 1 and 1A approach from marshal to touchdown or 0.5

mile.

1. Horizontal indicator (HI/MPCD) - PRESS ACL

The Link 4 display appears on the left DDI and ACL mode automatically starts its self test. At

this time, the ILS, data link, and radar beacon are automatically turned on (if not previously on);

IBIT is run on the data link and radar beacon systems. Also, the uplinked universal test message

is monitored for valid receipt.

2. On board ACL capability - CHECK ACL 1

ACL 1 must be displayed on the Link 4 display to accomplish a Mode 1 or 1A approach.

A degraded augmenter may lead to a significant lineup error, most often

right-of-centerline. ACL coupling with an augmenter DEGD is not

inhibited.

Report departing marshal.

Normal CCA - PERFORM

Descend at 4,000 feet per minute and 250 knots to 5,000 feet, (platform) then reduce rate of

descent to 2,000 feet per minute. When passing through approximately 5,000 feet, ILS steering is

automatically displayed on the HUD and must be manually deselected, if not desired.

a. At 5,000 feet, report - SIDE NUMBER, PLATFORM

b. Continue descent to 1,200 feet MSL.

c. At 10 miles, report - SIDE NUMBER, 10 MILES

Landing checklist - COMPLETE AT 10 MILES

a. Slow to approach speed at 6 miles.

Automatic throttle control - ENGAGE

Radar altitude hold - ENGAGE (if desired)

ACL acquisition occurs at approximately 3.5 to 5 miles and is indicated by ACL RDY on the DDI

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

coupled at least 30 seconds before tipover. T/C is replaced by MODE 1 on the link 4 display.

III-8-12

ORIGINAL

A1-F18AC-NFM-000

After ACL Acquisition -

8. On the upfront control, CPL button - PRESS TWICE

Traffic control must be decoupled by pressing CPL and then CPL must be pressed a second time

to couple ACL. When the aircraft is not coupled, ACL RDY is displayed on the HUD. ACL couple

is indicated by CMD CNT and MODE 1 on the DDI and CPLD P/R on the HUD. At this time,

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

from the DDI and HUD.

9. When coupled, report - SIDE NUMBER, COUPLED

10. When aircraft responds to automatic commands, report - SIDE NUMBER, COMMAND

CONTROL

Mode 1A Approach -

11. At 0.5 mile, the controller or pilot may downgrade the approach to Mode 2. Continue manually

with the approach and make a visual landing.

a. Uncouple, report - SIDE NUMBER, HORNET, BALL or CLARA, FUEL STATE.

The paddle switch should be activated to ensure reversion to CAS

operation. Extreme pitch-axis PIO will result if the approach is continued

with autopilot inadvertently engaged.

Mode 1 Approach -

12. At 0.5 mile controller advises the pilot to call the ball. Report - SIDE NUMBER, HORNET,

COUPLED, BALL or CLARA, FUEL STATE.

13. At approximately 12.5 seconds before touchdown, the uplinked 10 SEC is displayed on the DDI

and HUD.

14. After touchdown, ACL and automatic throttles are disengaged.

NOTE

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

switch to ensure complete autopilot disengagement.

8.2.15 ACL Mode 2 Approach. A typical ACL Mode 2 approach is shown in figure 8-5. For a Mode

2 approach, the HUD data link steering is used to fly a manual approach.

1. Horizontal indicator (HI) - PRESS ACL

The link 4 display appears on the left DDI and the ACL mode starts its self test. At this time, the

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

and radar beacon systems. Also, the autopilot mode is engaged and the unlinked universal test

message is monitored for valid receipt.

III-8-13

ORIGINAL

A1-F18AC-NFM-000

Onboard ACL capability - CHECK ACL OR ACL 2

Either ACL 1 OR ACL 2 may be displayed for Mode 2 approach.

Normal CCA - PERFORM

Descend at 4,000 feet per minute and 250 knots to 5,000 feet, then reduce rate of descent to 2,000

feet per minute. When passing through approximately 5,000 feet, ILS steering is displayed on the

HUD and must be manually deselected, if not desired.

a. At 5,000 feet, report - SIDE NUMBER, PLATFORM

b. Continue descent to 1,200 feet MSL.

c. At 10 miles, report - SIDE NUMBER, 10 MILES

Landing checklist - COMPLETE AT 10 MILES

a. Slow to approach speed at 6 miles.

Automatic throttles - ENGAGE (if desired)

Radar altitude hold - ENGAGE (if desired) ACL

Acquisition occurs at approximately 3.5 to 5 miles and is indicated by ACL RDY on the DDI and

data link steering (TADPOLE) on the HUD

After acquisition -

7. Report - SIDE NUMBER, NEEDLES

8. Link 4 display - CHECK MODE 1 OR MODE 2

9. At 0.75 mile, report - SIDE NUMBER, HORNET, BALL or CLARA, FUEL STATE.

8.2.16 Arrested Landing and Exit From the Landing Area. Fly the aircraft on the glideslope and

ON-SPEED all the way to touchdown. Advance the throttles to MIL as the aircraft touches down.

When forward motion has ceased reduce power to IDLE and allow the aircraft to roll aft. Apply brakes

on signal. Raise the hook when directed. If the wire does not drop free, drop the hook when directed,

and allow the aircraft to be pulled aft. Raise the hook again on signal.

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

cautiously and expeditiously. Fold the wings unless directed otherwise.

If one or both brakes fail, use the emergency brakes, advise the tower and drop the arresting hook.

Taxi the aircraft as directed. Do not use excessive power. Once spotted, keep the engines running until

the CUT signal is given by the plane director and the minimum required number of chocks or tiedown

chains are installed.

8.3 NIGHT OPERATIONS

8.3.1 General. Night carrier operations have a much slower tempo than daylight operations and it is

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

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

normal day carrier operations.

III-8-14

ORIGINAL

A1-F18AC-NFM-000

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

exterior lights are properly positioned for launch and the external lights master switch OFF before

engine start. Ensure that instrument and console light rheostats are on. This reduces brilliance of the

warning and advisory lights when the generators come on.

8.3.3 Before Taxi. Adjust cockpit lighting as desired and perform before taxi checks.

8.3.4 Taxi. Slow and careful handling by aircraft directors and pilots is mandatory. If any doubt

exists as to the plane director’s signals, stop the aircraft. At night it is very difficult to determine speed

or motion over the deck; rely on the plane director’s signals and follow them closely.

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

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

8.3.6 Catapult Launch. On turn-up signal from the catapult officer, ensure throttles are in MIL or

MAX and check all instruments. Ensure that launch bar switch is in the retract position. When ready

for launch, place external lights master switch ON.

All lights should be on bright with the strobes on. If expecting to encounter instrument meteoro-

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

After launch, monitor rotation of the aircraft to 12° nose up crosschecking all instruments to ensure

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

the departure in accordance with ship’s procedures. The standby attitude reference indicator should be

used in the event of a HUD failure.

8.3.7 Aircraft or Catapult Malfunction. If a no-go situation arises, do not turn on the exterior lights

and transmit SUSPEND, SUSPEND. Maintain MIL/MAX power until the catapult officer walks in

front of the wing and gives the throttle-back signal. If the external lights master switch has been placed

on prior to ascertaining that the aircraft is down, transmit SUSPEND, SUSPEND and turn off the

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

8.3.8 Landing Pattern. Night and instrument recoveries normally are made using case III procedures

in accordance with the CV NATOPS Manual.

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

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

lights master switch off. Taxi clear of the landing area following the plane director’s signals.

8.4 SECTION CCA

A section CCA may be necessary in the event a failure occurs affecting navigation aids, communi-

cations equipment, or other aircraft systems.

Normally, the aircraft experiencing the difficulty flies the starboard wing position during the

approach. The section leader detaches the wingman when the meatball is sighted and continues

straight ahead, offsetting as necessary to the left to determine if the wingman lands successfully. Lead

shall continue descending to not lower than 300 feet and turn on all lights to bright and strobes on. This

provides the wingman with a visual reference in the event of a bolter or waveoff. The wingman should

not detach until the meatball is in sight. If the wingman fails to arrest, the leader begins a climb to

1,200 feet or remains VFR at 150 knots during the rendezvous, but in no case should a rendezvous be

attempted below non-precision minimums. The rendezvous should be completed before any turns are

III-8-17

ORIGINAL

A1-F18AC-NFM-000

CHAPTER 9

Special Procedures

9.1 FORMATION FLIGHT

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

stabilator and wingman’s wing/missile rail is maintained. For formation takeoff, all aspects of the

takeoff must be prebriefed by the flight leader. This should include flap settings, use of nosewheel

steering, power changes, power settings, and signals for actuation of landing gear, flaps, and

afterburner. The leader takes position on the downwind side of the runway with other aircraft in

tactical order, maintaining normal parade bearing. See figure 9-1. For three-aircraft formations, line up

with the lead on the downwind side, number 2 on the centerline, and number 3 on the upwind side.

Wingtip/launch rail overlap should not be required but is permitted if necessary. For four-plane

formations, line up with the lead’s section on the downwind half of the runway and other section on the

upwind half. After Before Takeoff checks are completed and the flight is in position, each pilot looks

over the next aircraft to ensure the speedbrake is retracted, the flaps are set for takeoff, all panels are

closed, no fluids are leaking, safety pins are removed, rudders are toed-in, nosewheel is straight and the

launch bar is up. Beginning with the last aircraft in the flight, a “thumbs up” is passed toward the lead

to indicate “ready for takeoff”.

9.1.1.1

Section Takeoff. Engines are run up to approximately 80%, instruments checked, and

nosewheel steering low gain ensured. On signal from the leader, brakes are released, throttles are

advanced to military power minus 2% rpm. If afterburner is desired, the leader may go into mid range

burner immediately without stopping at military power. Normal takeoff techniques should be used by

the leader, with the wingman striving to match the lead aircraft attitude as well as maintain a position

in parade bearing with wingtip separation. The gear and flaps are retracted on signal. Turns into the

wingman are not to be made at altitudes less than 500 feet above ground level. When both sections

begin takeoff roll from the same point on the runway, the second section must delay takeoff roll until

10 seconds after the first section starts the takeoff roll. When 2,000 feet of runway separation exists at

the beginning of takeoff roll, use a 5-second delay instead of 10 seconds.

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

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

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

and engage the arresting gear, if required.

III-9-1

ORIGINAL

A1-F18AC-NFM-000

9.1.3 Parade. The parade position is established by aligning the bottom wingtip light (located about

in the middle of the missile rail) with the light on the LEX. Superimposing the two establishes a

bearing line and step down. Proper wingtip clearance is set by reference to the exhaust nozzles. When

the left and right nozzles are aligned so that there is no detectable curve to the nozzles, the reference

line is correct. The intersection of the reference line with the bearing line is the proper parade position.

See figure 9-2.

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

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

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

separation is maintained by increasing g. Proper step down is maintained by keeping the leads fuselage

on the horizon.

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

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

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

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

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

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

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

lead. All turns are instrument turns.

9.1.4 Cruise Formation. The cruise position is a looser formation which allows the wingmen more

time for visual lookout. Cruise provides the wingmen with a cone of maneuver behind the leader which

allows the wingman to make turns by pulling inside the leader and requires little throttle change.

The cruise position is defined by a line from the lead pilot’s head, through the trailing edge of the

wingtip missile rail, with 10 feet of nose to tail separation. The wingmen are free to maneuver within

the 70° cone established by that bearing line on either wing. In a division formation, number 3 should

fly the bearing line, but always leave adequate room for number 2 and lead. Number 4 flies cruise about

number 3.

III-9-3

ORIGINAL

A1-F18AC-NFM-000

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

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

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

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

radios generally ensure that intra-flight comm is available.

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

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

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

pickup the lead gives the signal for landing gear.

9.1.5.1

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

for the heavier aircraft and flies a ball pass to touchdown on the center of one side of the runway.

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

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

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

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

flying a pure parade position still allows 4 feet of wingtip clearance.

III-9-5

ORIGINAL

F18. FLIGHT MANUAL (2008) - page 6