F18. FLIGHT MANUAL (2008)

A1-F18AC-NFM-000

When HYD 2 pressure restored -

c. HYD ISOL switch - ORIDE (until 10 seconds after APU ACCUM caution removed -

approximately 20 seconds total)

d. ENG CRANK switch - OFF

With APU ACCUM caution off -

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

5. ENG CRANK switch - R

When HYD 2 pressure restored -

6. HYD ISOL switch - ORIDE (until 10 seconds after APU ACCUM caution removed -

approximately 40 seconds total)

7. EMERG BRK handle - VERIFY RESET

8. Make a normal landing using normal brakes with anti-skid.

Once stopped on runway -

9. Do not taxi (even if HYD 2A caution is removed).

16.4 FORCED LANDING

Landing on an unprepared surface or with both engines failed is not recommended. If an engine

cannot be restarted or if a suitable landing site is not available, eject.

16.5 PLANING LINK FAILURE

A planing link failure is indicated by a gear handle light, continuous rate beeping tone, and a flashing

LEFT or RIGHT advisory light with the gear handle down. With no braking on landing rollout, a

planing link failure will normally cause the aircraft to drift into the failed gear as the aircraft

decelerates. However, the failure can result in landing gear positions that can range from slightly

angled to fully perpendicular to the aircraft. The resulting swerve in the direction of the failure can be

severe. Planing link failure indications that are momentary or disappear after initial activation may be

indicative of an actual planing link failure.

• A planing link failure may cause a sudden swerve on touchdown in the

direction of the failed gear.

• Planing link failure may not be annunciated until after touchdown and

may provide little to no pilot reaction time between initial annuncia-

tion and a violent yaw/swerve. Therefore, if flyaway airspeed is

available, pilots should be prepared to make the decision to execute a

go around immediately at initial planing link failure annunciation.

V-16-6

ORIGINAL

A1-F18AC-NFM-000

Planing link failure indications that are momentary or disappear after

initial activation may be indicative of an actual planing link failure.

If detected after touchdown and flyaway airspeed available -

*1. Go Around.

If flyaway airspeed not available -

*1. Select emergency brakes (if appropriate).

*2. HOOK handle - DOWN (if required)

If detected airborne, or following go around -

1. LDG GEAR handle - DO NOT CYCLE

2. ANTI SKID switch - OFF

If arresting gear available -

3. Make a fly-in short field arrestment with LSO assistance (if available).

If arresting gear not available -

3. Make a minimum sink rate landing.

4. Consider touchdown on good gear side of runway.

5. Avoid braking until as slow as practical or until needed to prevent loss of directional control.

6. Brake using the good gear and maintain directional control with NWS.

V-16-7

ORIGINAL

A1-F18AC-NFM-000

7. Use symmetrical braking only if necessary to avoid departing the runway.

• Use of symmetrical wheel brakes with a planing link failure may cause

a sudden swerve in the direction of the failed gear.

• The ability to maintain directional control with rudder will rapidly

decrease as the aircraft decelerates on rollout.

• Lateral asymmetry via heavier or larger stores on the side of the failed

gear may aggravate the severity of yaw/swerve in the direction of the

failed gear.

8. Do not taxi once stopped.

16.6 LANDING GEAR UNSAFE/FAILS TO EXTEND

If the LEFT or RIGHT landing gear position indicator is flashing, and the landing gear warning light

and warning tone are on, refer to PLANING LINK FAILURE.

If the landing gear warning light and warning tone are out -

1. AOA indexer lights - CONFIRM ON

2. INTR LT MODE switch - CHECK DAY

3. Landing gear position lights - CHECK FLUSH

4. LT TEST switch - TEST

If bulb(s) test bad and AOA indexer lights on -

5. It is safe to assume the landing gear is down and locked.

6. Get a visual inspection (if practical).

D The approach lights should be illuminated if the landing gear is down and locked.

7. Landing gear may be raised as necessary to conserve fuel.

8. Make a normal landing.

If the landing gear warning light and warning tone are on -

1. AOA indexer lights - CONFIRM OUT

2. LT TEST switch - TEST

D Verify that all 3 position lights and the landing gear warning light are on.

3. LDG GEAR handle - CHECK FULL DN (DO NOT CYCLE)

4. LG circuit breaker - CHECK IN

V-16-8

ORIGINAL

A1-F18AC-NFM-000

5. Get a visual inspection (if practical).

D If one or more landing gear indicates unsafe, a visual inspection can only confirm general

position and obvious damage.

D There is no external indication of a locked landing gear.

Perform the following in order until 3 down and locked -

6. LG circuit breaker - CYCLE

7. Perform Landing Gear Emergency Extension procedure.

8. Perform positive and negative g maneuvers and gently roll and yaw aircraft to obtain safe gear

indication.

If HYD 2A is operative and any gear still unsafe -

9. LDG GEAR handle - PUSH IN then ROTATE 90° CCW

10. LDG GEAR handle - UP (DOWNLOCK ORIDE if required)

11. If all gear up and locked, consider selective jettison of unwanted stores.

D Selective jettison can only be performed with LDG GEAR handle UP and all landing gear up

and locked.

12. LDG GEAR handle - DN

13. Perform Landing Gear Emergency Extension procedure.

14. Perform positive and negative g maneuvers and gently roll and yaw aircraft to attempt to drive

the unsafe gear down and locked.

If any gear still indicates unsafe -

15. Refer to Landing Gear Malfunction - Landing Guide chart.

If at any time landing gear indicates three down and locked -

16. LDG GEAR handle - DO NOT CYCLE

17. Make minimum sink rate short field arrested landing (if available).

18. Pin the landing gear after landing.

16.7 LANDING GEAR EMERGENCY EXTENSION

1. Consider selective jettison of unwanted stores.

D Selective jettison can only be performed with LDG GEAR handle UP and all landing gear up

and locked.

2. FLAP switch - HALF or FULL

3. Slow below 160 KCAS if practical.

4. LDG GEAR handle - DN

V-16-9

ORIGINAL

A1-F18AC-NFM-000

If LDG GEAR handle cannot be moved to the DN position -

5. LG circuit breaker - PULL

With LDG GEAR handle DN or UP (DN preferred) -

6. LDG GEAR handle - ROTATE 90° CLOCKWISE then PULL TO DETENT

7. Verify three down and locked.

8. Make a short field arrestment (if practical).

On aircraft 161353 THRU 162477, if the landing gear is lowered by the

emergency method with the gear handle up, the gear handle may move

enough to cause gear retraction without deliberate pilot action unless the

landing gear circuit breaker is pulled.

NOTE

• If the landing gear was emergency extended with the LDG GEAR

handle in the UP position, the landing gear warning light remains on

with the gear down and locked.

• The rear cockpit landing gear UNSAFE light illuminates with the

circuit breaker pulled and the condition is normal.

9. EMERG BRK handle - PULL TO DETENT (Anti-skid is not available).

If the forward priority valve is failed, normal gear extension and normal

braking will be inoperative. If emergency gear extension was required to

achieve three down and locked with a good HYD 2A system, emergency

brakes should be selected prior to landing as failure of normal braking is

anticipated.

V-16-10

ORIGINAL

A1-F18AC-NFM-000

If HYD 2B is operative -

10. HYD ISOL switch - ORIDE (until 10 seconds after APU ACCUM caution removed -

approximately 30 seconds total) by the emergency method with the gear handle up. The red light in

the gear handle remains on with the gear down and locked.

On aircraft 161353 THRU 162477, if the landing gear is lowered by the

emergency method with the gear handle up, the gear handle may move

enough to cause gear retraction without deliberate pilot action unless the

landing gear circuit breaker is pulled.

NOTE

The rear cockpit landing gear UNSAFE light illuminates with the

circuit breaker pulled and the condition is normal.

11. Make a Short Field Arrestment (if practical).

If arrested landing not practical, after landing -

12. Use emergency brakes.

V-16-11

ORIGINAL

A1-F18AC-NFM-000

16.8 HOOK FAILS TO EXTEND

If hook will not extend -

1. Hook circuit breaker - PULL

If hook still will not extend -

CV -

2. Divert.

If arrested landing required -

2. Shut down right engine, restart for landing.

NOTE

Shutting down right engine to reduce HYD 2 backpressure may allow

partial arresting hook extension. Restart engine for landing. Arresting

hook may retract at a maximum rate of 2°/minute.

16.9 LANDING WITH AFT CG

If the CG has moved aft of the aft CG limit, land as soon as practical. Delay in landing causes the

CG to move further aft as fuel is burned. If any fuel remains in the centerline fuel tank, consider

inhibiting transfer which, with a full tank, keeps the CG approximately 2.5% further forward than with

an empty tank. Maintain airspeed below Mach 0.7 and AOA less than 10° to minimize problems with

longitudinal controllability and sensitivity. Jettison of external stores/tanks is normally not required.

However, if controllability problems are encountered, jettison external wing stores/tanks first followed

by the centerline store/tank. Avoid the use of abrupt longitudinal control inputs. Use a smooth control

technique when making attitude/angle of attack corrections. Precise control of the touchdown point

may have to be sacrificed to avoid a longitudinal PIO.

If CG aft of aft CG limit -

1. Maintain airspeed below Mach 0.7 and AOA less than 10°.

2. EMERG JETT button - PUSH (if required)

If stores cannot be jettisoned or CG still aft of 28.0% MAC -

3. Fly straight-in on-speed approach.

4. Minimize longitudinal stick motion which can result in a PIO.

5. Cushion the landing with thrust if necessary.

16.10 AUTO FLAP LANDING

1. Do not exceed 10° AOA.

2. Do not slow below 154 knots.

V-16-15

ORIGINAL

A1-F18AC-NFM-000

16.11 FIELD ARRESTMENT

16.11.1 Field Arresting Gear. Field arresting gear includes anchor chain, water squeezer, and Morest

types. All require engagement of the arresting hook in a crossdeck pendant cable rigged across the

runway. Location of the pendant further identifies the gear type as follows:

SHORT FIELD - Located 1,500 to 2,000 feet past approach end of runway. Usually requires request

to rig.

MIDFIELD - Located near halfway point of runway. Usually requires request to rig for desired

direction.

ABORT - Located 1,500 to 2,000 feet short of departure end of runway. Usually rigged for immediate

use.

OVERRUN - Located shortly past departure end of runway. Usually rigged for immediate use.

A field may have all, none, or any combination of types. The pilot must know the type, location, and

compatibility with your aircraft of the installed gear, and the local policy for rigging installed gear.

An engagement in the wrong direction into chain gear severely damages

the aircraft.

Determine the conditions of an emergency by all means available (instruments, other aircraft, LSO,

RDO, tower or other ground personnel). If fuel is streaming, a field arrested landing is not

recommended due to the high probability of sparks and heat from the hook igniting the streaming fuel.

Determine the best available arresting gear and the type of arrestment. Notify control tower as far in

advance as possible and give estimated time to landing in minutes. Unrigged gear probably requires 10

to 20 minutes to rig. If conditions allow, make practice passes to accurately locate arresting gear. Lock

shoulder harness.

Engage arresting gear on the centerline, in three-point attitude, as slow as practical, and with feet

off brakes. After arrestment, common sense and conditions determine whether to keep engines running

or to shut down the engines and evacuate the aircraft.

16.11.2 Short Field Arrestment. If there is a directional control problem, an anticipated stopping

problem, or a minimum rollout is desired, make a short field arrestment. Request LSO assistance. The

LSO should be near the touchdown point with a radio. Inform the LSO of the desired touchdown point.

Lower the hook before starting approach and get a positive hook down check. Determine maximum

engagement speed at landing gross weight (see figure 16-5). Approach speed depends on the emergency.

A constant glide slope approach to touchdown is allowed (mirror or fresnel lens if available). Maintain

approach power until arrestment is assured or waveoff is started. Touchdown on centerline at or just

before arresting wire. Prepare for waveoff if wire is missed. After engagement, retard throttles to IDLE.

Secure engines and evacuate aircraft if required.

16.11.3 Long Field Arrestment. Make a long field arrestment when there is a stopping problem

(aborted takeoff, wet or icy runway, loss of brakes, etc.) and it is not possible to go around and make

a short field arrestment. If a long field arrestment is selected due to an emergency which causes an

approach speed so fast that it exceeds the approach-end arresting gear limits, be prepared for main

V-16-16

ORIGINAL

A1-F18AC-NFM-000

gear tire failure above 210 knots and nose gear tire failure above 190 knots. Lower the hook in time for

it to fully extend before engagement (normally 1,000 feet before arresting gear). Line up on runway

centerline. Tell control tower of your intention to engage arresting gear so that aircraft landing behind

you are waved off. Do not delay a decision to go around based solely on the availability of long field

gear.

After engagement into E-28 or BAK-13 arresting systems, when aircraft

speed has been reduced to approximately 20 knots, braking should be

applied to stop the forward motion of the aircraft. This prevents an

aircraft with idle power from slowly pulling the gear through to a

two-block position, and quickly allows the runway to be cleared for other

operations. However, in the event of a two-block into any system except

E-5, engine thrust should judiciously be applied at the end of the

arrestment to minimize aircraft walkback. The aircraft brakes should not

be applied during walkback. Some walkback is necessary to clear the deck

pendant from the arresting hook; however, the application of excessive

power in controlling walkback increases the possibility of deck-pendant

hang-up in the arresting hook point.

16.12 FIELD ARRESTMENT GEAR DATA

Maximum engaging speeds, gross weights, and off-center distances are shown in the Field

Arrestment Gear Data chart, figure 16-5. The applicable Aircraft Recovery Bulletin contains more

detailed information.

16.13 BARRICADE ARRESTMENT

If a barricade arrestment is required, the LSOs will give a detailed briefing of barricade procedures.

1. Burn down or dump fuel as required to obtain the lowest gross weight feasible.

2. External ordnance - JETTISON

3. External fuel tanks - JETTISON EXCEPT AS NOTED IN LANDING GEAR MALFUNCTION

- LANDING GUIDE - CARRIER LANDING

NOTE

Barricade engagement with installed AIM-7, AIM-120 and/or AIM-9

missiles is not recommended. AIM-7

and AIM-120

missiles may

separate and AIM-9 missiles will probably separate from the aircraft.

Inability to jettison/fire these missiles does not preclude successful

barricade engagement. Barricade may be engaged with empty external

tanks if tanks cannot be jettisoned. When live ordnance cannot be

jettisoned, barricade engagement should only be attempted with all

landing gear down.

4. Fly an on-speed, on-glideslope, on-centerline approach with zero drift all the way to touchdown.

V-16-17

ORIGINAL

A1-F18AC-NFM-000

AIRCRAFT GROSS WEIGHT/1000 POUNDS

ALL FIELD

ABORTED TAKEOFF

MAXIMUM

LANDINGS (J)(K)

LANDINGS (L)

(A)

OFF-CENTER

ARRESTING

ENGAGE-

GEAR

MENT

51.9

(FEET)

MAXIMUM ENGAGING SPEED (KNOTS GROUNDSPEED)

175

E-28

(B)

170

160

E-28 (C)

(B)

M-21

150

145

135

M-31

157

120

135

BAK-9

160

156

BAK-12 (G)

160

159

146

DUAL BAK-12

152

(H)

(B)

BAK-13

160

NOTE

(A) Data provided in aborted takeoff column may be used for emergency high gross weight arrestment.

(B) Maximum engaging speed limited by aircraft limit horizontal-drag load factor (mass item limit g).

(D) Maximum engaging speed limited by arresting gear capacity, except where noted.

(E) Off center engagement into an E-5 system may not exceed 25% of the runway span.

(F) Before making an E-5 system arrestment, the pilot must check with the air station to confirm the maximum

engaging speed because of a possible installation with less than minimum required rated chain length. Chain

length ratings are referenced in Flight Information Publication (IFR-SUPPLEMENT).

(G) Standard BAK-12 limits are based on 150-foot span, 1-inch cross deck pendant, 40,000 pound weight setting,

and 950 foot runout. No information available regarding applicability to other configurations.

(H) Dual BAK-12 limits are based on 150 to 300-foot span, 1.25 inch cross deck pendant, 50,000 pound weight

setting, and 1,200 foot runout. No information available regarding applicability to other configurations.

(J) Maximum of 3.0° glide slope.

(K) Consult appropriate NATOPS section for recommended approach speed.

(L) Flared or minimum rate of descent landing.

(M) The E-5 system data provided for long-field landing may be used for lightweight takeoff.

Figure 16-5. Field Arrestment Gear Data (Sheet 1 of 2)

V-16-19

ORIGINAL

A1-F18AC-NFM-000

FOR E-5 EMERGENCY ARRESTING GEAR

AIRCRAFT F/A-18A/B/C/D

ARRESTING

ALL FIELD LANDINGS (J)

ALL FIELD LANDINGS (L)

ABORTED TAKEOFF (M)

GEAR

UP TO 33,000

POUNDS (K)

UP TO 39,000 POUNDS

39,100 - 51,900 POUNDS (A)

RATING

(F)

STANDARD

HEAVY

STANDARD

HEAVY

STANDARD

HEAVY

CHAIN

E-5

E-5-1

E-5

E-5-1

E-5

E-5-1

E-5

E-5-1

E-5

E-5-1

E-5

E-5-1

E-5-2

E-5-3

E-5-2

E-5-3

E-5-2

E-5-3

E-5-2

E-5-3

E-5-2

E-5-3

E-5-2

E-5-3

FEET OF CHAIN

MAXIMUM ENGAGING SPEED

300-349

350-399

400-449

450-499

500-549

550-599

600-649

106

650-699

100

116

107

700-749

107

126

100

116

101

750-799

114

136

106

125

109

800-849

121

146

113

135

100

117

850-899

128

150

156

119

144

106

126

900-949

134

150

165

126

150

154

112

134

950-999

141

150

165

133

150

163

118

142

1000-1049

148

150

165

139

150

165

125

150

151

1050-1099

150

155

150

165

146

150

165

131

150

159

1100

150

161

150

165

150

152

150

165

137

150

165

NOTE

Maximum engaging speed limited by arresting gear capacity.

Off center engagement into an E-5 system may not exceed 25%

of the runway span.

Figure 16-5. Field Arrestment Gear Data (Sheet 2 of 2)

V-16-20

ORIGINAL

A1-F18AC-NFM-000

Malfunction

Pages -000/-500

Divert

Pull Fwd

Normal

Notes

Avail

ENGINES

BLEED Warning

V-12-3/ E66

1, 2 , 5, 10

Engine Fire

V-15-1/ E68

1, 2, 5, 10

Stuck Throttle

V-15-2/ E9

1, 2, 5, 10, 13

Single Engine

V-16-1/ E41

1, 2, 5, 10

Engine Stall

V-15-4/ E99

1, 2, 5, 10

AMAD Caution

V-15-26/ E73

AMAD PR Caution

V-15-26/ E74

2, 5

ATS Caution

V-12-9/ E77

Dual BLD OFF Cautions (Both BLEED

V-12-11/ E80

Warn Lights Out)

BOOST LO Caution

V-12-12/ E81

IN TEMP Caution

V-12-19/ E92

OIL PR Caution

V-12-23/ E98

2, 5, 10

FUEL

Fuselage Fuel Leak

V-15-15/ E5

DUMP OPEN Caution

V-12-14/ E85

FUEL LO Caution

V-12-17/ E89

Internal Fuel Transfer Failure

V-15-16/ E6

CG or FUEL XFER Caution

V-12-17/ E89

HYDRAULIC

Triple HYD Circuit Cautions

V-12-42/ E129

HYD 1A/2B Circuit Cautions

V-12-38/ E122

2, 8

All Other Dual HYD Circuit Cautions

V-12-36/ E120

2, 5, 10

Single HYD Circuit Caution

V-12-34/ E117

APU ACCUM Caution

V-12-8/ E75

BRK ACCUM Caution

V-12-12/ E81

ELECTRICAL

AV AIR HOT Caution

V-12-10/ E78

Dual GEN Cautions

V-15-19/ E48

4, 5, 7, 9, 11

Single GEN Caution

V-12-17/ E87

Dual T/R Failure

V-15-19/ E48

5, 11

ADC Failure

V-15-34 -/ -

CAUT DEGD Caution

V-12-13/ E83

E/U BATT LO Caution

V-12-10/ E79

FCS

Aileron Surface Missing/Damaged

V-15-52/ E10

MECH ON Caution

V-12-31,V-15-56/ E109

FCS HOT Caution

V-12-29/ E106

AIL or RUD OFF Caution

V-12-27/33/ E102/E111

DEL ON Caution

V-12-27,V-15-49/ E103

FC AIR DAT Caution

V-12-28/ E104

FCES Caution

V-12-29/ E105

FLAPS OFF Caution

V-12-30,V-15-57/ E107

FLAP SCHED Caution

V-12-31,V-15-59/ E108

MISCELLANEOUS

Blown Tire

V-14-3/ E26

L BAR Warning

V-12-6/ E70

2, Remove CDP 1 and 4

2, Refer to Figure 16-4.

Landing Gear Failure

V-16-12/ E29

Landing Gear malfunction-

Landing Guide

Planing Link Failure

V-16-6/ E24

OBOGS DEGD Caution

V-15-28/ E97

SDC Failure

I-2-112/-/ -

Birdstrike

V-15-45/-/ -

NOTES :

1. Aircraft will be flying a half flap straight-in. Approach speed will be higher, therefore wind over the deck requirements will increase. Consult applicable

ARB for details. Possibility of malfunction affecting other engine. Ensure all possible effort is made to recover the aircraft immediately.

2. Aircraft may require a tow out of the landing area.

3. Immediate tanking required if any delay in recovery exists.

4. Pilot will be unable to fold wings upon landing.

5. For any HYD 2A caution, dual T/R failure, or dual GEN failure, landing gear will be emergency extended and aircraft will be committed to a dirty bingo if

unable to recover. Consider bingo options before extending landing gear.

6. Problem could be symptomatic of a fuel leak. If so, immediate recovery is required.

7. Fly half flap approach. Handling characteristics are severely degraded.

8. If LEF > 10°, recover next available recovery. If LEF < 10° or TEF at 0°, excessive airspeed and/or AOA may require divert.

9. If ailerons and rudder are inoperative, aircraft must divert, or eject.

10. Consideration should be given to aircraft configuration and outside air temperature prior to recovery. In hot weather, divert should be first option due to

poor hot weather single engine wave off capability.

11. Unable to transfer external fuel. Consider divert or jettison of external tanks.

12. Decision for Pull Fwd or Next Avail recovery determined by nature of damage sustained during birdstrike. Refer to appropriate emergency on recovery

matrix.

13. If engine secured successfully, utilize Next Avail recovery.

Figure 16-6. CV Recovery Matrix

V-16-21 (Reverse Blank)

ORIGINAL

A1-F18AC-NFM-000

CHAPTER 17

Ejection

17.1 EJECTION

The ejection seat must be used to escape from the aircraft in flight. If the canopy fails to jettison,

the seat will eject through the canopy. Analysis of ejections shows:

1. Optimum speed for ejection is 250 knots and below.

2. Between 250 and 600 knots, appreciable forces are exerted on the body, making ejection more

hazardous.

3. Above 600 knots, excessive forces are exerted on the body making ejection extremely hazardous.

When possible, slow the aircraft before ejection to reduce the forces on the body.

Never actuate the manual override handle before ejection. When the handle is actuated, the

arm/safe handle is rotated to the safe position, the pilot is released from the seat, and the harness

cannot be reconnected. Ejection is impossible and there is no restraint during a forced landing.

Whenever possible, ejection airspeed should be limited to a maximum of 400 KCAS when flying with

the JHMCS helmet system.

The JHMCS configuration can contribute to increased neck loads during

ejection, particularly at moderate to high speeds. Generally, neck loads

increase as ejection airspeeds increase and may cause severe or fatal

injury. Aircrews should eject at the lowest possible airspeed to minimize

neck and injury loads.

NOTE

Aircrew will brief system peculiarities and potential injury from out of

position and high speed ejections prior to each flight when using

A/A24A-56 JHMCS lightweight HGU-55 A/P helmet.

V-17-1

ORIGINAL

A1-F18AC-NFM-000

If the seat becomes unlocked from the catapult and slides partially up the

rails or completely out of the cockpit, ejection and/or chute deployment

is still possible but the ejection handle must be pulled, followed by

activation of the manual override handle. Under these circumstances low

altitude ejection capabilities are compromised.

During ejection seat development and testing, the following seats were qualified for the respective

minimum and maximum nude weight ranges for aviators listed here: SJU-5/A, 6/A, and SJU-17(V)

1/A, 2/A, and 9/A seats - 136 lb to 213 lb. SJU-17A(V) 1/A, 2/A, and 9/A seats - 136 lb to 245 lb.

• Operation of the ejection seat by personnel weighing less than the

qualified minimum nude weight or more than the maximum qualified

weight (noted above) subjects the occupant to increased risk of injury.

• Aircrew should be trained in additional ejection risks associated with

JHMCS. Ejection with JHMCS may cause severe or fatal injury.

17.1.1 General Injury Risks.

1. Ejection seat stability is directly related to occupant restraint. All occupants should be properly

restrained in the seat by their torso harness for optimum performance and minimum injury risk.

2. Inertia reel performance may be degraded for occupants outside of the qualified weight range.

Lighter occupants may be injured during retraction, and both light and heavy occupants may

experience poor ejection positions, resulting in an increased risk of injury during ejection.

An increased risk of severe injury or death during Parachute Landing Fall

(PLF) exists with surface winds exceeding 25 knots. High surface winds

contribute directly to total landing velocity. When time permits, select

parachute steering and turn into the wind to reduce landing velocity.

17.1.2 Injury Risks For Lighter Weight Crewmembers.

1. The ejection seat catapult was designed for the ejection seat qualified weight range.

2. For SJU-5/A and 6/A seats only:

a. Occupants weighing less than 136 pounds are subject to a higher risk of injury on the ejection

seat catapult due to greater accelerations.

b. Occupants weighing less than 136 pounds are at risk of parachute entanglement at low speeds.

c. Occupants weighing less than 136 pounds are at greater risk of injury due to seat instability

before main parachute deployment.

V-17-2

ORIGINAL

A1-F18AC-NFM-000

3. For SJU-17(V)1/A, 2/A, and 9/A seats only:

a. Occupants weighing less than 136 pounds are subject to a higher risk of injury on the ejection

seat catapult due to greater accelerations.

b. Occupants weighing less than 136 pounds are at risk of injury during ejections near the upper

end of mode 1 (approaching 300 knots) due to high parachute opening shock.

c. Occupants weighing less than 136 pounds are at greater risk of injury during ejections above

300 knots due to instability during drogue deployment.

4. For SJU-17A(V)1/A, 2/A, and 9/A seats only:

a. Occupants weighing less than 100 pounds are subject to a higher risk of injury on the ejection

seat catapult due to greater accelerations.

b. Occupants weighing less than 136 pounds are at risk of injury during ejections near the upper

end of mode 1 (approaching 300 knots) due to high parachute opening shock.

c. Occupants weighing less than 136 pounds are at greater risk of injury during ejections above

300 knots due to seat instability during drogue deployment.

Lighter weight aircrew have greater risk of neck injury during ejection

while using the JHMCS configuration. Minimum nude aircrew weights

authorized to fly with the JHMCS helmet system is 136 pounds. Aircrew

weighing less than the authorized minimum nude weight are restricted

from flying with the JHMCS helmet system.

17.1.3 Injury Risks For Heavier Weight Crewmembers.

1. For SJU-5/A and 6/A and SJU-17(V)1/A, 2/A, and 9/A seats only:

a. Occupants weighing more than 213 pounds may not attain sufficient altitude for parachute

full inflation in Zero-Zero cases or at extremely low altitudes and velocities.

b. Occupants weighing more than 213 pounds are at a greater risk of injury during parachute

landing due to high descent rates.

c. Occupants weighing more than 213 pounds may not attain sufficient altitude to clear the

aircraft tail structure.

2. For SJU-17A(V)1/A, 2/A, and 9/A seats only:

a. Occupants weighing more than 245 pounds may not attain sufficient altitude for parachute

full inflation in Zero-Zero cases or at extremely low altitudes and velocities.

b. Occupants weighing more than 245 pounds are at a greater risk of injury during parachute

landing due to high descent rates.

c. Occupants weighing more than 245 pounds may not attain sufficient altitude to clear the

aircraft tail structure.

17.1.4 Low Altitude Ejection. Low altitude ejection decisions must be based on the minimum speed,

minimum altitude and sink rate limitations of the ejection system. Figure 17-1 shows minimum

ejection altitude for a given sink rate. Figure 17-2 shows minimum ejection altitude for a given

airspeed, dive angle and bank angle. Ejection seat trajectory is improved if the aircraft is zoomed. The

additional altitude increases time available for seat separation and parachute deployment. Do not

delay ejection if the aircraft is nose down and cannot be leveled.

With wings level and no sink rate, ejection is feasible within the following parameters:

V-17-3

ORIGINAL

A1-F18AC-NFM-000

1. Ground level - zero airspeed

Safe ejection with SJU-5/A and 6/A seats may not be possible in a

zero-zero condition if there is a tailwind component on the aircraft.

2. Ground to 50,000 feet - 600 knots maximum.

Ejection at low altitude allows only a matter of seconds to prepare for landing. Over water, inflation

of the LPU is the most important step to be accomplished. Release of the parachute quick-release

fittings as the feet contact the water is the second most important step to prevent entanglement in the

parachute shroud lines.

When ejection is in the immediate vicinity of the carrier, parachute entanglement combined with

wake and associated turbulence can rapidly pull a survivor under. The deployed seat survival kit may

contribute to shroud line entanglement. The survivor must be prepared to cut shroud lines that are

dragging him down.

The crashed aircraft may release large quantities of jet fuel and fumes which could hamper breathing

and create a fire hazard if smoke or flare marker is present. The emergency oxygen system may be

invaluable in this case and discarding the survival kit would terminate its use. However, totally

discarding the survival kit may be appropriate after considering weather, sea conditions, and rescue

potential.

The variety and complexity of conditions encountered during the time critical actions following a

low altitude overwater ejection make it impossible to formulate procedures to cover every contingency.

Safe ejection with SJU-5/A and 6/A seats may not be possible in a

zero-zero condition if there is a tailwind component on the aircraft.

17.1.5 High Altitude Ejection. The basic low altitude procedure is applicable to high altitude

ejection. The zoom is useful to slow the aircraft to a safer ejection speed or to provide more time and

glide distance if immediate ejection is not necessary. If the aircraft is descending out of control, eject

by 6,000 feet AGL. Even if under control, do not delay ejection below 2,000 feet AGL. Head the aircraft

toward an unpopulated area, if possible.

Low altitude ejection may result in parachute canopy disintegration due

to the aircraft impact fireball.

17.1.6 Ejection Procedures. See figure 17-3.

17.2 DITCHING

In the event ejection has failed and the aircraft must be ditched, see figure 17-4.

V-17-4

ORIGINAL

A1-F18AC-NFM-000

SJU-5/6 (Continued)

Ejection Preparations

With the Armpit Camera System (ACS) installed, maintain the right elbow and arm close to the body .

EJECTION INJURIES AND BODY POSITIONING

THESE PROPER BODY POSITIONS

MUST BE TAKEN TO PREVENT INJURIES

1. Press head firmly against headrest.

5. Press buttocks firmly against the seat back.

2. Elevate chin slightly (10°).

6. Place thighs flat against seat.

3. Press shoulders and back firmly against seat.

7. Press outside of thighs against side of seat.

4. Hold elbows and arms firmly towards sides.

8. Place heels firmly on deck, toes on rudder pedals.

EJECTION INITIATION

There are two acceptable methods for ejection initiation; the two-hand grip and the single-hand grip.

Two-hand method -

1. Grip the ejection handle with the thumb and at least two fingers of each hand, palms toward body.

Keep elbows close to body.

Single-hand method -

1. Grip handle with the strong hand, palm toward body. Grip wrist of strong hand with other hand, palm

toward body. Keep elbows close to body.

Both methods -

2. Pull handle sharply up and toward abdomen, keeping elbows in. Ensure handle pulled to end of travel.

Continue holding handle until seat/man separation.

NOTE

In low altitude situations, a one-handed method, using one hand to initiate ejection

and the other to maintain the aircraft in the safe operating envelope of the ejection

seat, may be required. If firing the seat by this method, particular attention must

be paid to maintaining proper body position.

Figure 17-3. Ejection Procedures (Sheet 6 of 24)

V-17-20

ORIGINAL

A1-F18AC-NFM-000

SJU-17 (Continued)

Ejection Preparations

With the Armpit Camera System (ACS) installed, maintain the right elbow and

arm close to the body .

EJECTION INJURIES AND BODY POSITIONING

THESE PROPER BODY POSITIONS

MUST BE TAKEN TO PREVENT INJURIES

1. Press head firmly against headrest.

5. Press buttocks firmly against the seat back.

2. Elevate chin slightly (10°).

6. Place thighs flat against seat.

3. Press shoulders and back firmly against seat.

7. Press outside of thighs against side of seat.

4. Hold elbows and arms firmly towards sides.

8. Place heels firmly on deck, toes on rudder pedals.

If ejection occurs without QDC properly stowed in QMB, death will probably

result from neck injury.

EJECTION INITIATION

There are two acceptable methods for ejection initiation; the two-hand grip and the single-hand grip.

Two-hand method -

1. Grip the ejection handle with the thumb and at least two fingers of each hand, palms toward body.

Keep elbows close to body.

Single-hand method -

1. Grip handle with the strong hand, palms toward body. Grip wrist at strong hand with other hand, palm

toward body. Keep elbows close to body.

Both methods -

2. Pull handle sharply up and toward abdomen, keeping elbows in. Ensure handle pulled to end of travel.

Continue holding handle until seat/man separation.

NOTE

In low altitude situations, a one-handed method, using one hand to initiate

ejection and the other to maintain the aircraft in the safe operating envelope

of the ejection seat, may be required. If firing the seat by this method,

particular attention must be paid to maintaining proper body position.

Figure 17-3. Ejection Procedures (Sheet 16 of 24)

V-17-30

ORIGINAL

A1-F18AC-NFM-000

The aircraft should be ditched only when

ejection has failed.

DUTIES BEFORE IMPACT

1. Make radio distress call.

8. Oxygen mask - TIGHTEN

2. IFF - EMERGENCY

9. Lower seat, assume position for ditching

3. External stores - JETTISON

(feet on rudder pedals, knees flexed).

4. Landing gear - UP

10. Shoulder harness - LOCK

5. Flaps - DOWN

11. Canopy - JETTISON

6. Arresting hook - DOWN

12. Fly parallel to swell pattern.

7. Visor - DOWN

13. Attempt to touch down along wave crest.

14. Throttles - OFF BEFORE IMPACT

DUTIES AFTER IMPACT

1. Manual override handle - PRESS BUTTON AND

ROTATE AFT AND UP

2. Shoulder harness - RELEASE

3. Emergency oxygen - ACTIVATE

If the cockpit has flooded, the LPU may have

NOTE

inflated due to the FLU-8 water activated

D The emergency oxygen will actuate when

automatic inflation device. If so, care must

the crewmember stands up. However, to

be taken during exit to avoid catching the

avoid the time delay resulting from the

lobes causing entanglement or LPU damage.

distance required for the emergency

5. Abandon aircraft.

oxygen actuation cable to travel to reach

6. If the LPU has not automatically

‘‘cable stretch’’, the emergency oxygen

inflated - INFLATE

should be activated prior to manually

7. Deploy survival kit and inflate liferaft.

egressing with the SKU-3/A or SKU-7/A

seat kit attached.

D In the event of under water egress, it is

If aircraft is abandoned under water,

possible to survive underwater with oxygen

exhale while ascending to the surface to

equipment until escape can be made.

prevent bursting of lungs due to pressure

differential between lungs and outside of

4. Stand straight up without twisting to release survival

body.

kit sticker clips from the seat.

Figure 17-4. Ditching

V-17-39 (Reverse Blank)

ORIGINAL

A1-F18AC-NFM-000

CHAPTER 18

Immediate Action

18.1 GENERAL

This part contains only immediate action items. It is intended for review only and does not contain

any steps which are not immediate action nor does it contain notes, cautions, warnings, or explanatory

matter associated with particular procedures.

18.2 APU FIRE LIGHT

INFLIGHT or on GROUND

*1. APU FIRE light - PUSH

*2. FIRE EXTGH READY light - PUSH

GROUND

*3. Throttles - OFF

18.3 DUAL L BLEED and R BLEED WARNING LIGHTS / L/R ATS CAUTION / DUAL L/R BLD OFF

CAUTION

IN FLIGHT

*1. Throttles - Minimum practical

OBOGS Aircraft -

*2. Emergency oxygen green ring(s) - PULL

All Aircraft -

*3. BLEED AIR knob - OFF (DO NOT CYCLE)

*4. Initiate rapid descent to below 10,000 feet cabin altitude.

18.4 SINGLE L BLEED or R BLEED WARNING LIGHT

IN FLIGHT

*1. Throttle affected engine - IDLE

*2. BLEED AIR knob - L OFF or R OFF (DO NOT CYCLE)

If light still on, do the following in order until light goes out -

*3. Throttle affected engine - OFF

V-18-1

ORIGINAL

A1-F18AC-NFM-000

OBOGS Aircraft -

*4. Emergency oxygen green ring(s) - PULL

All Aircraft -

*5. BLEED AIR knob - OFF (DO NOT CYCLE)

*6. Initiate rapid descent to below 10,000 feet cabin altitude.

18.5 FIRE LIGHT

GROUND

*1. Throttles - OFF

*2. FIRE light affected engine - PUSH

*3. FIRE EXTGH READY light - PUSH

INFLIGHT

Dual FIRE lights -

*1. Throttles - Minimum practical

Single FIRE light or Dual when side confirmed -

*2. Throttle affected engine - OFF

*3. FIRE light affected engine - PUSH

*4. FIRE EXTGH READY light - PUSH

*5. HOOK handle - DOWN

18.6 ENGINE CAUTIONS/ ENGINE STALL

L/R EGT HIGH, L/R FLAMEOUT, L/R IN TEMP, L/R OIL PR,

L/R OVRSPD, and L/R STALL

*1. Throttle affected engine - IDLE

18.7 OBOGS DEGD CAUTION

INFLIGHT

*1. Emergency oxygen green ring(s) - PULL

*2. OXY FLOW knob(s) - OFF

*3. Initiate rapid descent to below 10,000 feet cabin altitude.

V-18-2

ORIGINAL

A1-F18AC-NFM-000

18.8 FLIGHT CONTROL CAUTIONS

DEL ON, MECH ON

*1. Speedbrake - CHECK IN

*2. Decelerate slowly to below 400 knots/Mach 0.8.

18.9 FLAPS OFF CAUTION

*1. Maintain airspeed above 300 KCAS and wings level.

18.10 HOT START

If EGT climbs rapidly through 750°C -

*1. Throttle affected engine - OFF

18.11 BRAKE FAILURE/EMERGENCY BRAKES

If detected after touchdown and flyaway airspeed available -

*1. Go Around.

If brake failure occurs at slow speed or flyaway airspeed not available -

*1. Brakes - RELEASE

*2. EMERG BRK handle - PULL TO DETENT

*3. Brakes - APPLY gradually

18.12 EMERGENCY CATAPULT FLYAWAY

If flyaway airspeed available -

*1. Throttles - MAX

*2. Rudder pedal - FULL AGAINST YAW/ROLL

*3. EMERG JETT button - PUSH

*4. Maintain 10° pitch attitude with W symbol.

D Do not exceed half lateral stick.

If unable to arrest yaw/roll or stop settle -

*5. Eject.

18.13 ABORT

*1. Throttles - IDLE

*2. Speedbrake - AS DESIRED

V-18-3

ORIGINAL

F18. FLIGHT MANUAL (2008) - page 11