F18. FLIGHT MANUAL (2008)

A1-F18AC-NFM-000

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

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

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

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

9.2 AIR REFUELING

Air refueling shall be conducted in accordance with NATO publication ATP-56, Air-To-Air Refueling

Procedures.

NOTE

The KC-10, KC-130, KC-135, F/A-18E/F, and S-3

with D-704

31-300 buddy stores are authorized tankers for air refueling. Maximum

refueling pressure is 55 psi.

9.2.1 Before Plug-in. Complete the air refueling checklist before plug in.

1. Radar - STBY/SILENT/EMCON

2. MASTER ARM switch - SAFE

3. Internal wing fuel switch - AS DESIRED

4. External tanks - AS DESIRED

If engine feed tank fuel level is critical, external wing and centerline transfer should be in STOP

or ORIDE to ensure the fastest transfer of fuel to the engine feed tanks.

5. Air refuel PROBE switch - EXTEND

6. Visor - RECOMMENDED DOWN

For night air refueling -

7. Exterior lights - STEADY BRIGHT

8. Tanker lights - AS DESIRED

9.2.2 Refueling Technique.

NOTE

The following procedures, as applied to tanker operation, refer to

single drogue refuelers.

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

operational needs, consistent with the tanker’s performance and refueling capabilities. This, generally,

covers a practical spectrum from the deck to 40,000 feet and 175 to 300 knots while engaged.

NOTE

For KC-135 aircraft, the following parameters are recommended:

Airspeed - 200-275 knots/Mach 0.8, whichever is less

Closure rate - 2 knots or less

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9.2.2.1

Approach.

Be careful to avoid damaging the right AOA probe by contact with basket

or hose. If the probe is damaged, it will cause a 4 channel AOA failure.

Once cleared to commence an approach, refueling checklists completed, assume a position 10 to 15

feet in trail of the drogue with the refueling probe in line in both the horizontal and vertical reference

planes. Trim the aircraft in this stabilized approach position and ensure that the tanker’s (amber)

ready light is on before attempting an approach. Select a reference point on the tanker as a primary

alignment guide during the approach phase; secondarily, rely on peripheral vision of the drogue and

hose. Increase power to establish minimum closure rate on the drogue not to exceed 5 knots. An

excessive closure rate causes a violent hose whip following contact and/or increase the danger of

structural damage to the aircraft in the event of misalignment; whereas, too slow a closure rate results

in the pilot fencing with the drogue as it oscillates in close proximity to the aircraft nose. During the

final phase of the approach, the drogue has a tendency to move slightly upward and to the right as it

passes the nose of the receiver aircraft due to the aircraft-drogue airstream interaction. Small

corrections in the approach phase are acceptable; however, if alignment is off in the final phase, it is

best to immediately retire to the initial approach position and commence another approach,

compensating for previous misalignment by adjusting the reference point selected on the tanker. Make

small lateral corrections with the rudder, and vertical corrections with the stabilator. Avoid any

corrections about the longitudinal axis since they cause probe displacement in both the lateral and

vertical reference planes.

9.2.2.2

Missed Approach. If the receiver probe passes forward of the drogue basket without making

contact, initiate a missed approach immediately. If the probe impinges on the rim of the basket and

tips it, initiate a missed approach. A missed approach is executed by reducing power and backing to the

rear at a 3 to 5 knot opening rate. By continuing an approach past the basket, a pilot might hook the

probe over the hose and/or permit the drogue to contact the receiver aircraft fuselage. Either of these

hazards require more skill to calmly unravel the hose and drogue without causing further damage than

to make another approach. If the initial approach position is well in line with the drogue, the chance

of hooking the hose is diminished when last minute corrections are kept to a minimum. After executing

a missed approach, analyze previous misalignment problems and apply positive corrections to avoid a

hazardous tendency to blindly stab at the drogue.

9.2.2.3

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

and a slight ripple is evident in the refueling hose. The drogue and hose must be pushed forward 3 to

5 feet by the receiver probe before fuel transfer can be effected. This position is evident by the tanker’s

(amber) ready light going out and the (green) fuel transfer light coming on. While plugged-in, fly a close

tail chase formation on the tanker. Although this tucked-in condition restricts the tanker’s maneu-

verability, gradual changes involving heading, altitude and/or airspeed may be made. A sharp lookout

doctrine must be maintained due to the precise flying imposed on both the tanker and receiver pilots.

In this respect, the tanker can be assisted by other aircraft in the formation.

9.2.2.4

Disengagement. Disengagement from a successful contact is accomplished by reducing

power and backing out at a 3 to 5 knot separation rate. Maintain the same relative alignment on the

tanker as upon engagement. The receiver probe separates from the drogue coupling when the hose

reaches full extension. When clear of the drogue, place the refueling probe switch in the RETRACT

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A1-F18AC-NFM-000

position. Ensure that the PROBE UNLK caution display is out before resuming normal flight

operations.

9.3 BANNER TOWING SYSTEM

9.3.1 Banner Towed Target Equipment. The aerial banner tow target equipment consists of a tow

adapter, a standard TDU-32/B 8.5 X 40 foot aerial banner target and approximately 1,500 feet of

11/64-inch armored cable towline, fitted at both ends with a MK-8 tow ring for military takeoffs.

Afterburner operations require a 75-foot leader of 3/8 inch diameter steel cable attached to the tow

cable.

The tow adapter is installed on the hinge point assembly of the tail hook by ground crew personnel.

Pilot action is not required for banner hookup. The banner is released in flight or on deck by lowering

the tail hook.

9.3.2 Ground Procedures. The following procedures are provided for guidance. Local course rules

may dictate modifications of these steps.

When tower clearance onto the duty runway is received, the tow aircraft taxis to a position as

directed by the tow hookup crew. The tow pilot holds the position until released by the tow

hookup crew. The escort pilot maintains position on the taxiway at the approach end of the

runway.

When signaled to do so by the tow hookup crew, the tow pilot proceeds to taxi down the runway.

Upon receipt of a visual taxi signal from the tow hookup crew to “slow down”, the escort pilot

relays this signal to the tow pilot via UHF radio.

Upon receipt of a visual taxi signal from the tow hookup crew to “stop”, the escort pilot relays this

signal to the tow pilot via his UHF radio.

Upon receipt of a signal from the tow hookup crew that the “tow hookup is complete”, the escort

pilot requests the tow pilot to “take up slack”.

The tow pilot proceeds to taxi down the runway.

When the banner moves forward onto the runway, the escort pilot transmits “tow aircraft

hold-good banner” and taxis onto the runway abeam the banner for takeoff.

When ready, the tow pilot transmits “Tower, Lizard 616 for banner takeoff, escort follow on a

good banner”.

After the banner becomes airborne, the escort pilot commences takeoff roll.

9.3.3 Flight Procedures. Flight tests have demonstrated no significant degradation of performance

and handling characteristics when towing a banner.

NOTE

Angle of bank should be limited to 40°.

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9.3.3.1

Takeoff. Normal MIL power takeoff procedures, including rotation speeds and techniques,

are suitable when towing the banner, and are recommended except when operating in high ambient

temperatures or at high density altitude airfields. When the steel cable leader is added to the tow cable,

takeoff can be made at MAX power.

• Takeoff ground roll with banner can be estimated by adding a factor of

10% to basic aircraft takeoff performance. If aircraft lift-off does not

occur prior to crossing the long field arresting gear, the gear must be

removed to preclude the banner being torn off.

• When using afterburner, the aircraft nose should be held on deck until

10 knots past flying speed to minimize cable time in the afterburner

plume. If the crosswind component exceeds 10 knots, the takeoff roll

should be made on the upwind side of the runway centerline to prevent

the banner from drifting close to the runway edge lights on the

downwind side of the runway.

NOTE

If takeoff is aborted, basic emergency procedures are applicable. The

tow cable releases when the tailhook is lowered.

After lift-off, the initial climb attitude to 1,200 feet AGL varies with existing weather conditions.

However, an initial pitch attitude of 15 to 20° is a good starting point. Afterburner operation requires

a 5 to 10° higher pitch attitude. Do not exceed 25° of pitch attitude. Select landing gear UP and flaps

AUTO when definitely airborne. Climb out at 200 to 220 knots.

NOTE

Tow airspeeds in excess of 220 knots result in excessive banner fraying.

9.3.3.2

Cruise/Pattern. No special pilot techniques are required when towing a banner. Enroute

cruising speed of 180 to 220 knots provides adequate energy for mild maneuvering while minimizing

banner fray. ATC is effective for airspeed control. The tow aircraft must call all turns to allow the chase

to position on the outside of the turn.

Without the banner, any remaining cable flails unpredictably and could

damage the aircraft. The chase should approach the tow aircraft from

abeam to verify cable failure, avoiding a cone-shaped area defined by the

tow’s 4 to 8 o’clock positions. The tow aircraft should then lower the tail

hook as soon as practical.

9.3.3.3

Descent. Descend at 160 to 220 knots. Use speedbrake as desired to increase the rate of

descent.

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9.3.3.4

Banner Drop. Banner drop speed should be accomplished at a comfortable airspeed below

200 knots. Drop the banner in wings level flight at a minimum of 500 feet AGL. The chase should

ensure adequate clearance exists between the banner and ground obstacles during approach to the drop

zone and provide calls to assist in line-up. Release is normally called by the tower when the banner is

over the center of the drop zone. Release is accomplished by lowering the tailhook. Because of the low

release altitude, crosswind has no appreciable effect on the banner impact point (i.e., the banner hits

down range of the release point). Following banner release, raise the tailhook.

9.3.3.5

Banner Release Failure. If the arresting hook fails to extend, the banner cannot be released.

In this case, the following procedure is recommended:

1. Select full afterburner while increasing AOA in an attempt to burn through the cable.

If cable remains -

2. In the gunnery range (or other cleared area), descend to lower altitude and slow to a comfortable

airspeed below 200 knots maximum and 100 to 200 feet AGL. This drags the banner off on the

ground (or water). Have the escort pilot confirm that the banner breaks off on ground collision

and determine the length of the remaining tow cable.

The escort pilot must remain well clear of the remaining cable. The last

25% of the remaining cable flails unpredictably.

3. If

100 feet or greater remaining tow cable length is confirmed by the escort pilot, plan to

touchdown 1,000 to 1,500 feet long, runway length permitting.

Every effort must be made by the tow pilot not to drag the remaining tow

cable across lines, fences, etc., due to property damage that will result.

NOTE

The long touchdown should be carefully planned because arrestment is

impossible.

9.3.4 Target Chase Procedures.

9.3.4.1

Primary Chase Responsibilities

1. Advise tow pilot of conditions of banner and tow line.

2. Provide additional visual lookout.

3. Provide additional warning to other aircraft by positioning his aircraft near the banner.

4. Provide line-up calls to tow pilot during banner drop.

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A1-F18AC-NFM-000

9.3.4.2

Chase Position

1. Approximately 100 to 200 feet abeam the banner at an altitude equal to or greater than the

banner.

2. The chase remains on the outside of all turns to ensure clearance from the banner and prevent

loss of airspeed during turns.

3. If IMC is encountered, the chase should move forward and fly wing on tow until VMC.

9.4 NIGHT VISION DEVICE (NVD) OPERATIONS

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

apply to flying with NVDs. The advantage of NVD is improved ground reference provided through

image intensifier systems (NVG/NAVFLIR). Dark adaptation is unnecessary for the effective viewing

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

shortens the normal dark adaptation period. After using NVG, it takes the average individual 1 to 3

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

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

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

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

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

individual.

• Ejection wearing night vision goggles is not recommended. Severe neck

injury may result.

• Aircrew are strongly cautioned against maneuvering above 3 g with

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

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

loads.

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

see with NVG. In aircraft 163985 AND UP, filters are used to prevent stray or scattered light from

reaching the NVG intensifiers, which would cause the automatic gain control to reduce the NVG image

intensification. Head down displays (DDI, MPCD) are filtered to allow non-electrical-optical viewing

of the display. Viewing areas illuminated by artificial light sources with NVG (runway/landing lights,

flares, or aircraft position lights) limit the ability to see objects outside of the area.

NOTE

Bright ground lights may cause loss of ground references during

landing. Avoid looking directly at bright light sources to prevent

degrading NVG vision.

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

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

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

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

alert the pilot to severe weather conditions.

NOTE

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

9.4.4 Object/Target Detection. Detection ranges are largely a function of the existing atmosphere

and environmental conditions. Moving targets with contrasting backgrounds or targets with a reflected

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

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

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

and procedures can be found in Volume IV of the Tactical manual.

9.5 SHORT AIRFIELD FOR TACTICAL SUPPORT (SATS) PROCEDURES

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

formation, at 250 knots. A 17 to 20-second break interval provides a 35 to 40-second touchdown

interval. Have the landing checklist completed, be at on-speed AOA/approach speed by the 180°

position.

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

the proper airspeed and correct lineup.

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

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

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

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

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

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

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

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

prevent the aircraft from tipping or rocking back.

Use extreme caution when taxiing on a wet SATS runway.

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

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

Bolters in GAIN ORIDE require more aft stick input for rotation due to

fixed AOA feedback and zero rudder toe−in deflections. Half-aft stick is

recommended for rotation from bolters in GAIN ORIDE to reduce

aircraft settle.

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

taken to prevent engagement of the dolly arrester ropes with the aircraft

tailhook. Structural damage to the aircraft and catapult will result.

9.5.6 Hot Seat Procedure.

1. Parking brake - ON

2. Nosewheel steering - OFF

3. Left throttle - OFF

4. Throttle friction - MAX

5. Avionics - AS DESIRED

9.5.7 Alert Scramble Launch Procedures.

9.5.7.1

Setting the Alert.

The alert/scramble aircraft shall be preflighted in accordance with NATOPS normal procedures,

this part, every 4 hours or as local directives dictate.

The pre-alert turn shall consist of full Plane Captain checks and full systems checks. Minimum

requirements are:

a. Radar - GO

b. AIM-7 - TUNED (if loaded)

c. INS - OK

d. Comm 1 and 2 - SET TO LAUNCH FREQUENCY

e. Launch trim - SET IN ACCORDANCE WITH FIGURE 8-1

Before engine shutdown -

a. INS - OFF (10 seconds before engine shutdown)

NOTE

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

option will be available for next alignment.

b. Crypto switch - HOLD THEN NORM

c. Sensors, weapon systems, and UFC avionics - ON

d. Comm 1 and 2 - ON

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e. EMCON - AS DESIRED

f. Exterior and interior lights - SET

g. DDIs, HI/MPCD, and HUD - ON

Aircraft 161353 THRU 164068

h. Oxygen switch - OFF

Aircraft 164196 AND UP

h. OBOGS control switch and OXY flow knob - OFF

All aircraft-

i. Landing gear pins - REMOVED AND STOWED

4. After engine shutdown -

a. External power - CONNECTED (if applicable)

b. External power switch - RESET THEN NORM

c. Ground power switches 1, 2, 3, and 4 - OFF

d. Battery switch - CHECK OFF

e. SINS cable - CONNECTED (if required)

9.5.7.2

Alert Five Launch

If on external power -

1. Ground power switches 1B, 2B, 3B, and 4B - ON (hold

seconds)

2. INS - CV/GND

3. INS - STD HDG (if available)

4. BATT switch - ON

5. APU - START (READY light within 30 seconds)

6. R engine - START

7. L engine - START

8. FCS - RESET

Aircraft 161353 thru 164068 -

9. OXYGEN switch - ON

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A1-F18AC-NFM-000

Aircraft 164196 AND UP -

9. OBOGS control switch and OXY flow knob - ON

All aircraft-

10. External power - DISCONNECTED (if applicable)

11. SINS cable - DISCONNECTED (if applicable)

12. INS - NAV or GYRO or IFA (EGI)

13. Takeoff checklist - COMPLETE

14. After launch, INS - IFA (if applicable)

9.6 AIRBORNE HMD ACCURACY CHECKS

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

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

airborne target.

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

only 9.6.2 Airborne HMD Accuracy Check with Radar is required. Cockpit re-mapping is not required

if 9.6.2 Airborne HMD Accuracy Check with Radar is successful.

9.6.3 Airborne HMD Accuracy Check with CATM/AIM-9X can be performed at the aircrew’s

discretion to verify accuracy in the high off-boresight field of regard.

NOTE

If preflight HMD Alignment occurred less than

minutes after

system powered on, repeat 9.6.1 HMD Alignment prior to any airborne

checks.

9.6.1 HMD Alignment.

(CVRS record HMD if desired)

1. SUPT/HMD/ALIGN page - SELECT

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

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

If ALIGN FAIL -

4. Repeat steps 2 and 3.

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

4. Perform FINE ALIGN.

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

with the HUD/BRU alignment cross.

b. Cage/Uncage button - PRESS and RELEASE

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

HUD/BRU alignment cross.

d. Cage/Uncage button - PRESS and RELEASE

If satisfied with alignment -

5. ALIGN - UNBOX

9.6.2 Airborne HMD Accuracy Check with Radar.

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

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

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

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

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

HMD and HUD TD Boxes -

3. Perform 9.6.1 HMD Alignment procedures.

4. Repeat steps 1 and 2.

If HMD Alignment does not correct -

5. Consider re-mapping the cockpit.

9.6.3 Airborne HMD Accuracy Check with CATM/AIM-9X.

1. No L&S track selected.

2. Select AIM-9X (manual mode).

• Verify AIM-9X symbology on HMD and AUTO not displayed below 9X at bottom of display.

• Verify AIM-9X slaved to HMD.

3. Perform the following steps at various azimuth/elevation angles throughout the AIM-9X field of

regard and outside the radar field of regard until aircrew are confident that the HMD and AIM-9X

are pointing properly:

a. Place aiming cross on the target.

b. Cage/Uncage button - PRESS to command AIM-9X to enter track

• Verify AIM-9X enters track on the target.

• Verify in-track seeker circle is within one 9X circle size of touching the target.

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CHAPTER 10

Functional Checkflight Procedures

10.1 GENERAL

The information contained herein describes in detail the procedures to be followed during a

functional checkflight. The checks are presented in consecutive order simulating a recommended

checkflight profile. The profile itself may be altered as required, however, the sequential steps listed

for a system/component evaluation are mandatory. Because of restricted operating areas, pilot

technique or other limiting factors, a full checkflight profile may require more than one flight.

Therefore, it is permissible to divide the recommended checkflight profile, as required, to compensate

for these conditions. If a checkflight is divided, it is permissible for another pilot to complete the

checklist, provided there is a thorough passdown, either verbal or written, between the pilots.

Requirements for functional checkflights are listed in COMNAVAIRFORINST 4790.2 Series with

the following exceptions specific to the F/A-18. An FCF is not required for the installation or

reinstallation of a known good engine provided satisfactory ground checks have been completed, unless

both engines are being installed or reinstalled. A ‘‘known good engine’’ is defined as an engine removed

and reinstalled in the same aircraft to facilitate other maintenance, or an engine in operational use

cannibalized from another aircraft. An FCF is not required for the reinstallation of a known good

movable flight control surface provided satisfactory completion of BIT checks on deck. A ‘‘ known good

movable flight control surface’’ is defined as a flap, aileron, horizontal stab, or rudder surface only (not

servocylinder). FCF checks are required under the following circumstances:

PRO A - Full Aircraft check

- Acceptance

- Down time in excess of 30 days

- If no FCF As within past year (12 months)

- Anytime requested by the Commanding Officer

PRO B - Engines

- Dual engine removal (reinstallation/replacement)

- Dual ECA change

- Dual main fuel control change

- Installation of any unknown engine

- Anytime requested by the Commanding Officer

PRO C - Flight Controls

- Anytime a flight control surface is re-rigged

- Installation of any flight control servo-cylinder or hydraulic drive unit

- Anytime requested by the Commanding Officer

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PRO D - Rear Cockpit (Trainer Configuration only)

- Acceptance of a newly assigned aircraft or upon receipt of an aircraft returned from SDLM.

- Reconfigured from missionized to trainer configuration.

NOTE

Aft crewmember is required.

Functional checkflights are performed using the applicable Functional Checkflight Checklist.

Checkflight personnel must familiarize themselves with these requirements prior to the flight. FCF

requirements do not replace normal procedures. NATOPS procedures apply during the entire

checkflight. Only those pilots designated in writing by the Squadron Commanding Officer shall

perform squadron checkflights. Checkflight procedures are in accordance with the current edition of

COMNAVAIRFORINST 4790.2. Items contained in the Functional Checkflight Requirements are

coded. This coding is intended to assist the FCF pilot in determining which items pertain to the various

conditions requiring checkflights. Items coded (B) pertain to engine/fuel control maintenance as

outlined in COMNAVAIRFORINST 4790.2. Items coded (C) pertain to flight control/rigging main-

tenance as outlined in COMNAVAIRFORINST 4790.2. Items coded (L) pertain to LEF system

maintenance as outlined in COMNAVAIRFORINST 4790.2. Items coded (D) pertain to an F/A-18D

reconfigured rear cockpit with stick and throttle. Items coded (A) constitute a complete Functional

Checkflight; requirements are outlined in COMNAVAIRFORINST 4790.2. Coding shall appear

adjacent to a step.

10.2 FCF CHECKLIST - PROFILE A (Includes combined profiles B and C)

10.2.1

F/A-18A/C (F/A-18B/D Front Cockpit)

10.2.1.1 Preflight

(ABC) Exterior Inspection - Perform IAW Chapter 7

D No loose or improperly installed panels.

(ABC) Interior Checks - Perform IAW Chapter 7

(A) External electrical power - APPLY

(A) EXT PWR switch - RESET

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

D Audibly verify avionics cooling fans are on.

(A) Intercom - ESTABLISH

(A) Fuel quantity BIT - PERFORM (F/A-18A/B)

With the fuel quantity indicator OFF flag out of view, note internal and feed tank fuel quantities.

Set the BINGO bug above 6,200 pounds and then place and hold the fuel quantity selector switch

in BIT and check the following:

a. Internal (pointer) and total (counter) indicates 6,000 ±200 pounds.

b. LEFT and RIGHT (counters) indicate 600 ±50 pounds.

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c. After pointer and counters reach the above values (must occur within 15 seconds), ensure the

ID flag is not in view.

d. A FUEL advisory display appears on the DDI if any of the following cautions do not appear

within 15 seconds after initiating BIT with the fuel quantity selector switch: FUEL LO,

BINGO, CG (Aircraft 161520 AND UP), or G-LIM 7.5.

e. Release the fuel quantity selector switch.

f. Ensure pointer and counters return to previous values, the FUEL LO, BINGO, CG and G-LIM

7.5 caution displays are removed, the MASTER CAUTION light goes out and, after 1 minute,

the FUEL LO caution light goes out.

g. Reset BINGO bug to desired fuel quantity.

(A) 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.

(A) Warning and caution lights - TEST

• All warning and caution lights properly illuminate.

10. (A) Fire detection system - CHECK AND TEST

After FIRE TEST A and B, rotate the BLEED AIR knob to OFF then back to NORM.

11. (A) EXT and INTR lights - Check for proper operation

extent

possible

for

ambient

conditions.

12. (A) Seat adjustment - CHECK

• Smooth through full range of travel.

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

• Adjust rudder pedals as desired.

13. (A) DDIs and HI/MPCD - ON

10.2.1.2 Engine Start

(AC) FLAP switch - AUTO

(ABC) BATT switch - ON (if not previously on)

(ABC) READY (Fire extgh)/DISCH light - OUT

(AC) Control stick - CYCLE

(ABC) APU - START

(AC) ENG CRANK switch - R

Leave throttle in cutoff.

(AC) Mechanical linkage - CHECK

III-10-3

ORIGINAL

A1-F18AC-NFM-000

After both stabilators fair to the neutral position -

a. Move stick slowly forward or aft and release.

• Both stabilators shall move smoothly and symmetrically with stick input and return to

neutral when stick is released.

b. Move the stick left and right.

• Ensure the corresponding stabilator trailing edge deflects up differentially higher than the

opposite stabilator trailing edge.

c. Hold the stick full aft and move the FLAP switch to HALF or FULL.

• Visually, or using the FCS status display, verify that both stabilators move to a higher trailing

edge up position.

(ABC) Right engine - START

Perform engine start IAW Chapter 7.

(A) External power - DISCONNECT

10. (ABC) BLEED AIR knob - ROTATE THROUGH OFF TO NORM

11. (ABC) Left engine - START

Perform engine start IAW Chapter 7.

12. (AC) On DDI FCS display - VERIFY STAB Xs (FAILED) IN CHANNELS

AND

13. (ABC) FCS - RESET

14. (ABC) FLAP switch - AUTO

15. (ABC) BLEED AIR system - CHECK

a. Throttles - IDLE

b. BLEED AIR knob - CHECK EACH POSITION INDIVIDUALLY

(1) R OFF

• R BLD OFF caution displayed.

• M ASTER CAUTION light on and tone sounds.

• Left engine TEMP increases 5° to 90°C.

(2) MASTER CAUTION light - RESET

(3) Pause 5 seconds to allow Master Caution tone to reset.

(4) OFF

• L and R BLD OFF cautions displayed.

• M ASTER CAUTION light on and tone sounds.

• Cabin airflow stops.

III-10-4

ORIGINAL

A1-F18AC-NFM-000

(5) L OFF

• R BLD OFF caution removed.

• Right engine TEMP increases 5° to 90°C.

• Cabin airflow resumes.

c. BLEED AIR knob - NORM

• L BLD OFF caution removed.

• M ASTER CAUTION light out.

d. FIRE test switch - TEST A (for at least 2 seconds)

• L and R BLEED warning lights on while switch held.

• Voice alert sequence initiated.

• L and R BLD OFF cautions displayed.

• Cabin airflow stops.

e. BLEED AIR knob - CYCLE THRU OFF TO NORM

• L and R BLD OFF cautions removed.

• Cabin airflow resumes.

f. Repeat steps d and e for the TEST B position.

16. (ABC) Engine FIRE light shutdown - PERFORM

a. Left throttle - IDLE (For 2 minutes)

b. Left FIRE light - PUSH

• FIRE EXTGH READY light on

• L BOOST LO caution on

• M ASTER CAUTION light on

• M aster Caution tone sounds

When rpm is less than 60% -

D L FLAMEOUT caution on

D ″Engine Left/Right″ voice warning sounds

D W ith engine at IDLE, it may take as long as 60 seconds before the engine shuts down.

When rpm is less than 10% -

c. Left throttle - OFF

d. Left FIRE light - RESET

D FIRE EXTGH READY light off

17. (ABC) Verify proper switching valve operation.

III-10-5

ORIGINAL

A1-F18AC-NFM-000

a. Monitor HYD pressure. As pressure decreases below 1,500 psi, gently pump the stick

approximately ±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.

b. 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.

c. Monitor FCS page for FCS Xs or BLIN codes. Record if present.

18.

(A) BATT switch - OFF

• L GEN, and BATT SW caution lights on

• GEN TIE caution light on (Aircraft 162394 AND UP and 161353 THRU 161987 AFTER AFC

048)

19.

(A) BATT switch - ON

• GEN TIE and BATT SW caution lights off.

20.

(ABC) APU - OFF

21. (ABC) Left engine - CROSSBLEED START

22. (ABC) Repeat steps 16 and 17 for the right engine.

23. (A) BATT switch - OFF

• R GEN and BATT SW caution lights on.

• GEN TIE caution light on (Aircraft 162394 AND UP and 161353

THRU

161987

AFTER AFC

048)

24. (A) BATT switch - ON

• GEN TIE and BATT SW caution lights off.

25. (ABC) Right engine - CROSSBLEED START

26. (ABC) Hydraulic pressure - CHECK

• Check that HYD1 and HYD2 pressures are 2,850 to 3,250 psi.

27. (AB) Generators - CHECK

a. R GEN switch - OFF

• RDDI operative

b. L GEN switch - OFF

• BATT SW caution on

• Leave both generators off for at least 10 seconds.

c. BATT switch - ORIDE

• BATT SW caution on

• ARI OFF flag out of view

• GEN TIE caution light out

III-10-6

ORIGINAL

A1-F18AC-NFM-000

d. R GEN switch - NORM

• GEN TIE caution light on

e. BATT switch - ON

• BATT SW caution off

• GEN TIE caution off

• LDDI operative

f. L GEN switch - NORM

g. FCS - CHECK DDI DISPLAY AND RESET IF REQUIRED

Aircraft 161353 THRU 164068

28. (A) OXYGEN - ON AND CHECK

A minimum of 4 liters (8 liters for F/A-18B/D) is required.

a. Press and hold the oxygen test button

• OXY LOW caution is displayed within 2 seconds of the oxygen gauge needle reaching 1

liter.

b. Release button

• Oxygen gauge needle returns to original quantity and OXY LOW display is removed.

Aircraft 164196 AND UP

28. (A) OBOGS system - CHECK

a. OBOGS control switch - ON

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

• System provides oxygen on demand.

• No excessive backpressure.

c. OBOGS monitor pneumatic BIT plunger - PRESS AND HOLD (do not rotate)

• OBOGS DEGD caution displayed within 65 seconds.

• Release plunger.

• Caution removed within 30 seconds.

Inadvertent rotation of the OBOGS monitor pneumatic BIT plunger

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

position and may result in 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.

d. OBOGS electronic BIT button - PRESS AND RELEASE

• OBOGS DEGD caution displayed and removed within 15 seconds.

e. OXY FLOW knob(s) - OFF (both cockpits)

• OBOGS flow stops.

III-10-7

ORIGINAL

A1-F18AC-NFM-000

10.2.1.3 Before Taxi

(ABC) Before taxi procedures - PERFORM

Perform before taxi procedures IAW Chapter 7.

(A) INS - CHECK

a. Check waypoint 0 and magnetic variation.

• QUAL should be OK within 6 minutes.

b. Cycle the parking brake

• Alignment time flashes then stops flashing when parking brake is set to ON.

• On EGI equipped aircraft the alignment time does not flash when the parking brake is

released unless the aircraft moves.

(A) Radar - CHECK

a. RADAR knob - OPR

• For the first 30 seconds, NOT RDY is displayed.

• After 30 seconds, TEST is displayed.

• After 3-minute time-out, transmitter radiates into the dummy load and AIM-7 missile tuning

horns for 5 seconds, then automatically shuts down.

(A) Fuel system checks - PERFORM (F/A-18C/D)

On the RDDI -

a. SDC/sensor operation - CHECK

(1) SUPT/BIT/STATUS MONITOR page - SELECT

(2) SDC BIT option - SELECT

• SDC BIT status indicates GO.

(3) FXFR page - SELECT

• Do not take off with flashing parameters.

(4) FQTY page - SELECT

• Do not take off with flashing parameters.

On the LDDI -

b. Fuel quantity/cautions/advisories - CHECK

(1) SUPT/FUEL page - SELECT

• No fuel cautions or advisories displayed.

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

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

(2) FLBIT option - SELECT

• On RDDI, TK2FL indicates GO within 2 seconds.

• On RDDI, TK3FL indicates GO within 13 seconds.

• FUEL LO caution and voice alert activated within 13 seconds.

• FUEL LO caution removed 60 seconds after it is displayed.

III-10-8

ORIGINAL

A1-F18AC-NFM-000

(3) SDC RESET option - SELECT

• CAUT DEGD caution displayed then removed after 7 seconds.

On the IFEI -

c. BINGO caution - CHECK

(1) BINGO - SET 200 lb above INTERNAL fuel

• BINGO caution and voice alert activated.

(2) BINGO - SET 200 lb below INTERNAL fuel

• BINGO caution removed.

(3) BINGO - SET AS DESIRED

(AC) Flight controls - CHECK/BIT

a. If wings folded verify both ailerons Xd out.

b. Flaps - HALF

c. FCS IBIT - INITIATE

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).

NOTE

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

be available after landing.

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

(AC)FCC keep-alive circuitry - CHECK

a. FCC circuit breakers - Pull in sequence 1, 2, 3, and 4

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

• Complete within 7 seconds for valid test.

• No FCC channel completely Xd out.

III-10-9

ORIGINAL

A1-F18AC-NFM-000

(AC) GAIN override switch - ORIDE

a. Check LAND advisory displayed

b. GAIN override switch - NORM

(AC) SPIN recovery mode - CHECK

a. Flaps - AUTO

b. Select FCS display on MPCD (aircraft 163985 AND UP)

c. SPIN recovery switch - RCVY

d. Check both DDIs - SPIN MODE ENGAGED

e. Flaps - CHECK LEF DOWN 33° ±1° down, TEF UP 0° (±1°).

f. SPIN recovery switch - NORM

(A) CHECK TRIM, PARK BRAKE, CK FLAPS and CHECK SEAT cautions - CHECK

a. Stabilator trim - less than 12° NU

b. Throttles - Advance forward momentarily. Do not allow engine rpm to exceed

75%.

D CK FLAPS caution on

D PARK BRAKE caution on

D CHECK TRIM caution on

D CHECK SEAT caution (F/A-18C/D) on

10. (ABC) Full stabilator travel verification -

Set stab trim to 4° NU and verify that:

Flaps - FULL

AFT:

24 NU

FWD: 10 ND

Wings spread - R/L AILERON: 16 differential stabilator

(Wings folded - R/L AILERON: 20 differential stabilator)

11. (ABC) Flaps - FULL

While at full flaps, cycle stick in small circular motions (1 to 2 inches diameter) at a rate slower than

one cycle per second. Stick motion should be smooth and continuous. If stick provides uncom-

manded movement, horizontal stabilator servocylinder and mechanical linkage troubleshooting is

required prior to flight.

12. (ABC) Flaps - HALF

13. (AC) Trim - CHECK

a. Trim - FULL LEFT and UP

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

• Check that ailerons and rudders return to neutral, stabilator returns to 12° NU.

III-10-10

ORIGINAL

A1-F18AC-NFM-000

14. (A) Standby altimeter - SET AND CHECK

a. Set reported barometric pressure in window.

• Verify barometric set value on HUD.

• Verify HUD display reads within ±30 feet and altimeter reads within ±60

feet

ramp

elevation.

15. (A) Attitude reference indicator - CHECK

• Check that attitude reference indicator levels.

16. (A) WINDSHIELD ANTI ICE/RAIN removal - CHECK

a. WINDSHIELD switch - ANTI ICE

• Verify airflow along the canopy bow.

b. WINDSHIELD switch - RAIN

• Verify reduced airflow along the canopy bow.

c. WINDSHIELD switch - OFF

• Verify airflow is secured.

17. (A) ECS system checks - PERFORM

a. DEFOG - CHECK

(1) DEFOG handle - LOW

• Minimum defog airflow and maximum cabin airflow.

(2) DEFOG handle - HIGH

• Progressively decreasing cabin airflow and increasing defog flow.

b. ECS modes - CHECK

• Signal: Punch open palm with fist.

(1) ECS MODE switch - OFF/RAM

• Cabin airflow stops.

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

(2) ECS MODE switch - AUTO

• Cabin airflow resumes.

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

c. CABIN TEMP knob - ROTATE BETWEEN COLD AND HOT

• Air temperature changes to agree with setting.

d. Cabin Pressurization - CHECK

(1) CABIN PRESS switch - DUMP

• Cabin depressurizes.

• Cabin airflow remains.

III-10-11

ORIGINAL

A1-F18AC-NFM-000

(2) CABIN PRESS switch - RAM/DUMP

• Cabin remains depressurized.

• Cabin airflow stops.

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

(3) CABIN PRESS switch - NORM

• Cabin pressurizes.

• Cabin airflow resumes.

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

18. (A) Canopy operation - CHECK

a. CANOPY switch - CLOSE (half way) THEN RELEASE

• Canopy stops when switch is released.

b. CANOPY switch - OPEN

• Canopy moves to full open position.

• Switch returns to HOLD position.

c. CANOPY switch - CLOSE

• Canopy closes and locks

• CANOPY caution off

d. Cockpit pressurization - Select NORM

19. (A) ENG ANTI ICE system - CHECK

a. ENG ANTI ICE switch - ON (after eng start)

D Verify L HEAT and R HEAT advisories present.

D If not present, reattempt check at 70% RPM.

b. ENG ANTI ICE switch - TEST

D Verify INLET ICE caution present.

20. (A) HUD - CHECK

a. Aircraft 161353 THRU 163782, with the HUD selector switch in AUTO, rotate the HUD

symbology brightness control knob from OFF to the desired brightness. Aircraft 163985 AND

UP, with the HUD symbology brightness selector switch in DAY, rotate the HUD symbology

brightness control knob from OFF to the desired brightness. Set the BLACK level control to

12:00 o’clock position.

b. Place HUD symbology reject switch to REJ 2 and check that heading scale, command heading,

heading caret, nav range (if displayed), bank angle scale and bank angle pointer, ZTOD timer

(if displayed), Mach number, aircraft g, airspeed and altitude boxes deleted from the HUD.

Place the switch to NORM and check that all symbols return.

c. Vary the symbology brightness in both the NIGHT and DAY mode.

d. Place the altitude switch to RDR and check that the HUD is displaying radar altitude (if radar

altimeter is on). Return the switch to BARO and check that barometric altitude is displayed.

III-10-12

ORIGINAL

A1-F18AC-NFM-000

e. Place the attitude selector switch to STBY, check that the velocity vector disappears and pitch

ladder is referenced to waterline symbol ( W

). Verify INS ATT caution is displayed. Check

that standby attitude reference indicator is erect and HUD pitch ladder appears. Verify Xs

appear in CH 1/3 of the PROC row on the FCS page. Return the switch to AUTO.

f. Turn right DDI off and verify HUD symbology.

21. (A) Inflight refueling probe - CYCLE

• The refueling probe extends or retracts in 6 seconds.

• Have plane captain check that the probe light is on with the probe extended.

22. (A) Speedbrake - CYCLE

• Speedbrake extends or retracts in 3 seconds maximum.

• The SPD BRK light is on any time speedbrake is not fully retracted.

23. (A) Launch bar - FUNCTIONAL CHECK

24. (A) TRIM advisory - CHECK

• Perform while launch bar extended.

a. Stabilator trim - <13° NOSE UP

b. Both throttles - CYCLE

Momentarily advance throttles forward. Do not allow engine rpm to increase above

75%.

c. CHECK TRIM caution - ON

25. (A) HOOK - CYCLE

• Hook extends in 3 seconds maximum and retracts in 6 seconds maximum.

• Ensure the HOOK light remains ON if the hook is in contact with the deck and is prevented

from contacting the hook down proximity switch.

26. (A) Mission computer operation - CHECK

a. MC switch - 1 OFF

• MC1 caution on

• BIT, CHKLST, ENG, and ADI options removed from SUPT MENU

• ACL option appears on HSI.

b. MC switch - NORM

• MC1 caution off

• SUPT MENU options return.

c. MC switch - 2 OFF

• MC2 caution on

• STORES option removed from TAC MENU.

d. MC switch - NORM

• MC2 caution off

• STORES option returns

III-10-13

ORIGINAL

A1-F18AC-NFM-000

10.2.1.4 Taxi

(A) Brakes - TEST

a. ANTI SKID switch - OFF

• SKID advisory on

• Check brakes when leaving the chocks

b. ANTI SKID switch - ON

• SKID advisory off

c. Normal brakes - CHECK

• Check brakes during taxi

(A) Nosewheel steering - CHECK

• NWS responds appropriately in LO and HI gain modes.

• NWS disengages when paddle switch held

(AC) Emergency brakes - CHECK

• No appreciable change in performance should be observed compared to the normal system.

NOTE

Anti-skid system is inoperative during emergency brake system

operation.

10.2.1.5 Shipboard Taxi/Takeoff Checks

(AB) Canopy - CHECK CLEAR/CLOSED (CANOPY caution removed)

(AB) OXY FLOW knob(s) - ON/MASK(S) ON prior to tie down removal

(AB) PARK BRK handle - FULLY STOWED on catapult

(AB) T.O. checklist - COMPLETE from bottom to top

III-10-14

ORIGINAL

A1-F18AC-NFM-000

(AB) IFF - SQUAWK MODES/CODES as appropriate

(AB) Heading checks −

- HSI heading matches BRC within ± 3°

- STBY magnetic compass within limits of compass card

At catapult tension signal -

(AB) Engine run−ups − PERFORM (together)

a. Throttles both engines - IDLE to MIL

- Low pressure compressor (N1) rpm and EGT are scheduled as a function of engine inlet

temperature (T₁) see figure 10-1.

- High pressure compressor (N₂) rpm varies with N₁ and EGT and should not be used to reject

an engine when N₁ and EGT are within limits unless N₂

is above maximum rpm (102%).

b. ENG page - CHECK ENGINES AT MIL

If F404-GE-400 Engine -

- N₁ rpm - 94 to 103%

- N₂ rpm - 92 to 102%

- EGT - 715° to 830°C (852°C MAX TRANSIENT)

- FF - 6,000 to 9,000 pounds per hour

- NOZ POS - 0 to 57%

- OIL PRESS - 95 to 180 psi

- VIB - Display not valid

- FUEL TEMP - 78°C maximum

If F404-GE-402 Engine -

- N₁ rpm - 94 to 105%

- N₂ rpm - 90 to 102%

- EGT - 715° to 880°C (902°C MAX TRANSIENT)

- FF - 6,000 to 12,500 pounds per hour

- NOZ POS - 0 to 48%

- OIL PRESS - 95 to 180 psi

- VIB - Display not valid

III-10-16

ORIGINAL

A1-F18AC-NFM-000

- FUEL TEMP - 78°C maximum

(AB) Afterburners - SELECT

- Both nozzles open correctly.

- Feed tanks remain full during takeoff, climb, and immediately following climb.

10.2.1.6 Shorebased Takeoff Checks

(AB) Canopy - CHECK CLEAR/CLOSED (CANOPY caution removed)

(AB) OXY FLOW knob(s) - ON/MASK(S) ON

(AB) T.O. Checklist - COMPLETE

(AB) PARK BRK handle - FULLY STOWED in position and hold

(AB) IFF - SQUAWK MODES/CODES as appropriate

(AB) HEADING CHECKS -

- HSI heading within ± 3° of known runway heading.

- STBY magnetic compass within limits of compass card.

(AB) Engine run-ups - PERFORM (individually)

a. Throttle affected engine - IDLE to MIL

- Low pressure compressor (N₁) rpm and EGT are scheduled as a function of engine inlet

temperature (T₁) see figure 10-1.

- High pressure compressor (N₂) rpm varies with N₁ and EGT and should not be used to reject

an engine when N₁ and EGT are within limits unless N₂ is above maximum rpm (102%).

b. ENG page - CHECK ENGINES AT MIL

If F404-GE-400 engine -

- N₁ rpm - 94 to 103%

- N₂ rpm - 92 to 102%

- EGT - 715° to 830°C (852°C MAX TRANSIENT)

- FF - 6,000 to 9,000 pounds per hour

- NOZ POS - 0 to 57%

- OIL PRESS - 95 to 180 psi

- VIB - Display not valid

- FUEL TEMP - 78°C maximum

If F404-GE-402 engine -

- N₁ rpm - 94 to 105%

- N₂ rpm - 90 to 102%

III-10-17

ORIGINAL

A1-F18AC-NFM-000

- EGT - 715° to 880°C (902°C MAX TRANSIENT)

- FF - 6,000 to 12,500 pounds per hour

- NOZ POS - 0 to 48%

- OIL PRESS - 95 to 180 psi

- VIB - Display not valid

- FUEL TEMP - 78°C maximum

c. Throttle affected engine − MIL to IDLE, pause 1 second, IDLE to MIL

− Engine responds with normal acceleration characteristics.

− No stall or stagnation.

d. Throttle affected engine − IDLE

e. Repeat steps a thru d for opposite engine.

When cleared for takeoff -

(AB) Afterburner takeoff − PERFORM IAW chapter 7.

− Both nozzles open correctly.

− Feed tanks stay full during takeoff, climb, and immediately following climb.

10.2.1.7 Takeoff

NOTE

Autopilot modes can be used.

(AB) Afterburner takeoff - PERFORM IAW Chapter 7

• Ensure nozzles open and feed tanks stay full during and immediately following the climb.

(A) Landing gear - RETRACT

• The landing gear should retract in 7 seconds maximum.

(A) Radar altimeter - CHECK

• Check HUD and radar altimeter indications during climb to 5,000 feet.

• Above 5,000 feet, HUD R changes to a flashing B and the radar altimeter OFF flag is in view.

(AC) FCS RIG Check - 10,000 Feet

Only perform if -

• Aircraft symmetrically loaded (external/internal wing tank fuel asymmetry less than 300 lb).

a. Autopilot mode - Disengage in 1g flight

b. Check memory inspect unit 14, address 5016. If first and third lines are not between 177200 and

177777 or between 000000 and 000600, re-trim laterally until within this range.

c. Stabilize at each incremental airspeed and trim rudder, if required, to center ball prior to

roll-off check. Release controls from wings-level and record the direction of roll-off and

angle-of-bank (AOB) at the end of 6 seconds.

III-10-18

ORIGINAL

A1-F18AC-NFM-000

d. 200 KCAS

300 KCAS

400 KCAS

500 KCAS

h. 550 KCAS

• The 550 KCAS check should not be performed if a pod is loaded on station

NOTE

RIG Check fails if any AOB > 30° (> 5° per second); however,

for

diagnostics purposes, complete all applicable roll-off checks.

(AB) Throttle transients - CHECK (one at a time)

D At 10,000 feet and Mach 0.75 perform the following throttle transients.

a. Throttle affected engine - IDLE to MAX

• Afterburner lights within 10 seconds.

b. Throttle affected engine - MAX to IDLE, pause 3 seconds, IDLE to MAX

• Afterburner lights within 10 seconds.

• Engine responds smoothly with no stall, stagnation, or flameout.

c. Repeat steps a and b for opposite engine

10.2.1.8 Medium Altitude (15,000 Feet)

NOTE

Altitude blocks are suggested ONLY to provide a logical sequence for

the FCF procedures. Deviations from these block altitudes

are

acceptable unless specified.

(A) Fuel dump - CHECK

• Perform functional check of fuel dump.

(A) Automatic dump shutoff - CHECK

• Set BINGO at internal fuel remaining level.

• Check that automatic shutoff occurs within ±400 pounds of setting.

(A) COMM - CHECK

• Comm switches function normally.

• Both radios operative in transmit and receive.

• UHF and VHF preset, manual and guard frequency selection operative.

(AC) Flight control damping - CHECK

a. Airspeed - Maintain 300 to 350 KCAS

III-10-19

ORIGINAL

A1-F18AC-NFM-000

b. Make small, abrupt pitch, roll, and yaw inputs.

• Aircraft response is appropriate.

• No oscillation tendencies noted.

(A) Fuel transfer - MONITOR

• Periodically monitor fuel quantity during flight ensuring normal fuel transfer occurs.

(A) IFF operation - CHECK

• ATC reports valid mode 3 and C.

If/when possible -

a. IFF MASTER switch - EMERG

• ATC reports valid emergency squawk (7700).

(A) Cabin pressure - CHECK

• Check cabin pressure is 8,000 ±1,000 feet.

(AC) AFCS - CHECK

a. A/P - At 350 knots, 15,000 feet with bank angle ≤ 5°, engage A/P switch.

• Check that aircraft maintains heading.

b. Attitude hold -

(1) Bank aircraft 45° left using CSS.

• Check that aircraft maintains attitude.

(2) Bank aircraft 45° right using CSS.

• Check that aircraft maintains attitude.

(3) Input ±10° pitch commands using CSS.

• Check that aircraft maintains heading and attitude.

c. Heading select -

(1) Select 30° left heading change with the HDG set switch. Select HSEL option.

• Check that heading hold is reestablished after selected heading is captured.

(2) Repeat with 30° right heading change.

d. Barometric altitude hold -

(1) Select BALT option during a 4,000 feet/minute climb.

• Check that altitude is captured and maintained.

(2) Repeat during 4,000 feet/minute dive.

(3) Perform 45° bank turn.

• Check that altitude is maintained within ±100 feet.

(AB) ATC cruise mode - CHECK

Engage ATC cruise mode between 300 and 350 knots.

• Ensure system maintains engaged airspeed in level flight and banked turns.

III-10-20

ORIGINAL

A1-F18AC-NFM-000

10. (ABC) Perform negative G check for FOD.

10.2.1.9 High Altitude (Above 30,000 Feet)

(A) Cabin pressurization/temperature - MONITOR

• During climb, 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 refer to figure 2-37.

AIRCRAFT

CABIN

ALTITUDE

30,000 feet

10,000 to 12,000 feet

40,000 feet

15,000 to 17,000 feet

(AB) Throttle transients - CHECK (one at a time)

• At 35,000 feet and 200 to 220 knots, perform the following throttle transients.

a. Throttle affected engine - IDLE to MAX

• Afterburner lights within 15 seconds.

b. Throttle affected engine - MAX to IDLE, pause 3 seconds, IDLE to MAX

• Afterburner lights within 15 seconds.

• Engine responds smoothly with no stall, stagnation, or flameout.

c. Repeat steps a and b for opposite engine.

(AB) Speed run/rpm lock up - PERFORM

• Above Mach 1.23, retard the throttles to flight IDLE (one at a time).

• The rpm shall not drop more than 10% below MIL rpm with throttles at flight IDLE.

(A) Tank 1 and 4 transfer - CHECK

Aircraft 161353 THRU 161519 BEFORE AFC 039 -

D Tank 4 depletes faster than tank 1 at low power settings.

D Tanks 1 and 4 deplete together at high power settings.

D Tank 4 quantity not more than 1,300 pounds (2,000 pounds for F/A-18B) greater than tank

quantity.

Aircraft 161353 THRU 161519 AFTER AFC 039 and 161520 AND UP -

D Tanks 1 and 4 fuel quantities fall within allowable limits.

D CG/FUEL XFER caution off.

D No more than 1,700 pounds (F/A-18A/C) 1,100 pounds (F/A-18B) remaining in tank 1 when

tank 4 reaches 150 pounds.

D On F/A-18D, tank 4 quantity should be between 0 and 600 pounds when tank 1 empties.

All aircraft -

(A) Perform Static Radome Check - Above 30,000 feet

III-10-21

ORIGINAL

A1-F18AC-NFM-000

a. Verify configuration for unlimited AOA and CG not aft of 23.5% MAC.

b. Laterally and directionally trim to neutral - centered ball/ no rates.

c. Check altitude greater than 30,000 feet AGL.

d. Slow to 30-35° AOA unaccelerated flight and stabilize wings level.

e. Note initial heading

f. Continue deceleration by smoothly applying full aft stick, keeping neutral pedal and lateral

stick (approximately 2 sec from 35° AOA to full aft stick).

g. Hold full aft stick for 5 sec; do not counter roll and yaw.

If a sustained yaw rate develops in the 50 to 55° AOA region, inadvertent

departure from controlled flight and display of spin arrows may result. If

a yaw rate develops in the 50 to 55° AOA region, easing control stick

forward off the aft stop should immediately reduce the AOA below 50°

and terminate the yawing motion.

h. Observe yaw/roll rates, observe final heading.

(1) Recovery

(a) Minimum altitude for recovery initiation 25,000 feet AGL

(b) Reduce AOA with forward stick

(2) Failure criteria/Abort criteria

(a) Greater than 60° heading change in 5 seconds

(b) Rapid yaw acceleration

(d) Spin arrows

NOTE

If aircraft fails radome check, the only maintenance action required is

to place a card in the ADB stating the aircraft is limited to 45° AOA.

10.2.1.10 18,000 TO 10,000 Feet

(A) Radar - FUNCTIONAL CHECK

III-10-22

ORIGINAL

A1-F18AC-NFM-000

a. A/A master mode - CHECK

b. A/G master mode - CHECK

(A) INS - CHECK

• Check present position error using tacan position update.

• Record and reject update.

• Functionally check designate and overfly.

(A) HUD symbology - CHECK (both cockpits)

In NAV master mode with WYPT or TCN boxed -

• The following indications are present - heading, airspeed, altitude, barometric setting (for 5

seconds after set), AOA, Mach number, aircraft g, bank angle scale, velocity vector, flight

path/pitch ladder, steering arrow (TCN), and distance to WYPT or TCN.

• WYPT # displayed to right of distance when WYPT boxed.

• Three-letter identifier displayed to right of distance when TCN boxed.

• HUD and HI/MPCD distance agree.

• HUD format available on either DDI

D Check the VTR/HUD camera

(A) Standby flight instruments - CHECK

a. Standby rate of climb indicator

• Indicates ±100 fpm or less during level 1g flight.

• Pointer movement smooth during climbs/descents.

b. Standby attitude reference indicator

(1) Perform a 360° roll right and left

• No gyro tumble

• Gyro indications are smooth thru bullseye.

(2) Perform a loop.

• During loop check that the HUD flight path/pitch ladder pitch lines are angled toward the

horizon.

• After completion of the loop, errors in pitch and roll may be present, particularly if the loop

is conducted in a wings level attitude. This is normal and the errors should be removed by

caging the indicator while the aircraft is in normal straight and level attitude.

c. Standby airspeed indicator

• Agrees with HUD.

• Pointer movement is smooth during airspeed changes.

d. Standby altimeter

III-10-23

ORIGINAL

A1-F18AC-NFM-000

• Agrees with barometric altitude on HUD

• Pointer and drum movement is smooth and does not hang up during thousand-foot changes.

NOTE

The HUD airspeed and altitude values are corrected by the ADC and

the standby instruments are not. Therefore, under certain flight

conditions the standby instruments may not agree with the HUD.

(A) HI/MPCD - CHECK

a. HDG/TK set switch - SLEW

• Heading bug moves in correct direction.

• Digital display and bug setting agree.

b. CRS set switch - SLEW

• Steering arrow rotates in correct direction.

• Digital display and steering arrow agree.

c. Perform a course intercept using both WYPT and TCN steering.

• Steering arrow shall correspond to the steering arrow on the HUD.

• All display movement shall be smooth.

d. TCN bearing and range - CHECK

• Symbol displayed at appropriate position when compared to a waypoint or known landmark.

• Digital display and symbol agree.

(A) Data link - CHECK (if possible)

(AC) LEF System - CHECK

a. G-WARM - Perform

b. Stabilize at 450 knots/10,000 feet MSL. Commence a MIL power loop with a firm initial pull

to 4.5-5g. Monitor LEF position on the FCS page. Discontinue check if left-to-right split is

greater than 5 °. Any left-to-right split in flap position greater than 5° shall be recorded, and

follow-up maintenance action is required. Do not exceed 20° AOA with a split between left and

right LEF. If an HDU is weak the split should be seen during the first 90° of the loop. Greater

than 5° of left or right LEF split will likely result in uncommanded yaw/roll during

maneuvering flight.

10.2.1.11 10,000 Feet to Landing

(A) Fuel transfer - MONITOR

a. Wing tanks deplete to 0 to 200 pounds before tank 1 or 4 falls below 200 pounds and wing tanks

empty following FUEL LO caution.

b. Feed tanks remain full until tanks 1 and 4 fall below 200 pounds in non-afterburner operation.

III-10-24

ORIGINAL

A1-F18AC-NFM-000

(A) ADF receivers - CHECK

Check accuracy of ADF 1 and ADF 2.

• Bearing accuracy is as follows:

a. Off the nose (0° relative bearing) ±5°.

b. Off the wing tip (90° and 270° relative bearing) ±20°.

c. Off the tail (180° relative bearing) no specified accuracy.

(A) Automatic speedbrake retract - CHECK

Extend the speedbrake then extend flaps.

• Ensure speedbrake retracts.

(A) Landing gear warning light/warning tone - CHECK

Below 7,500 feet with the landing gear handle UP, reduce airspeed below 175 knots and establish

a rate of descent greater than 250 feet per minute.

• Check that the gear handle warning light flashes and the warning tone comes on.

(AB) Emergency landing gear system - CHECK

a. Flaps - HALF

b. Slow to 160 knots if practical.

c. Pull landing gear circuit breaker.

NOTE

The rear cockpit landing gear UNSAFE lamp illuminates with the

circuit breaker pulled and the condition is normal.

d. Set gear handle to DN.

e. Rotate 90° and pull to detent.

• Gear should extend within 30 seconds.

f. Hold the HYD ISO SW in ORIDE for 10 seconds or until the APU ACCUM caution is removed

and the emergency brake accumulator is recharged.

• Gauge reads 2,750 to 3,250 psi and the needle stops moving.

g. Push handle in, rotate gear handle 90° COUNTERCLOCKWISE.

h. Reset circuit breaker.

To prevent damage to the main landing gear, the landing gear handle

must be outboard (down position) before resetting the handle from

emergency to normal. Wait 5 seconds following the circuit breaker or

handle reset before placing the landing gear handle up.

III-10-25

ORIGINAL

A1-F18AC-NFM-000

(A) AOA tone - CHECK

With flaps HALF or FULL, increase AOA to 15° and check that AOA tone comes on at

12°±0.5° with FULL flaps or 15°±0.5° with HALF flaps.

(A) Landing gear - RETRACT

(A) Flaps auto retract - CHECK

a. Increase airspeed.

• Flaps should retract to AUTO at 250 ±10 knots (amber flap light).

b. FLAPS - AUTO

(A) ILS/ACLS - FUNCTIONAL CHECK (if facility available)

• Perform a functional check of the instrument landing system and the ACLS.

10. (A) AOA indexer brightness - CHECK AND SET

• With landing gear down check brightness from DIM thru BRT then set to the desired

brightness.

11. (A) Radar altitude hold - CHECK

12. (AB) ATC approach mode - FUNCTIONAL CHECK

• Perform a functional check of the ATC mode.

13. (B) FCF Profile - COMPLETE

10.2.1.12 After Landing

(A) Anti-skid - CHECK

Above 75 knots apply full brake pressure.

• Check that anti-skid action is smooth and exhibits no left or right pulling tendencies.

(A) Nosewheel steering high mode - CHECK

At reduced taxi speed, unlock the wing fold and press and release the nosewheel steering button.

• Ensure nosewheel steering goes to high gain and stays in high gain.

(A) Emergency HI gain NWS - CHECK

Pull FCS CHAN 2 circuit breaker, wait for the FCS channel to shut down (column of X’s on the

FCS page), unlock the wings, and press NWS button. Emergency HI gain NWS should be

available. Reset FCS CHAN 2. Repeat for FCS CHAN 4 circuit breaker.

• When the emergency HI gain NWS mode is entered, NWS indication may not be displayed on

the HUD.

(A) Wingfold - CHECK

(A) Parking brake - SET

(A) INS terminal error - RECORD

Maximum error for a gyro compass alignment is 1.5 nm per hour of operating time.

• GPS assisted INS terminal error should be almost zero.

(A) BIT/BLIN - CHECK

III-10-26

ORIGINAL

A1-F18AC-NFM-000

(A) FCF Profile - COMPLETE

10.2.2 Checkflight Requirements (Rear Cockpit). This Rear Cockpit section outlines only the

additional checks to establish acceptance standards for the systems peculiar to the F/A-18B/D aircraft.

The checks and success criteria specified in the Front Cockpit section also apply to the F/A-18B/D

aircraft. Instrument and indicator reading, warning lights, and radar and navigation displays in the

rear cockpit are to be compared throughout the flight with corresponding information available from

the front cockpit. An aft crewmember is required for D profile FCFs. For A, B, or C profiles, if an aft

crewmember is available, the following checks should be made.

10.2.2.1 Before Taxi. Perform the before taxi procedures IAW Chapter 7.

(A) Fuel quantity gauge - CHECK (F/A-18B)

• During front cockpit BIT, make sure the TOTAL and INTERNAL counters agree with front

cockpit indications ±200 pounds.

(A) IFEI - CHECK (F/A-18D)

• During front cockpit BIT, make sure the TOTAL and INTERNAL displays agree with front

cockpit displays.

(AC) Speedbrake - CYCLE

• On aft stick and throttle equipped F/A-18D check operation of the speedbrake from the rear

cockpit.

(A) Attitude reference indicator - CHECK

• Check that attitude reference indicator is adjustable. Minimum adjustment is ±5°.

(A) Standby altimeter - SET AND CHECK

Set reported barometric pressure in window.

• Check that altimeter reads within ±60 feet of ramp elevation.

(A) Warning/caution lights - TEST

• Check for proper operation of the warning/caution lights.

(A) DDIs - ON AND SET

• Set the brightness or contrast as desired.

Aircraft 164196 AND UP -

(A) OXY FLOW knob - ON

• Check flow

10.2.2.2 Taxi

(A) Brakes - TEST

a. ANTI SKID switch - OFF

• SKID advisory on

• Check brakes when leaving the chocks

b. ANTI SKID switch - ON

• SKID advisory off

III-10-27

ORIGINAL

A1-F18AC-NFM-000

c. Normal brakes - CHECK

• Check brakes during taxi

(A) Nosewheel steering - CHECK

• NWS responds appropriately in LO and HI gain modes.

• NWS disengages when paddle switch held

(AC) Emergency brakes - CHECK

NOTE

Anti-skid system is inoperative during emergency brake system

operation.

10.2.2.3 Medium Altitude (15,000 Feet)

NOTE

Altitude blocks are suggested ONLY to provide a logical sequence for

the FCF procedures. Deviations from these block altitudes are

acceptable unless specified.

(A) Comm - CHECK

• Comm switches function normally.

• Both radios operative in transmit and receive.

• UHF and VHF preset, manual and guard frequency selection operative.

10.2.2.4 High Altitude (Above 30,000 Feet)

(A) Cabin pressurization/temperature - MONITOR

During climb, 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 refer to figure

2-37.

AIRCRAFT

CABIN

ALTITUDE

30,000 feet

10,000 to 12,000 feet

40,000 feet

15,000 to 17,000 feet

10.2.2.5 18,000 TO 10,000 Feet

(A) Standby flight instruments - CHECK

a. Standby rate of climb indicator

• Indicates ±100 fpm or less during level 1g flight.

• Pointer movement smooth during climbs/descents.

b. Standby attitude reference indicator

D During the 360° roll right and left, no gyro tumble is permitted.

III-10-28

ORIGINAL

A1-F18AC-NFM-000

D After completion of the loop, errors in pitch and roll may be present, particularly if the loop

is conducted in a wings level attitude. This is normal and the errors should be removed by

caging the indicator while the aircraft is in normal straight and level attitude.

c. Standby airspeed indicator

• Agrees with HUD.

• Pointer movement is smooth during airspeed changes.

d. Standby altimeter

• Agrees with barometric altitude on HUD

• Pointer and drum movement is smooth and does not hang up during thousand-foot changes.

NOTE

The HUD airspeed and altitude values are corrected by the ADC and

the standby instruments are not. Therefore, under certain flight

conditions the standby instruments may not agree with the HUD.

10.2.2.6 10,000 Feet to Landing

(AC) Flight controls and throttles - FUNCTIONALLY CHECK

(AC) Hand controllers - CHECK

• Verify operation of hand controllers. Selection of displays in rear cockpit shall not affect display

selection in forward cockpit.

(A) Emergency landing gear system - CHECK

a. Flaps - HALF

b. Slow to 160 knots if practical.

c. Pull the EMERG LDG GEAR handle until it locks in the detent. (This is to be accomplished

without any activation of the front cockpit emergency extension system.)

d. Check that gear indicates down within 30 seconds.

e. Front crewmember set the landing gear handle to DN and hold the HYD ISO switch in ORIDE

for 10 seconds or until the APU ACCUM caution is removed and the emergency brake

accumulator is recharged (gauge reads 2,750 to 3,250 psi and the needle stops moving).

To prevent damage to the main landing gear, the landing gear handle

must be outboard (down position) before resetting the handle from

emergency to normal. Wait 5 seconds following the circuit breaker or

handle reset before placing the landing gear handle up.

f. Reset the rear EMERG LDG GEAR handle, then have front crewmember raise the landing

gear.

III-10-29

ORIGINAL

A1-F18AC-NFM-000

10.2.2.7 After Landing

(A) BIT - CHECK DISPLAY

(A) FCF Profile - COMPLETE

10.3 FCF CHECKLIST - PROFILE B

10.3.1

F/A-18A/C (F/A-18B/D Front Cockpit)

10.3.1.1 Preflight

(B) Exterior Inspection - Perform IAW Chapter

D No loose or improperly installed panels.

(B) Interior Checks - Perform IAW Chapter 7

10.3.1.2 Engine Start

(B) BATT switch - ON (if not previously on)

(B) READY (Fire extgh)/DISCH light - OUT

(B) APU - START

(B) Right engine - START

Perform engine start IAW Chapter 7.

(B) BLEED AIR knob - ROTATE THROUGH OFF TO NORM

(B) Left engine - START

Perform engine start IAW Chapter 7.

(B) FCS - RESET

(B) FLAP switch - AUTO

(B) BLEED AIR system - CHECK

a. Throttles - IDLE

b. BLEED AIR knob - CHECK EACH POSITION INDIVIDUALLY

(1) R OFF

• R BLD OFF caution displayed.

• M ASTER CAUTION light on and tone sounds.

• Left engine TEMP increases 5° to 90°C.

(2) MASTER CAUTION light - RESET

(3) Pause 5 seconds to allow Master Caution tone to reset.

III-10-30

ORIGINAL

A1-F18AC-NFM-000

(4) OFF

• L and R BLD OFF cautions displayed.

• M ASTER CAUTION light on and tone sounds.

• Cabin airflow stops.

(5) L OFF

• R BLD OFF caution removed.

• Right engine TEMP increases 5° to 90°C.

• Cabin airflow resumes.

c. BLEED AIR knob - NORM

• L BLD OFF caution removed.

• M ASTER CAUTION light out.

d. FIRE test switch - TEST A (for at least 2 seconds)

• L and R BLEED warning lights on while switch held.

• Voice alert sequence initiated.

• L and R BLD OFF cautions displayed.

• Cabin airflow stops.

e. BLEED AIR knob - CYCLE THRU OFF TO NORM

• L and R BLD OFF cautions removed.

• Cabin airflow resumes.

f. Repeat steps d and e for the TEST B position.

10. (B) Engine FIRE light shutdown - PERFORM

a. Left throttle - IDLE (For 2 minutes)

b. Left FIRE light - PUSH

• FIRE EXTGH READY light on

• L BOOST LO caution on

• M ASTER CAUTION light on

• M aster Caution tone sounds

When rpm is less than 60% -

D L FLAMEOUT caution on

D ″Engine Left/Right″ voice warning sounds

D W ith engine at IDLE, it may take as long as 60

seconds before the engine shuts down

When rpm is less than 10% -

c. Left throttle - OFF

d. Left FIRE light - RESET

D FIRE EXTGH READY light off

11. (B) Verify proper switching valve operation.

III-10-31

ORIGINAL

A1-F18AC-NFM-000

a. Monitor HYD pressure. As pressure decreases below 1,500 psi, gently pump the stick

approximately ±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.

b. 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.

c. Monitor FCS page for FCS Xs or BLIN codes. Record if present.

12. (B) APU - OFF

13. (B) Left engine - CROSSBLEED START

14. (B) Repeat steps 9 and 10 for the right engine.

15. (B) Right engine - CROSSBLEED START

16. (B) Hydraulic pressure - CHECK

• Check that HYD1 and HYD2 pressures are 2,850 to

3,250

psi.

17. (B) Generators - CHECK

a. R GEN switch - OFF

• RDDI operative

b. L GEN switch - OFF

• BATT SW caution on

• Leave both generators off for at least 10 seconds.

c. BATT switch - ORIDE

• BATT SW caution on

• ARI OFF flag out of view

• GEN TIE caution light out

d. R GEN switch - NORM

• GEN TIE caution light on

e. BATT switch - ON

• BATT SW caution off

• GEN TIE caution off

• LDDI operative

f. L GEN switch - NORM

g. FCS - CHECK DDI DISPLAY AND RESET IF REQUIRED

10.3.1.3 Before Taxi

(B) Before taxi procedures - PERFORM

Perform before taxi procedures IAW Chapter 7.

III-10-32

ORIGINAL

A1-F18AC-NFM-000

(B) Full stabilator travel verification -

Set stab trim to 4° NU and verify that:

Flaps - FULL

AFT:

24 NU

FWD: 10 ND

Wings spread - R/L AILERON: 16 differential stabilator

Wings folded - R/L AILERON: 20 differential stabilator

(B) Flaps - FULL

While at full flaps, cycle stick in small circular motions (1 to 2 inches diameter) at a rate slower than

one cycle per second. Stick motion should be smooth and continuous. If stick provides uncom-

manded movement, horizontal stabilator servocylinder and mechanical linkage troubleshooting is

required prior to flight.

(B) Flaps - HALF

10.3.1.4 Shipboard Taxi/Takeoff Checks

(B) Canopy - CHECK CLEAR/CLOSED (CANOPY caution removed)

(B) OXY FLOW knob(s) - ON/MASK(S) ON prior to tie down removal

(B) PARK BRK handle - FULLY STOWED on catapult

(B) T.O. checklist - COMPLETE from bottom to top

(B) IFF - SQUAWK MODES/CODES as appropriate

(B) Heading checks -

- HSI heading matches BRC within ± 3°

- STBY magnetic compass within limits of compass card

At catapult tension signal -

(B) Engine run-ups - PERFORM (together)

a. Throttles both engines - IDLE to MIL

- Low pressure compressor (N1) rpm and EGT are scheduled as a function of engine inlet

temperature (T₁) see figure 10-1.

- High pressure compressor (N₂) rpm varies with N₁ and EGT and should not be used to reject

an engine when N₁ and EGT are within limits unless N₂ is above maximum rpm (102%).

b. ENG page - CHECK ENGINES AT MIL

If F404-GE-400 Engine -

- N₁ rpm - 94 to 103%

- N₂ rpm - 92 to 102%

- EGT - 715° to 830°C (852°C MAX TRANSIENT)

III-10-33

ORIGINAL

A1-F18AC-NFM-000

- FF - 6,000 to 9,000 pounds per hour

- NOZ POS - 0 to 57%

- OIL PRESS - 95 to 180 psi

- VIB - Display not valid

- FUEL TEMP - 78°C maximum

If F404-GE-402 Engine -

- N₁ rpm - 94 to 105%

- N₂ rpm - 90 to 102%

- EGT - 715° to 880°C (902°C MAX TRANSIENT)

- FF - 6,000 to 12,500 pounds per hour

- NOZ POS - 0 to 48%

- OIL PRESS - 95 to 180 psi

- VIB - Display not valid

- FUEL TEMP - 78°C maximum

(B) Afterburners − SELECT

- Both nozzles open correctly.

- Feed tanks remain full during takeoff, climb, and immediately following climb.

10.3.1.5 Shorebased Takeoff Checks

(B) Canopy - CHECK CLEAR/CLOSED (CANOPY caution removed)

(B) OXY FLOW knob(s) - ON/MASK(S) ON

(B) T.O. Checklist - COMPLETE

(B) PARK BRK handle - FULLY STOWED in position and hold

(B) IFF - SQUAWK MODES/CODES as appropriate

(B) Heading checks -

- HSI heading within ± 3° of known runway heading.

- STBY magnetic compass within limits of compass card.

(B) Engine run-ups - PERFORM (individually)

a. Throttle affected engine − IDLE to MIL

- Low pressure compressor (N₁) rpm and EGT are scheduled as a function of engine inlet

III-10-34

ORIGINAL

A1-F18AC-NFM-000

temperature (T

1) see figure 10−1.

- High pressure compressor (N₂) rpm varies with N₁ and EGT and should not be used to reject

an engine when N₁ and EGT are within limits unless N

is above maximum rpm (102%).

b. ENG page - CHECK ENGINES AT MIL

If F404-GE-400 Engine -

- N₁ rpm - 94 to 103%

- N₂ rpm - 92 to 102%

- EGT - 715° to 830°C (852°C MAX TRANSIENT)

- FF - 6,000 to 9,000 pounds per hour

- NOZ POS - 0 to 57%

- OIL PRESS - 95 to 180 psi

- VIB - Display not valid

- FUEL TEMP - 78°C maximum

If F404-GE-402 Engine -

- N₁ rpm - 94 to 105%

- N₂ rpm - 90 to 102%

- EGT - 715° to 880°C (902°C MAX TRANSIENT)

- FF - 6,000 to 12,500 pounds per hour

- NOZ POS - 0 to 48%

- OIL PRESS - 95 to 180 psi

- VIB - Display not valid

- FUEL TEMP - 78°C maximum

c. Throttle affected engine − MIL to IDLE, pause

second, IDLE to MIL

− Engine responds with normal acceleration characteristics.

− No stall or stagnation.

d. Throttle affected engine − IDLE

e. Repeat steps a thru d for opposite engine.

(B) Afterburners − PERFORM IAW Chapter 7.

− Both nozzles open correctly.

− Feed tanks remain full during takeoff, climb, and immediately following climb.

III-10-35

ORIGINAL

A1-F18AC-NFM-000

10.3.1.6 Takeoff

NOTE

Autopilot modes can be used.

(B) Afterburner takeoff - PERFORM IAW Chapter 7

• Ensure nozzles open and feed tanks stay full during and immediately following the climb.

(B) Throttle transients - CHECK (one at a time)

D At 10,000 feet and Mach 0.75 perform the following throttle transients.

a. Throttle affected engine - IDLE to MAX

• Afterburner lights within 10 seconds.

b. Throttle affected engine - MAX to IDLE, pause 3 seconds, IDLE to MAX

• Afterburner lights within 10 seconds.

• Engine responds smoothly with no stall, stagnation, or flameout.

c. Repeat steps a and b for opposite engine

10.3.1.7 Medium Altitude (15,000 Feet)

NOTE

Altitude blocks are suggested ONLY to provide a logical sequence for

the FCF procedures. Deviations from these block altitudes are

acceptable unless specified.

(B) ATC cruise mode - CHECK

Engage ATC cruise mode between 300 and 350 knots.

• Ensure system maintains engaged airspeed in level flight and banked turns.

(B) Perform negative G check for FOD.

10.3.1.8 High Altitude (Above 30,000 Feet)

(B) Throttle transients - CHECK (one at a time)

• At 35,000 feet and 200 to 220 knots, perform the following throttle transients.

a. Throttle affected engine - IDLE to MAX

• Afterburner lights within 15 seconds.

b. Throttle affected engine - MAX to IDLE, pause 3 seconds, IDLE to MAX

• Afterburner lights within 15 seconds.

• Engine responds smoothly with no stall, stagnation, or flameout.

c. Repeat steps a and b for opposite engine.

(B) Speed run/rpm lock up - PERFORM

• Above Mach 1.23, retard the throttles to flight IDLE (one at a time).

• The rpm shall not drop more than 10% below MIL rpm with throttles at flight IDLE.

III-10-36

ORIGINAL

A1-F18AC-NFM-000

10.3.1.9 10,000 Feet to Landing

(B) Emergency landing gear system - CHECK

a. Flaps - HALF

b. Slow to 160 knots if practical.

c. Pull landing gear circuit breaker.

NOTE

The rear cockpit landing gear UNSAFE lamp illuminates with the

circuit breaker pulled and the condition is normal.

d. Set gear handle to DN.

e. Rotate 90° and pull to detent.

• Gear should extend within 30 seconds.

f. Hold the HYD ISO SW in ORIDE for 10 seconds or until the APU ACCUM caution is removed

and the emergency brake accumulator is recharged.

• Gauge reads 2,750 to 3,250 psi and the needle stops moving.

g. Push handle in, rotate gear handle 90° COUNTERCLOCKWISE.

h. Reset circuit breaker.

To prevent damage to the main landing gear, the landing gear handle

must be outboard (down position) before resetting the handle from

emergency to normal. Wait 5 seconds following the circuit breaker or

handle reset before placing the landing gear handle up.

(B) ATC approach mode - FUNCTIONAL CHECK

• Perform a functional check of the ATC mode.

10.3.1.10 After Landing

(B) FCF Profile - COMPLETE

10.4 FCF CHECKLIST - PROFILE C

10.4.1

F/A-18A/C (F/A-18B/D Front Cockpit)

10.4.1.1 Preflight

D No loose or improperly installed panels.

III-10-37

ORIGINAL

A1-F18AC-NFM-000

10.4.1.2 Engine Start

Leave throttle in cutoff.

After both stabilators fair to the neutral position -

a. Move stick slowly forward or aft and release.

• Both stabilators shall move smoothly and symmetrically with stick input and return to

neutral when stick is released.

b. Move the stick left and right.

• Ensure the corresponding stabilator trailing edge deflects up differentially higher than the

opposite stabilator trailing edge.

c. Hold the stick full aft and move the FLAP switch to HALF or FULL.

• Visually, or using the FCS status display, verify that both stabilators move to a higher trailing

edge up position.

Perform engine start IAW Chapter 7.

10. (C) Left engine - START

Perform engine start IAW Chapter 7.

11. (C) On DDI FCS display - VERIFY STAB Xs (FAILED) IN CHANNELS 1 AND 2

12. (C) FCS - RESET

13. (C) FLAP switch - AUTO

14. (C) BLEED AIR system - CHECK

a. Throttles - IDLE

b. BLEED AIR knob - CHECK EACH POSITION INDIVIDUALLY

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A1-F18AC-NFM-000

(1) R OFF

• R BLD OFF caution displayed.

• M ASTER CAUTION light on and tone sounds.

• Left engine TEMP increases 5° to 90°C.

(2) MASTER CAUTION light - RESET

(3) Pause 5 seconds to allow Master Caution tone to reset.

(4) OFF

• L and R BLD OFF cautions displayed.

• M ASTER CAUTION light on and tone sounds.

• Cabin airflow stops.

(5) L OFF

• R BLD OFF caution removed.

• Right engine TEMP increases 5° to 90°C.

• Cabin airflow resumes.

c. BLEED AIR knob - NORM

• L BLD OFF caution removed.

• M ASTER CAUTION light out.

d. FIRE test switch - TEST A (for at least 2 seconds)

• L and R BLEED warning lights on while switch held.

• Voice alert sequence initiated.

• L and R BLD OFF cautions displayed.

• Cabin airflow stops.

e. BLEED AIR knob - CYCLE THRU OFF TO NORM

• L and R BLD OFF cautions removed.

• Cabin airflow resumes.

f. Repeat steps d and e for the TEST B position.

15. (C) Engine FIRE light shutdown - PERFORM

a. Left throttle - IDLE (For 2 minutes)

b. Left FIRE light - PUSH

• FIRE EXTGH READY light on

• L BOOST LO caution on

• M ASTER CAUTION light on

• M aster Caution tone sounds

When rpm is less than 60% -

D L FLAMEOUT caution on

D ″Engine Left/Right″ voice warning sounds

D W ith engine at IDLE, it may take as long as 60 seconds before the engine shuts down.

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A1-F18AC-NFM-000

When rpm is less than 10% -

c. Left throttle - OFF

d. Left FIRE light - RESET

D FIRE EXTGH READY light off

16. (C) Verify proper switching valve operation.

a. Monitor HYD pressure. As pressure decreases below 1,500 psi, gently pump the stick

approximately ±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.

b. 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.

c. Monitor FCS page for FCS Xs or BLIN codes. Record if present.

17.

18. (C) Left engine - CROSSBLEED START

19. (C) Repeat steps 14 and 15 for the right engine.

20. (C) Right engine - CROSSBLEED START

21. (C) Hydraulic pressure - CHECK

• Check that HYD1 and HYD2 pressures are 2,850 to 3,250 psi.

10.4.1.3 Before Taxi

Perform before taxi procedures IAW Chapter 7.

a. If wings folded verify both ailerons Xd out.

b. Flaps - HALF

c. FCS IBIT - INITIATE

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