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The ADF system is turned on using the ADF function selector switch on the UFC. Placing the switch

to the 1 position applies power to the ADF and indicates ADF bearing to the station selected on the

comm 1 radio. Placing the switch to the 2 position applies power to the ADF and indicates ADF bearing

to the station selected on the comm 2 radio. Placing the switch to the OFF position removes power from

the ADF. ADF audio is adjusted by either the comm 1 or comm 2 volume control knob. ADF symbology

appears as a small circle on the HI/MPCD.

24.4 TACAN (Tactical Air Navigation).

The RT-1159A/ARN-118 TACAN system gives precise relative bearing and/or slant range distance

to a TACAN ground station or range to a suitably equipped aircraft. The TACAN system operates in

the L-Band frequency range, limiting the operating range to line of sight which depends upon aircraft

altitude. The maximum operating range is 390 nm when the selected TACAN station is a surface

beacon and 200 nm when the selected TACAN station is an airborne beacon. The aircraft receives a

three letter morse code signal to identify the beacon being received. When operating in conjunction

with aircraft having air-to-air capability, the A/A mode provides line of sight distance between two

aircraft operating their TACAN sets 63 channels apart. Up to five aircraft can determine line of sight

distance from a sixth lead aircraft in the A/A mode.

In MIDS-equipped aircraft, TACAN functionality is embedded in the MIDS terminal, replacing the

AN/ARN-118 in door 13R. To preclude MIDS interference with the IFF system, notch frequency

filters were placed in the MIDS TACAN antenna lines. The upper filter is fixed, while the lower filter

is switched in for LINK-16 transmissions, and out for TACAN transmissions and all reception. Because

the upper antenna filter is fixed, it filters A/A TACAN frequencies on channels 1-36 and 64-99 (X and

Y). A/A TACAN channels should be chosen outside of these ranges. The upper filter makes the top

antenna unusable for T/R (Air to Ground) TACAN channels 1-29 X and Y, 47X to 63X and 64Y to

92Y. For TACAN channels in these ranges, the bottom antenna is the only antenna for TACAN. With

a centerline tank installed, the antenna is blocked approximately 180°± 15° relative to the aircraft

nose. This shadowing of the bottom antenna, combined with the lower transmitter power of the MIDS

(200W versus 1000W for AN/ARN-118), causes reduced ranges for DME at channels within the range

of the filter when flying directly away from the TACAN station. Flight test data at afloat stations

shows that maximum tail-aspect DME ranges of approximately 22 nm at 6,000 feet and 26 nm at 15,000

feet can be expected to make DME unreliable when headed outbound in the marshal stack. At shore

stations, flight tests have shown substantially better tail-aspect DME ranges (e.g. 52 nm at 15,000 feet).

DME ranges in the forward and side quadrants of the aircraft, and bearing performance in all

quadrants, are not impacted. Therefore, approach performance on the affected channels is nominal.

NOTE

MIDS equipped aircraft may experience TACAN bearing and DME

dropouts. MIDS equipped aircraft with a centerline tank may

experience loss of DME during outbound legs from TACAN stations 1

to 29X and Y, 47X to 63X and 64Y to 92Y.

24.4.1 TACAN BIT. To manually initiate a TACAN BIT check, ensure the TACAN is turned on, then

press the TCN/IFF option on the BIT sublevel display. If the TACAN is good, the DDI shows the BIT

status as GO. If the TACAN does not pass the BIT check, the BIT status shows DEGD. The TACAN

system also has an automatically initiated BIT. If the automatic BIT check detects a wrong signal or

a failure, a TACAN DEGD is displayed on the DDI BIT display and the BIT line on the left DDI. If

no fault is detected, nothing is displayed next to TCN. In MIDS equipped aircraft, the only way to

execute a TACAN BIT is by initiating a MIDS BIT. To run a MIDS BIT, MIDS must be selected in

the COMM submenu of the BIT display.

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24.4.2 TACAN Mode Selection. To enable the TACAN system actuate the TCN function selector

pushbutton on the UFC. This allows the TACAN channel number and ON/OFF status to be displayed

on the UFC scratchpad, along with the TACAN mode options on the UFC option windows, see figure

24-17. Now actuate the ON/OFF selector pushbutton to turn the TACAN system on. The TACAN

channel number may be changed using the UFC keypad.

When the TCN pushbutton is selected, the following TACAN mode options appear: T/R (transmit/

receive), RCV (receive), A/A (air-to-air), along with the X and Y channels options. In the T/R mode

the TACAN computes bearing and measures slant range from the selected TACAN station. In the RCV

mode only bearing from the selected TACAN station is computed. In the A/A mode, interrogations and

replies are only single pulse from one aircraft to another.

Figure 24-17. TACAN Mode Selection

24.4.3 TACAN Programming. To enter TACAN station data, select the DATA option on the HSI

display. Then select the TCN option on the DATA sublevel display to bring up the TACAN data

sublevel display. This display shows the current TACAN station data: lat/long position, elevation and

magnetic variation. To enter the TACAN station number, select the up/down arrow to select the

desired TACAN station number. Next, select the UFC option to initialize the UFC for TACAN station

data entry. On the UFC select: the X or Y pushbutton to select the TACAN channel, the POSN

pushbutton to enter lat/long data, the ELEV pushbutton to enter elevation data, and the MVAR

pushbutton to enter magnetic variation. TACAN data is entered through the UFC keypad for up to 10

TACAN stations. See figure 24-18.

24.4.3.1 TCN/AC MGVAR Option (MC OFP 13C AND UP). TACAN or AC magnetic variation can be

selected from the HSI/DATA/TCN display. AC MGVAR is the default. In regions where the magnetic

variation is rapidly changing, selecting TCN MGVAR can give more consistent steering information

relative to the TCN station. See figure 24-18.

24.4.4 TACAN Position Keeping. The TACAN system may be used for position keeping purposes. To

do this the TACAN system must be in the T/R mode with the proper channel (X or Y) and channel

number selected. The TACAN station selected must be one of the prestored stations. Now select the

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POS/XXX option on the HSI display. This provides the position keeping option display, see figure

24-10. Next, select the TCN option as the position keeping source. When this is done the HSI display

is returned along with POS/TCN displayed as the position keeping source.

24.4.5 TACAN Position Updating. The TACAN system may also be used for position updating

purposes. To do this the TACAN system must be in the T/R mode with the proper channel (X or Y)

and channel number selected. The TACAN station selected must be one of the prestored stations. Now

select the UPDT option on the HSI display, this provides the UPDT option display, see figure 24-11.

Next, select the TCN option; when this is done the MC uses position data from the selected TACAN

station to compute aircraft present position. The difference between the TACAN computed present

position and the on board determination of aircraft present position produces the position error

readout in bearing and range on the ACPT/REJ display. Selecting the ACPT option accepts the

position update and returns the HSI display. Selecting the REJ option rejects the update and returns

the HSI display.

24.4.5.1 TACAN Steering. Two types of TACAN steering are available for selection: direct great

circle and course line steering. These TACAN steering options are mechanized identical to waypoint/

OAP direct great circle and course line steering, with steering being referenced to the TACAN.

Selecting the TCN option on the HSI display provides TACAN direct great circle, see figure 24-19.

Activating the CSEL switch with TACAN direct great circle already selected provides TACAN course

line steering, see figure 24-20.

24.4.5.2 Coupled TACAN Steering (F/A-18A after AFC 253 or 292 and F/A-18C/D). When TACAN

steering is coupled CPL TCN is displayed on the HUD and HSI display, and a CPLD advisory appears

on the DDI. The aircraft steers to intercept the desired course line, or flies to the TACAN station if no

course line is selected. Bank angle is limited by NAV or TAC mode as described in chapter 1. As the

aircraft gets close to the desired course, the bank angle is reduced to maintain the aircraft on the

desired course. If a course line is selected, the aircraft continues past the TACAN station on the

outbound radial until the mode is decoupled. If no course line is selected, TACAN steering uncouples

when the aircraft reaches the TACAN station. Heading hold and RALT or BALT (if selected) remain

engaged when the aircraft passes the TACAN station. If TACAN steering does not engage or

disengages without being commanded, an AUTOPILOT caution is displayed on the DDI, and CPL

TCN flashes for 10 seconds on the HUD and HSI displays. The caution can be cleared with the paddle

switch.

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Figure 24-21. ILS Initialization

24.5 ILS (INSTRUMENT LANDING SYSTEM)

The AN/ARA-63A ILS is an all weather approach guidance system which operates with an aircraft

carrier installed transmitting set AN/SPN-41. The ILS decodes transmitted azimuth and elevation

signals during an approach and provides steering information for display on the HUD, standby attitude

reference indicator, and on F/A-18C/D aircraft the EADI. The major components of the AN/ARA-63A

system are a receiver and decoder.

24.5.1 ILS Receiver. The ILS receiver receives coded transmissions of azimuth and elevation

guidance data from surface transmitters. The receiver transforms these signals into coded pulses

suitable for processing in the decoder. A BIT module for system BIT check is contained within the

receiver.

24.5.2 ILS Decoder. The ILS decoder receives and decodes azimuth and elevation pulses from the

receiver, and converts them to azimuth and elevation command signals for the HUD and standby

attitude reference indicator.

24.5.3 ILS BIT. To manually initiate an ILS BIT check, ensure the ILS is on, then select the

ILS/AUG/BCN/D/L option on the BIT sublevel display. If any of the BIT monitored outputs fail, a

BIT status message of DEGD (degraded) appears on the BIT sublevel display. If the BIT checks are

good, a BIT status message of GO appears on the BIT sublevel display.

24.5.4 ILS Initialization. To enable the ILS, place the ILS UFC/MAN switch on the communication

control panel to the UFC position, then actuate the ILS function selector pushbutton on the UFC. This

allows the ILS channel number and ON/OFF status to be displayed on the UFC scratchpad along with

the CHNL option appearing on the UFC option window, see figure 24-21. Now actuate the ON/OFF

selector pushbutton to turn the ILS on. The ILS channel may be changed (1 to 20) using the UFC

keypad. The ILS is automatically selected when the ACL data link mode is selected.

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Another method of enabling the ILS is to place the ILS UFC/MAN switch on the communication

control panel to the MAN position. When this is done the ILS is turned on and the ILS channel

pushbuttons on the communication control panel are used for channel selection. Also, the letters M A

N appear vertically on the UFC option display windows, see figure 24-21.

24.5.5 ILS Steering. When the ILS is on and the ILS option on the HSI display is selected (boxed),

ILS steering is provided on the HUD, the standby attitude reference indicator, and on F/A-18 C/D

aircraft the EADI, see figure 24-22. The azimuth and elevation deviation bars are referenced to the

velocity vector, however, when the waterline symbol is displayed, the deviation bars are referenced to

it. As shown, the deviation bars are deflected full scale and the aircraft is below glideslope and to the

left of course. The azimuth bar is deflected full scale for azimuth deviations of ±6° to ±20°. The

elevation bar is deflected full-scale down for elevation deviations of 1.4° to 20°, and full-scale up for

deviations of -1.4° to -3°. If a valid azimuth or elevation signal is not received by the ILS, the

corresponding bar is not displayed.

ILS steering is automatically provided when the ACL mode is selected and valid ILS steering signals

are received.

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24.6 DATA LINK SYSTEM

All information on the data link systems (i.e., LINK 4 and LINK 16), except for the automatic

carrier landing mode, is contained in the NTRP 3-22.2-FA18A-D NATIP. For typical Automatic

Carrier Landing procedures, refer to Chapter 8.

24.6.1 Automatic Carrier Landing Mode. The system for automatic landing of aircraft onto the

aircraft carrier deck comprises the AN/SPN-42 installed aboard the carrier and Automatic Carrier

Landing (ACL) equipment installed in the aircraft. The aircraft data link system is the ACL

component over which steering commands are received from the carrier for guidance of the aircraft.

The data link ACL mode is available only when the NAV master mode is selected. The ACL steering

commands may be coupled to the flight control computer for fully automatic approaches to touchdown,

or the pilot may elect to use the steering displays for a manually controlled landing. The traffic control

(T/C) mode is a submode of ACL. The T/C mode provides data link heading commands to aid the pilot

in reaching the marshal point and/or it may be used for azimuth alignment from marshal until ACL

acquisition. These heading commands can be coupled to the flight control computer for automatic

lateral axis control or can be used for manual steering aids.

Two uplinked control messages (label 5 and label 6) are uniquely addressed to a specific aircraft and

received via the data link for ACL mode (and T/C submode) control and display. The label 5 message

only is used for T/C mode, while both label 5 and label 6 are required for ACL modes 1, 1A, and 2

control and display. The contents of the uplinked label 5 and label 6 messages follows:

Label

Message

Command Altitude (feet)

Displayed on Link 4/SA display.

Command Airspeed (knots)

Displayed on Link 4/SA display.

Command Rate of Descent

Displayed on Link 4/SA display.

(feet per minute)

Command Heading

Displayed on Link 4/SA and HUD.

Group 1 Discretes

ACL RDY, CMD CNT, LND CHK, NOT

CMD, W/O, and CHG CHNL.

Group 2a Discretes

Monitor altitude and altitude change

Warning

Receipt of either discrete causes the command

altitude and command rate of descent to be un-

derlined on the Link 4/SA display.

Group 2b Discretes

Monitor speed and speed change warning. Re-

ceipt of either discrete causes the command air-

speed to be underlined on the Link 4/SA dis-

play.

Group 2c Discretes

ADJ A/C, VOICE and 10 SEC.

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Figure 24-23. DDI Link 4 ACL Display

Label 6 Message

Vertical Glide Slope Error

Used for data link HUD situation display.

Lateral Glide Slope Error

Used for data link HUD situation display.

Mode Status Discrete

Indicates that uplinked longitudinal and lateral

axes commands may be used for mode 1 ap-

proach.

Longitudinal Axis Command

Used by FCS for longitudinal axis control.

(altitude rate in feet/second)

Lateral Axis Command

Used by FCS for lateral axis control.

(roll angle in degrees)

The ground station also periodically uplinks two universal test messages (UTM-3A and UTM-3B).

These two messages have a canned constant content and carry a universal address, rather than being

addressed uniquely to a controlled aircraft, as are the label 5 and label 6 messages. During ACL mode

test, the data link is commanded to accept these two UTM as part of the determination of onboard

ACL capability.

24.6.1.1 ACL Mode Displays. The ACL mode displays consist of the Link 4/SA display on the left

DDI and the data link situation display on the HUD. The following paragraphs contain a general

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description of the displays related to the ACL mode. A more explicit definition of the utilization of

these displays is presented in ACL Mode Operation, this chapter.

24.6.1.1.1 Link 4/SA Display. Figure 24-23 shows the ACL and T/C information which may be

displayed on the Link 4/SA display. The lettered symbols and cues on the display are described after

the corresponding letter in the following paragraphs.

a. The following uplinked group 1 discretes may be displayed in this slot.

LND CHK Landing check indicates that SPN-42 control radar communication has been estab-

lished. It also cues the pilot to be in the landing configuration with ATC engaged.

ACL RDY ACL ready indicates that SPN-42 acquisition has occurred and uplinked longitudi-

nal axis (altitude rate) and lateral axis (roll rate) commands are being received

equal to zero. The ACL RDY indication is also displayed on the HUD. Receipt of

the ACL RDY discrete is one of the onboard prerequisites for ACL couple.

CMD CNT Command control discrete indicates that the carrier has received a verbal confir-

mation from the pilot that FCS is coupled to the ACL longitudinal and lateral

commands, and further indicates to the pilot that longitudinal and lateral com-

mands are now active.

W/O

When this discrete is received the FCS is uncoupled from the uplinked commands.

NOT CMD The not command discrete indicates that label 5 information is invalid. When this

discrete is received the label 5 information is removed from the Link 4/SA display

and the FCS is uncoupled from the T/C heading command/ACL steering com-

mands.

CHG

The change channel discrete indicates that the data link frequency should be

CHNL

changed.

b. The following ACL mode operational cues may be displayed in this slot.

MODE 1

Indicates that the entire loop is capable and ready for coupling for dual axes ACL

control.

MODE 2

Indicates that the entire loop is not capable of Mode 1 coupled approach but is

capable of Mode 2 manual control approach using uplinked situation steering.

T/C

Traffic control cue indicates that the entire loop is capable and ready for couple to

the T/C heading command.

TILT

Indicates that the uplinked information is not being updated. When this condition

exists all uplinked information is removed from the displays and the FCS is

uncoupled from the data link commands.

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c. The following uplinked group 2c discretes may be displayed in this slot. These cues are displayed

for 30 seconds after initial receipt, then removed.

10 SEC

Indicates that SPN-42 is now adding deck motion compensation to the longitudi-

nal and lateral axes commands. This discrete is received approximately 12.5 sec-

onds before touchdown.

ADJ A/C

Adjacent aircraft cue indicates that another aircraft has been detected in the area

of controlled aircraft.

VOICE

Indicates that the pilot is to establish voice contact with control.

d. The following onboard capability cues are displayed in this slot.

ACL 1

Indicates that onboard systems are capable of an ACL or T/C couple to the FCS.

ACL 2

Indicates that onboard systems are not capable of ACL or T/C couple to FCS, but

are capable of displaying uplinked information for a mode 2 manual approach.

ACL N/A Indicates that onboard systems are not capable of using uplinked information and

that a carrier controlled approach (CCA) must be made.

TEST

Indicates that ACL mode is in test.

e. The UTM FAIL cue is displayed in this slot when valid uplinked UTM 3A and UTM 3B were not

received during automatic test.

f. Command heading is displayed via the double chevron symbol on the outside of the compass rose.

g. Command airspeed is displayed in this slot.

h. Command altitude is displayed on this slot.

i. Command rate of descent is displayed in this slot.

j. The compass rose is track-up oriented with selectable ranges of 10, 20, 40, 80, 160, and 320 nm.

k. Data Link Address that is currently set in the Link 4 RT.

24.6.1.1.2 HUD ACL Display. Figure 24-24 shows the possible HUD display information. The

lettered symbols and cues on the HUD are described after the corresponding letter in the following

paragraphs.

a. Uplinked command heading is indicated by the command heading steering pointer below the

heading scale.

b. The following cues may be displayed in this slot:

10 SEC

Displayed for 30 seconds after receipt and then removed. Also displayed on Link

4/SA display.

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TILT

Displayed when communication has been lost with data link control. Also dis-

played on Link 4/SA display.

DATA

Displayed for 10 seconds and flashed at a rate of two times per second when new

data is initially displayed on the link 4/SA display.

W/O

(MC OFP 13C AND UP) When this discrete is received the FCS is uncoupled from

the uplinked commands.

c. The following cues may be displayed in this slot:

ACL RDY Displayed when received via data link and the FCS is not coupled. Also displayed

on Link 4/SA display.

CPLD P/R Coupled in pitch and roll is displayed when the FCS is coupled to the longitudinal

and lateral commands. The cue is flashed for 10 seconds at two times per second

then removed if the couple attempt is unsuccessful, or if uncouple occurs for any

reason other than pilot deselection. Disengagement, other than pilot initiated, also

results in an AUTOPILOT caution.

CPLD

Coupled to heading commands cue is displayed when FCS is coupled in the T/C

HDG

mode. This cue is flashed for the same reasons as described for the PLD P/R cue.

d. The following cues may be displayed in this slot. These cues are mode independent and may be

displayed in any master mode:

ATC

Displayed when automatic throttle control is engaged. If an unsuccessful engage-

ment attempt occurs, or if the ATC disengages for any reason other than pilot

deselection, the ATC cue to flashed for 10 seconds at two times per second, then

removed.

NWS

Indicates low gain nosewheel steering is engaged.

NWS HI Indicates high gain nosewheel steering is engaged.

e. When ACL mode is initially selected, waypoint steering is automatically deselected, if selected,

and the system is automatically undesignated if an aimpoint is designated. If tacan is on, tacan range

is automatically displayed regardless of tacan steering selection unless the pilot subsequently

designates an aimpoint or selects waypoint steering.

f. The tadpole steering symbol is referenced to the velocity vector and provides uplinked flight path

steering indications for the ACL glideslope and course.

24.6.1.2 ACL Mode Operation. The data link ACL mode is selected by actuating the ACL option

button on the HI/MPCD.

24.6.1.2.1 Initialization. When selected, the ACL legend on the HI/MPCD is boxed and the Link

4/SA display is automatically selected on the left DDI. The TEST cue is displayed indicating the ACL

mode is in test. The ILS, data link, and radar beacon are automatically turned on (if not previously on).

IBIT is run on the data link and radar beacon systems. The uplinked UTM is monitored for valid

receipt. When ACL testing is complete the TEST cue is removed, the noted systems are placed in the

correct operational mode, the stored data link ACL frequency is automatically selected, and the pilot

is cued on the Link 4/SA display relative to onboard ACL capability (ACL 1, ACL 2, or ACL N/A) as

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Figure 24-24. HUD ACL Display

previously described. If during test, a valid uplinked UTM message was not received, the UTM FAIL

cue is displayed on the Link 4/SA display.

With SCS 17C, the data link address that is currently set in the Link 4 is displayed. When the

aircraft is CIT equipped and the Mode 2 code is not equal to the last four digits being displayed in the

data link address, a M2ID advisory is displayed. The IFF Mode 2 code in the CIT can be set to the

proper D/L address by pressing the DL ADR option pushbutton. The M2ID advisory is removed when

the IFF mode 2 code is set equal to the last four digits of the D/L address.

24.6.1.2.2 Traffic Control Couple. When an uplinked label 5 message is received, a determination

is automatically made relative to total loop capability. If the ACL loop is ready for a T/C couple, the

T/C cue appears on the Link 4/SA display and autopilot options are initialized on the upfront control

with the CPL option displayed (figure 24-25). The prerequisites for a CPL option for T/C follow:

1. Onboard systems fully operational.

2. Valid label 5 message received.

3. Waveoff (W/O) discrete not received.

4. Uplinked information being updated (no TILT cue).

5. NOT CMD discrete not being received.

6. Label 6 message not being received.

With T/C displayed FCS couple is selected by actuating the CPL option button on the UFC. When

coupling to the T/C heading command is successful a colon is displayed in front of the CPL option on

the UFC and the CPLD HDG cue is displayed on the HUD. After couple the FCS will bank the aircraft

to maximum of 30° to capture and hold the uplinked heading command. Aircraft pitch attitude may

be controlled by the pitch hold function of the heading hold mode or by the BALT or RALT altitude

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5. Pilot actuation of paddle switch with reversion to CAS.

6. Receipt of uplinked W/O discrete with reversion to lateral axis heading hold mode.

7. Receipt of uplinked NOT CMD discrete with reversion to lateral axis heading hold mode.

An unsuccessful T/C couple attempt, or disengagement of the T/C couple for any reason other than

pilot deselection, results in an AUTOPILOT caution as well as the CPLD HDG on the HUD flashing

for 10 seconds.

24.6.1.2.3 ACL Mode 1. When an uplinked label 6 message is received, a determination is made with

respect to total loop capability relative to dual-axis (lateral and longitudinal) ACL couple. If ACL

couple is determined to be available, the MODE 1 cue is displayed on the Link 4/SA display and the

autopilot options are initialized on the UFC with CPL option displayed as shown in figure 24-26.

When the pilot selects the CPL option on the UFC, an ACL couple to the FCS is requested if proper

prerequisites are met.

NOTE

•If FCS is already coupled to T/C command heading, the first

actuation of the CPL option disengages T/C couple and a second

actuation requests ACL couple.

•Mode 1 is available only with full flaps selected.

The MC prerequisites for initial ACL couple are as follows:

1. Basic FCS outer loop (heading hold) engaged. If heading hold is not engaged when the CPL

option is actuated it is automatically requested, and when FCS indicates it is engaged, ACL

couple is requested.

2. Onboard test results indicate ACL 1 capability.

3. Uplinked ACL RDY discrete being received. ACL RDY is only required for initial couple. It is not

required after ACL couple occurs.

4. Uplinked A/P bit set to couple state.

5. Valid uplinked longitudinal and lateral axes commands being received (no TILT).

To indicate FCS is coupled, a colon is displayed next to CPL option on the UFC and the CPLD P/R

cue is displayed on the HUD. When ACL couple initially occurs, the FCS fades in the longitudinal and

lateral uplinked commands to minimize engagement transients. After FCS is coupled to the dual-axis

commands, the FCS limits the accepted magnitude of the uplinked commands to prevent excessive

pitch or roll changes due to large and/or erroneous uplinked commands. When FCS is coupled to ACL,

uncouple will occur, with reversion as noted, for any of the following reasons.

1. Heading hold mode disengagement with reversion to CAS operation.

2. Pitch or roll control stick steering engagement with reversion to CAS when CSS is no longer

engaged.

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Figure 24-27. ACL Mode 2 Steering Display

8. Loss of valid uplinked commands for more than 2 seconds (TILT) with reversion to CAS.

9. Detection of degraded onboard capability below that required for MODE 1 with reversion to CAS.

During an ACL coupled approach the D/L situation steering and the ILS situation steering may

remain selected for HUD display to allow the pilot to monitor the progress of the automatic control in

capturing and holding the desired glideslope and azimuth.

24.6.1.2.4 ACL Mode 1A. For an ACL mode 1A approach, the aircraft may be coupled to data link

commands as described in the Mode 1 paragraph, then uncoupled at minimums (200 feet and 0.5 mile)

and manual control as described for Mode 2 used the rest of the way to touchdown.

24.6.1.2.5 ACL Mode 2. When a label 6 message is initially received and a mode 1 or mode 2

capability exists, a mode 2 manual approach may be made. The data link HUD steering which may be

manually selected with the D/L option button on the HI is automatically selected. The D/L legend on

the HI is boxed and the data link situation steering tadpole is displayed on the HUD with the tadpole

referenced to the velocity vector as shown in figure 24-27. The ILS situation display may remain

selected on the HUD for crosscheck on the D/L situation display and/or either D/L or ILS display may

be deselected by actuating the option button on the HI. Mode 2 approaches may be made with or

without ATC engaged, but if available, ATC should be used for angle of attack/airspeed control. If ATC

is not engaged the HUD angle of attack bracket should be used to control AOA/airspeed, while the

glide slope is maintained by flying the D/L situation steering display on the HUD.

24.6.1.3 Typical ACL Approach.

Figures 24-28 and 24-29 describe the controls and displays for a “canned” mode 1 ACL approach.

The ACL mode is optimized for the described approach, but abbreviated approaches and/or deviations

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CHAPTER 25

Backup/Degraded Operations

25.1 MISSION COMPUTER NO. 1 FAILURE

If there is a failure of MC 1 (navigation computer), there are certain capabilities which are lost. The

flight control computer is not provided with g limiter and stores information. The FCC reverts to a 7.5

g aircraft with no roll rate limiting for stores. The control of CNI equipment via the UFC is not affected

by an MC 1 failure. Full Attack display and some basic Store display capability exists. MC 2 provides

limited backup for the functions described below.

25.1.1 Status Monitoring Functions. MC 2 provides limited backup for status monitoring functions.

MC 1, HYD 1A, HYD 1B, HYD 2A and HYD 2B cautions are available. An AUTO PILOT caution is

displayed if MC 1 fails while autopilot is selected. A backup Master Caution tone is provided when

voice alerts are not available. The data link advisories displayed during backup operation are TILT,

W/O and 10 SEC.

Failure of MC 1 causes a loss of all DDI caution displays except AUTO

PILOT, MC 1, HYD 1A, HYD 1B, HYD 2A, and HYD 2B.

25.1.2 Navigation Functions. Some basic navigation capabilities are provided by the backup

functions of MC 2. Functions not available when MC 1 is failed are the autopilot functions, the

HI/MPCD map and navigation situations display, EGI GPS or GPS and the HUD steering displays

(except for data link). In addition, the HSI functions of selecting the position keeping source, position

updating, target marking, and data entry and display are not provided when MC 1 is failed. The

functions provided by MC 2 are the basic HUD flight data, a backup HSI display with INS, TACAN

and ADF information, a mode II ACL capability, and automatic throttle control. ILS steering is

available on the standby attitude indicator. If the INS fails when MC 1 is failed, no backup position

keeping is provided. In this case the standby attitude reference indicator is used by MC 2 for attitude

information and the velocity vector is not displayed on the HUD.

25.1.3 Backup HUD Display. With MC 1 failed, the backup HUD display is identical with the

primary HUD display, except that the bank angle scale is not provided and the heading scale is at the

same position as in the weapon delivery modes. The ghost velocity vector is provided during backup

operation, and the velocity vector may be caged/uncaged. The landing HUD display and data link

steering are still available. On the ground, the position of the velocity vector and the pitch ladder may

be erratic. In some cases the velocity vector may be removed from the HUD.

25.1.4 Backup HSI Display. With MC 1 failed, the backup HSI display consists of a magnetic

compass rose oriented heading-up with a TACAN pointer and an ADF pointer. A digital readout of

TACAN bearing and distance and the station identifier are provided in the upper left corner. The INS

present position is displayed inside the compass rose at the top center. Waypoint 0 position is also

displayed. The ACL mode option pushbutton is also displayed for selection if desired.

VII-25-1

ORIGINAL

A1-F18AC-NFM-000

25.2 BACKUP ATTITUDE AND NAVIGATION SYSTEM

If a failure occurs in the primary attitude and navigation system (INS), output signals of pitch, roll,

magnetic heading, and airspeed are provided to the mission computer system for use in the backup

attitude navigation computations. The backup system consists of a standby attitude reference

indicator, a static power inverter, and a magnetic azimuth detector.

25.2.1 Standby Attitude Reference Indicator. The standby attitude reference indicator (figure

25-1) is a self-contained pitch and roll instrument on the main instrument panel. An electrically driven

vertical gyro maintains vertical orientation by use of an electronic erection system. The erection system

automatically cuts off the roll erection circuit when lateral accelerations exceed approximately 0.15 g,

the pitch erection circuit remains active. The gyro spin speed and erection system provides a minimum

of 3 minutes of attitude information with a total power loss. Pitch and roll synchros provide backup

pitch and roll attitude for use by other systems. The attitude presentation is 360° in roll, 92° in climb,

and 78° in dive.

25.2.2 Static Power Inverter. If there is an interruption or loss of aircraft ac power, 28 volt dc power

is applied to the static power inverter to produce the 115 volt ac power needed for standby attitude

reference indicator operation.

25.2.3 Magnetic Azimuth Detector. The magnetic azimuth detector (MAD) consists of 3 sensing

elements configured in a wye. The sensing elements are mounted so that their average positions are

maintained in the horizontal component of the earth’s magnetic field. The air data computer processes

the detected magnetic heading and develops the magnetic error compensation signals.

25.2.4 Backup Attitude and Navigation System Controls and Indicators. The controls and indica-

tors for the backup system are on the HI/MPCD and the standby attitude reference indicator.

25.2.4.1 HI/MPCD. The HI/MPCD provides horizontal situation and steering control displays.

25.2.4.2 Standby Attitude Reference Indicator Controls and Indicators. The controls and indica-

tors on the standby attitude reference indicator (figure 25-1) are described as follows:

1. OFF flag. This flag is in view when power is removed or the pull to cage knob is pulled out or does

not properly retract.

2. Miniature airplane. This represents the nose and wings of the airplane and indicates pitch and

roll attitude relative to the horizon. The miniature airplane is adjustable from +5° thru -10° of

pitch trim by rotating the pull to cage knob clockwise or counterclockwise when the knob is

pushed in.

3. Pull to cage knob. When the knob is pulled out and held it orients the gyro spin axis to the ARI

case (pitch and roll position). When the knob is pulled out and rotated clockwise to engage detent

the ARI becomes caged.

Damage to the gyro might occur if the indicator is moved rapidly in the

pitch or roll axes while the gyro is spinning and caged. If the knob is in the

locked position, it must be pulled out to clear the detent before it can be

turned counterclockwise.

VII-25-2

ORIGINAL

A1-F18AC-NFM-000

Figure 25-1. Standby Attitude Reference Indicator

4. Slip indicator (inclinometer). This mechanical indicator displays sideslip.

5. Rate of turn needle. This needle displays the rate of turn. One needle width of deflection indicates

a 90° per minute rate of turn.

6. Test switch. The test switch is pressed and the vertical and horizontal pointers position to center

of the miniature airplane and the rate of turn needle deflects two needle widths.

7. Pointer shield. This shield conceals the vertical pointer when in the stowed position.

8. Elevation deviation bar. In the ACLS/ICLS mode this bar provides direction information for

pitch steering.

9. Bank scale. The scale rotates with the aircraft to provide measurement of angular displacement

by the bank angle index during maneuvers.

10. Azimuth deviation bar. In the ACLS/ICLS MODE this bar provides direction information for

azimuth steering.

11. Sky pointer. The pointer rotates with the aircraft to indicate vertical (sky) in any roll attitude.

12. Bank angle index. The index indicates vertical in any roll attitude.

13. Display sphere. The sphere is directly coupled to the gyro gimbals to provide a direct reading of

pitch and roll. The sphere is marked at each 5° in pitch.

25.3 NAVIGATION BACKUP

Position keeping for aircraft navigation requires available sources of heading information, attitude

information and velocity. The INS normally provides position keeping for the aircraft. However, under

VII-25-3

ORIGINAL

A1-F18AC-NFM-000

various failure conditions, alternate sources of heading, attitude and/or velocity information may be

used for position keeping. The backup heading modes are discussed in a following paragraph. The

attitude reference indicator is the alternate source of attitude information. The alternate sources of

velocity information are GPS and air data (true airspeed and angle of attack) or radar doppler

velocities. Air data vertical velocity is an alternate velocity source if only the vertical component of INS

velocity is invalid. The flight control set is an alternate source for angle of attack information.

The system automatically reverts to alternate data sources under failure conditions. For example,

GPS (if installed), MIDS (if installed), or air data position keeping (in that order) is automatically

selected in case of an INS failure. If MIDS is installed and operating, MIDS will be automatically

selected as the aircraft position keeping source when INS or GPS (if installed) fails. Because MIDS

position keeping is unreliable, air data position keeping (POS/ADC) should be manually selected if

POS/MIDS is displayed. During air data position keeping, true airspeed and angle of attack from the

air data computer and the last computed wind, or the wind inserted by the pilot via the UFC, are used.

The wind can also be updated during air data position keeping by performing a velocity update. A new

wind is calculated when the velocity update is accepted. The velocity vector on the HUD is flashed at

a slow rate (on for 0.8 seconds and off for 0.8 seconds) during air data position keeping. A POS/ADC

caution is displayed on the DDI along with a master caution light and tone, when the INS reverts to

ADC position keeping.

The radar doppler velocities are automatically used by the mission computer if they are available

and no other velocity sources are available (INS, GPS and ADC failed). This applies whether or not

TACAN position keeping is selected. Doppler velocities are available when the radar is operating in a

doppler beam sharpened (DBS) mode or PVU mode. Thus, the MC automatically uses the doppler

velocities under these conditions if a DBS mode is selected, or if velocity update is selected (without

accepting or rejecting the update).

25.3.1 Navigation Controls and Indicators

25.3.1.1 HI/MPCD Display. The symbols and digital readouts that normally appear on the

HI/MPCD during backup system operation are the same as in the INS operation except for the POS

OPTION DISPLAY description.

25.3.1.2 POS Option Display. Pressing the POS/ADC pushbutton on the HSI display commands the

mission computer system to use air data computer true air speed, MAD heading, wind speed, and

direction to compute aircraft latitude and longitude in waypoint steering computation.

25.3.2 Backup Heading Mode Control. If the INS computer should fail or if the INS switch is

rotated to the GYRO position, the ASN-130 INS reverts to the attitude heading reference system

(AHRS) mode and true heading is no longer available from the INS. In this case, the mission computer

slaves the INS platform heading with the MAD to provide damped magnetic heading. The slaving of

the INS platform to the MAD occurs in straight and level flight. During maneuvers, when roll is greater

than ±5° or pitch is greater than ±10°, the MAD output is not used. Upon reversion to the Slaved

heading mode, the bottom row of option selections on the HSI are HDG/SLV, SYNC, and ERECT.

The sync option can be used to quickly synchronize the heading with the MAD output if a heading

error exists. The MC automatically synchronizes the heading with the MAD output when the heading

error is greater than 11.25° during level flight. Pressing the ERECT option commands the INS to

increase the gains in the INS erection loops, thus fast-leveling the platform. SYNC and ERECT are

momentary options and they should be used only in straight and level flight. Back up heading is not

available with the ASN-139 and EGI.

VII-25-4

ORIGINAL

A1-F18AC-NFM-000

If it is desired to change the backup heading mode, the heading status option pushbutton should be

pressed (HDG/SLV in this case) and the available heading options (SLV, DG, and COMP) are

presented on the HSI. Selecting any of these three options commands the MC to display the selected

option and necessary controls for that option. In the case of failure conditions, the next best available

source is automatically selected.

Selection of the DG heading mode or failure of the MAD while in the HDG/SLV mode, causes the

bottom pushbuttons on the HI/MPCD to display HDG/DG, HDG (arrow left), HDG (arrow right), and

ERECT. The MC computes aircraft heading using the INS platform heading as a smoothed heading

source compensating for wander angle (the difference between true north and platform heading) and

earth rate. The pilot may correct the aircraft heading by using the two HDG slew option buttons.

Following the initial setting of the heading, the MC provides heading compensation for earth rate.

However, changes in magnetic variation must be entered via the upfront control since the aircraft uses

the last known value of magnetic variation.

If the pilot selects the Compass heading mode, if the INS is turned off, or if the INS fails completely,

the mission computer uses the MAD output, damped with body rate data from the flight control

system. During maneuvers, when roll is greater than ±5° or pitch is greater than ±10°, the flight control

system body rates, alone, are used to determine heading. In the compass heading (HDG/COMP) mode,

the bottom buttons are labeled HDG/COMP and ERECT. The ERECT option is displayed only when

the ASN-130 INS is still operating in the AHRS mode. The MC uses the last known magnetic variation

to compute true heading.

25.4 BACKUP FREQUENCY CONTROL

Backup frequency control for the radios in case of an upfront control or communication system

control (CSC) malfunction is provided via the multiplex bus and a DDI display. The UFC backup

(UFC BU) display can be selected from the menu. Both Comm 1 and Comm 2 can be controlled from

the UFC BU display. When the COM1 or COM2 button is pressed, the frequency on which that radio

is operating is displayed below the legend COM1 or COM2, as appropriate. A new frequency is selected

by first selecting OVRD and then using the numerical buttons along the sides of the display and ENT

button at the bottom. With MC OFP 10A AND UP, four digit frequencies can be entered. Four digits

limit the frequency resolution to 100KHz. With MC OFP 13C AND UP, six digit frequencies can be

entered. Frequencies can be entered to 5 KHz of resolution. As the new frequency is entered, it is

displayed in the scratch pad above the COM1 or COM2 legend. When the ENT button is pressed, the

frequency displayed in the scratchpad is stored in the mission computer as the preset frequency for the

radio. Pressing the CLR button clears the scratchpad if an error is made when entering a backup

frequency. When OVRD option in the upper right corner of the display is selected, it is boxed and the

radio operates on the preset frequency stored for it in the mission computer, overriding the normal

frequency control from the UFC and CSC. When OVRD is deselected, frequency control reverts to the

upfront control. The frequency displayed below the COM1 or COM2 legend is always the frequency on

which the radio is operating, whether or not OVRD is selected. Upon power up with WOW, the preset

frequencies stored in the mission computer for COM1 and COM2 are initialized to be the same as the

last valid radio operating frequencies.

If the radio is operating in AJ mode, AJ is displayed in place of the frequency display. If the radio

is operating in AJ when OVRD is selected, the radio automatically tunes to the new frequency and exits

AJ mode.

VII-25-5

(Reverse Blank)

ORIGINAL

A1-F18AC-NFM-000

CHAPTER 26

Visual Communications

Communications between aircraft are visual whenever possible. Flight leaders shall ensure that all

pilots in the formation receive and acknowledge signals when given. The visual communications

chapters of NAVAIR 00-80T-113 should be reviewed and practiced by all pilots. Common visual signals

applicable to flight operations are listed in figure 26-1.

GENERAL SIGNALS

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Thumbs up, or nod of

Flashlight moved verti-

Affirmative. (‘‘Yes’’, or,

head.

cally up-and-down re-

‘‘I understand.’’)

peatedly.

Thumbs down, or turn

Flashlight moved hori-

Negative. (‘‘No’’, or, ‘‘I

of head from side to

zontally back-and-forth

do not understand.’’)

side.

repeatedly.

Hand cupped behind ear

Question. Used in con-

As appropriate.

as if listening.

junction with another

signal, this gesture indi-

cates that the signal is

interrogatory.

Hand held up, with

Wait

palm outward.

Hand waved back and

Letter N in code, given

Ignore my last signal.

forth in an erasing mo-

by external lights.

tion in front of face,

with palm turned for-

ward.

Employ fingers held ver-

Numerals as indicated.

A nod of the head (‘‘I

tically to indicate de-

understand’’). To verify

sired numeral 1 through

numerals, addressee re-

5. With fingers horizon-

peats. If originator nods,

tal, indicate number

interpretation is correct.

which added to 5 gives

If originator repeats nu-

desired number from 6

merals, addressee should

to 9. A clenched fist in-

continue to verify them

dicates 0. (Hold hand

until they are under-

near canopy when sig-

stood.

naling.)

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

VII-26-1

ORIGINAL

A1-F18AC-NFM-000

GENERAL SIGNALS (CONT)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Make hand into cup-

I am going to dump fuel.

shape, then make re-

peated pouring motions.

Slashing motion of index

I have stopped dumping

finger across throat.

fuel.

MALFUNCTIONING EQUIPMENT (HEFOE CODE)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Weeping signal and then

Flashlight held close to

Number of fingers or

Day: Nod, or thumbs

indicating by finger -

top of canopy, pointed

dashes means:

up. (‘‘I understand.’’)

numbers 1 to 6 the af-

toward wingman, fol-

fected system.

lowed by 1 to 6 dashes to

1. Hydraulic

Night: Vertical move-

indicate system affected.

ment of flashlight.

2. Electric

Pass lead to disabled

3. Fuel

plane or assume lead, if

indicated.

4. Oxygen

5. Engine

6. FCS

Figure 26-1. Visual Communications (Sheet 2 of 9)

VII-26-2

ORIGINAL

A1-F18AC-NFM-000

TAKEOFF, CHANGING LEAD, LEAVING FORMATION, BREAKUP, LANDING

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

1. Section/Division

1. I am ready to take

1. Standby for re-

Lead gives thumbs up.

Lead turns formation

position on the runway.

sponse from wingman.

lights off.

2. Wingman gives

2. Wingman turns for-

2. I am ready to take

2. Lead calls for take-

thumbs up.

mation lights off.

position on the runway.

off.

2a. Wingman turns

2a. I am ready for

2a. Section/Division

formation lights on.

takeoff roll.

Lead formation lights

on.

3. Section/Division

3. I am executing

3. Wingman roll in

Lead kisses off wingman.

Lead turns formation

takeoff roll.

order.

lights on.

1. Leader pats self on

1. Lead aircraft turns

Leader shifting lead to

1. Wingman pats head

the head, points to wing-

strobe lights ON.

wingman.

and assumes lead.

man.

2. If external lights

2. Wingman turns

are inoperative, leader

strobe lights OFF and

shines flashlight on

assumes lead.

hard-hat, then shines

light on wingman.

If external lights are

inop-

3. Wingman shines

flashlight at leader, then

on his hard hat and as-

sumes lead.

Leader pats self on head

Leader shifting lead to

Wingman relays signal;

and holds up two or

division designated by

division leader desig-

more fingers.

numerals.

nated assumes lead.

Pilot blows kiss to

I am leaving formation.

Leader nods (‘‘I under-

leader.

stand’’) or waves goodby.

Leader blows kiss and

Aircraft pointed out

Wingman indicated

points to aircraft.

leave formation.

blows kiss and executes.

Leader points to wing-

Directs plane to investi-

Wingman indicated

man, then points to eye,

gate object or vessel.

blows kiss and executes.

then to vessel or object.

Figure 26-1. Visual Communications (Sheet 3 of 9)

VII-26-3

ORIGINAL

A1-F18AC-NFM-000

TAKEOFF, CHANGING LEAD, LEAVING FORMATION, BREAKUP, LANDING (CONT)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Division leader holds up

Section breakoff.

Wingman relays signal

and rotates two fingers

to section leader. Section

in horizontal circle, pre-

leader nods (‘‘I under-

paratory to breaking off.

stand’’) or waves goodby

and executes.

Leader describes hori-

Series of ‘‘I’s’’ in code,

Breakup (and rendez-

Wingman take lead, pass

zontal circle with fore-

given by external lights.

vous).

signal after leader breaks

finger.

and follow.

Landing motion with

Refers to landing of air-

open hand:

craft, generally used in

conjunction with another

signal.

1. Followed by patting

1. I am landing.

1. Nods. (‘‘I under-

head.

stand’’) or waves goodby.

2. Followed by pointing

2. Directs indicated air-

2. Aircraft indicated

to another aircraft.

craft to land.

repeats signal, blows a

kiss and executes.

Open hand held verti-

Adjust wing position for-

Wingman moves in di-

cally and moved forward

ward or aft.

rection indicated.

or backward, palm in

direction of movement.

Open hand held horizon-

Adjust wing position up

Wingman moves up or

tally and moved slowly

or down.

down as indicated.

up or down, palm in di-

rection of movement.

Open hand used as if

Adjust wing position lat-

Wingman moves in di-

beckoning inboard or

erally toward or away

rection indicated.

pushing outboard.

from leader.

Hand opened flat and

I am going to dive or

Prepare to execute.

palm down, simulating

climb.

dive or climb.

Hand moved horizon-

Leveling off.

Prepare to execute.

tally above glare shield,

palm down.

Figure 26-1. Visual Communications (Sheet 4 of 9)

VII-26-4

ORIGINAL

A1-F18AC-NFM-000

TAKEOFF, CHANGING LEAD, LEAVING FORMATION, BREAKUP, LANDING (CONT)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Two fingers pointed to-

1. Turn IFF/SIF to

Repeat then execute.

ward eyes (meaning IFF/

‘‘STANDBY’’.

SIF signals), followed

by:

2. Set mode and code

indicated: first numeral-

1. CUT

mode, second and third

numerals-code.

2. 3-digit numerals

Head moved backward.

Slow down.

Execute.

Head moved forward.

Speed up.

Execute.

Headed nodded right or

I am turning right or

Prepare to execute.

left.

Thumb waved backward

Series of 00s in code,

Take cruising formation

Execute.

over shoulder.

given by external lights.

or open up.

1. Holds up right (or

1. Single letter R (or

1. Wingman cross un-

1. Execute.

left) forearm vertically,

K) in code, given by ex-

der to right (or left) ech-

with clenched fist or

ternal lights.

elon or in direction of

single wing-dip.

wing-dips.

2. Same as above, except

2. Series of RRs (or

2. Section cross under

2. Execute.

with pumping motion or

KKs) in code, given by

to right (or left) echelon

double wing-dip.

external lights.

or in direction of wing-

dips.

Triple wing-dip.

Division cross under.

Execute.

Series of VVs in code,

Form a Vee or balanced

Execute.

given by external lights.

formation.

Series of zooms.

Series of XXs in code,

Close up or join up; join

Execute.

given by external lights.

up on me.

Rocking of wings by

Prepare to attack.

Execute preparation to

leader.

attack.

Rocking of wings by any

We are being, or are

Stand by for and ex-

other member of flight.

about to be, attacked.

ecute defensive maneu-

vers.

Figure 26-1. Visual Communications (Sheet 5 of 9)

VII-26-5

ORIGINAL

A1-F18AC-NFM-000

TAKEOFF, CHANGING LEAD, LEAVING FORMATION, BREAKUP, LANDING (CONT)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Lead plane swishes tail.

All aircraft in this for-

Execute. Leader speeds

mation form step-down

up slightly to facilitate

column in tactical order

formation of column.

behind column leader.

Shaking of ailerons.

Long dash, given with

Execute signal; used as

Execute last signal

Head raised then low-

external lights.

required in conjunction

given.

ered.

with another signal.

Open and close four fin-

Three dashes with exter-

Extend or retract speed

Repeat signal. Execute

gers and thumb.

nal lights.

brake as appropriate.

upon head nod from

leader or when leader’s

speed brake extends/

retracts.

Rotary movement of

Two dashes with exter-

Lower or raise landing

Repeat signal. Execute

clenched fist in cockpit

nal lights.

gear and flaps, as appro-

when leader changes

as if cranking wheels,

priate.

configuration.

followed by head nod.

Pointing index finger

One dash with external

Landing runway or ball

Ashore: Take position

toward runway/ship in

lights.

and ship in sight.

for landing.

stabbing motion, repeat-

edly, followed by lead

Carrier: Breakoff and

change signal.

land.

Raised fist with thumb

How much fuel have

Repeat signal, then indi-

extended in drinking

you?

cate fuel in hundreds of

position.

pounds by finger-

numbers.

Leader lowers hook.

Letter H in code, given

Lower arresting hook.

Wingman lower arresting

by external lights.

hook. Leader indicates

wingman’s hook is down

with thumbs-up signal.

Open hand held up, fin-

Course to be steered is

Nod of head (‘‘I under-

gers together, moved in

present compass head-

stand’’).

fore-and-aft chopping

ing.

motion (by leader).

Figure 26-1. Visual Communications (Sheet 6 of 9)

VII-26-6

ORIGINAL

A1-F18AC-NFM-000

ELECTRONIC COMMUNICATIONS AND NAVIGATION

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Tap earphones, followed

Take over communica-

Repeat signals, pointing

by patting of head, and

tions.

to self, and assume com-

point to other aircraft.

munications lead.

Tap earphones, followed

I have taken over com-

Nod (‘‘I understand’’).

by patting of head.

munications.

Tap earphones and indi-

Shift to channels indi-

Repeat signal and ex-

cate by finger-numerals,

cated by numerals.

ecute.

number of channel to

which shifting.

Vertical hand, with fin-

What is bearing and dis-

Wait signal, or give mag-

gers pointed ahead and

tance to the TACAN sta-

netic bearing and dis-

moved in a horizontal

tion?

tance with finger-

sweeping motion with

numerals. The first three

four fingers extended

numerals indicate mag-

and separated.

netic and the last two or

three, distance.

VISUAL EMERGENCY SIGNALS (AIR-TO-AIR)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Arms bent across fore-

Horizontal motion of

General emergency sig-

Carry out squadron doc-

head weeping.

flashlight shone at other

nal meaning, I am in

trine for escort of dis-

aircraft.

trouble.

abled aircraft.

Landing motion with

Circular motion of flash-

I must land immediately. Assume lead if indicated

open hand.

light shone at other air-

and return to base or

craft.

nearest suitable field.

Point to pilot and give

Flash series of dots with Are you having diffi-

Thumbs up: I am all

series of thumbs down

exterior lights.

culty?

right.

movements.

Thumbs down: I am

having trouble.

Lights off once then on

steady: I am all right.

Lights flashing: I am

having trouble.

Figure 26-1. Visual Communications (Sheet 7 of 9)

VII-26-7

ORIGINAL

A1-F18AC-NFM-000

ARMAMENT

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

1. Pistol-cocking mo-

1. Ready or safety

1. Repeat signal and

tion with either hand.

guns.

execute.

2. Followed by

2. How much ammo

2. Thumbs up -‘‘over

question-signal.

do you have?

half’’; thumbs down

-‘‘less than half.’’

3. Followed by

3. I am unable to fire.

3. Nod head (‘‘I un-

thumbs-down signal.

derstand’’).

1. Shaking fist.

1. Arm or safety

1. Repeat signal and

bombs, as applicable.

execute.

2. Followed by

2. How many bombs

2. Indicate with ap-

question-signal.

do I have?

propriate finger-

numerals.

3. Followed by

3. I am unable to drop.

3. Nod head (‘‘I un-

thumbs-down signal.

derstand’’).

1. Shaking hand, with

1. Arm or safety

1. Repeat signal and

fingers extended down-

missile/rockets as appli-

execute.

ward.

cable.

2. Followed by

2. How many missiles/

2. Indicate with ap-

question-signal.

rockets do I have?

propriate finger-

numerals.

3. Followed by

3. I am unable to fire.

3. Nod head (‘‘I un-

thumbs-down signal.

derstand’’).

Jettison external stores.

Repeat signal and ex-

ecute.

Pistol cocking motion

1. Strobe light ON and

1. Set up your

with either hand, fol-

OFF by lead aircraft.

switches for jettison.

1. Set up jettison/

lowed by fore and aft

ordnance switches.

pulling motion with a

2. Strobe light turned

2. You are cleared to

clenched fist.

ON for second time (al-

drop.

2. Execute.

low time for setting up

switches).

Figure 26-1. Visual Communications (Sheet 8 of 9)

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AIR REFUELING

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

One finger turn-up sig-

By receiver: start tur-

Tanker execute. Re-

nal.

bine.

ceiver gives thumbs-up

when turbine starts.

Form cone-shape with

Tanker execute. Re-

hand, all fingers ex-

ceiver give thumbs-up if:

tended aft (make signal

close to canopy).

1. Cone moved aft

1. By receiver: extend

1. Drogue extends

drogue.

properly.

2. Cone moved for-

2. By receiver: retract.

2. Drogue retracts

ward

fully and air turbine

feathers.

Make hand into cup-

By tanker: I am going to

By receiver: Nod. Give

shape, then make re-

dump fuel.

thumbs-up when fuel

peated pouring motions.

dumping commences.

Slashing motion of index

By tanker: I have

By receiver: Give

finger across throat.

stopped dumping fuel.

thumbs-up if fuel dump-

ing has ceased.

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

VII-26-9

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CHAPTER 28

Crew Resource Management

28.1 DEFINITION

Crew resource management is the use and integration of all available skills and resources to

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

Effective crew coordination is essential for aircraft employment; however F/A-18 crew coordination

differs from previous crew served tactical aircraft in that ‘‘who does what when’’ is determined by the

mission and mission phase and not by where equipment controls are located in the cockpit. The most

successful crews are those who have flown together extensively and know each other’s areas of

responsibility before manning the aircraft. The mission commander is responsible for mission success.

The pilot as the aircraft commander is solely responsible for the safe control of the aircraft throughout

the entire mission. Crewmembers/WSOs assist the pilot as necessary and should anticipate develop-

ments. The responsibility for every evolution is a shared responsibility. Crew coordination provides a

system of checks and balances which, properly utilized, ensure effective and efficient mission

accomplishment.

28.2 CRITICAL SKILLS OF CREW RESOURCE MANAGEMENT

28.2.1 Decision Making. Effective decision making refers to the ability to use logical and sound

judgement to make decisions based on available information. This includes assessing the problem,

verifying information, identifying solutions, anticipating the consequences of decisions, informing

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

management and minimize errors, while poor decisions can increase them and is a leading cause of

failure to complete missions and of mishaps.

28.2.2 Assertiveness. Assertiveness refers to the ability, willingness, and readiness to take action.

This involves making decisions, demonstrating initiative and the courage to act, and stating and

maintaining a position until convinced otherwise by the facts. Each flight member must be willing to

act assertively if they are going to fulfil their responsibility toward mission success.

28.2.3 Mission Analysis. Mission effectiveness relies on the aircrew’s ability to coordinate, allocate,

and monitor flight and aircraft resources. Mission analysis includes organizing and planning for what

will occur during the mission, monitoring the current situation, and reviewing and providing feedback

on what has occurred. Failure to develop a good plan, or to revise a plan when the situation changes,

can result in a failed mission or a mishap.

28.2.4 Communication. Effective aircrew communication skills ensure timely transfer and assimi-

lation of accurate information and provide useful feedback. Open professional communication that

avoids defensiveness and encourages accurate understanding of the intended message is critical to the

information flow in the flight. Aviators should be aware of the basic sociological, psychological, and

environmental barriers to communication and attempt to overcome them.

28.2.5 Leadership. Leadership is the ability to direct and coordinate the activities of the mission and

to stimulate the flight to work together as a team. The ultimate responsibility for safety of flight rests

with the aircraft commander/pilot in command. Every crewmember however has the responsibility

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toward safety of flight, compliance with NATOPS and SOPs, and mission accomplishment. Within the

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

timely recommendations and back up as directed.

28.2.6 Adaptability/Flexibility. The ability to alter one’s course of action, another’s action and/or

situational demands demonstrates good adaptability/flexibility. The critical aspects of being adaptable

are anticipating problems, recognizing and acknowledging any changes or abnormalities, taking

alternative actions, providing and asking for assistance, and interacting constructively with flight

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

flight resources to meet situational demands.

28.2.7 Situational Awareness. Situational awareness is the accurate comprehension of all factors

affecting the aircraft. It is the ability to identify the source and nature of problems, extract and

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

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

awareness of all members of the flight and outside agencies.

28.2.8 Factors That Degrade Crew Resource Management

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

2. Confusion.

3. Violation of NATOPS/FLIGHT minimums.

4. Violations of SOP.

5. No one in charge.

6. No lookout doctrine.

7. Failure to meet mission/planning milestones.

8. Absence of communications.

28.3 FLIGHT MEMBER POSITIONS

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

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

phases of the assigned mission except those aspects of safety of flight which are related to the physical

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

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

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

of the mission. The mission commander’s responsibilities include, but are not limited to:

1. Allocation of assets.

2. Supervise and allocate planning tasks.

3. Assess capabilities and limitations of the flight.

4. Establish go/no-go criteria.

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5. Assign roles and responsibilities.

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

7. Delegate authority as required.

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

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

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

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

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

leader when so designated.

28.3.3 Formation Leader. A formation of two or more Naval aircraft shall be under the direction of

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

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

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

when so designated.

28.3.4 Crew Member. Personnel whose presence is required on board an aircraft to perform crew

functions in support of the assigned mission (i.e. copilot, bombardier/navigator, weapons and sensors

officer, air observer, special crew, trainee, etc.).

28.3.5 Weapons and Sensors Officer. The Weapons and Sensors Officer (WSO) is directly involved

in all operations and weapons systems employment of the F/A-18 aircraft except actual control of the

aircraft. The WSO integrates with the pilot to collectively achieve and maintain crew efficiency,

situational awareness, and mission effectiveness. When designated as mission commander, the WSO is

also responsible for all phases of the assigned mission, except those aspects of safety of flight which are

related to the actual physical control of the aircraft and fall within the prerogatives of the pilot in

command.

28.4 AIRCREW RESPONSIBILITIES BY FLIGHT PHASE

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

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

The flight brief shall be conducted with all members of the flight present. Any supporting assets

(GCI, fighter escort, EW, etc.) shall be briefed face-to-face if possible. Flights requiring special

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

require unique briefing requirements.

28.4.2 Pretakeoff. AOB review, preflight, prestart and poststart evolutions are conducted individu-

ally or jointly, for dual crewmember flights, with the aid of ground maintenance crews (plane captains,

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

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

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

the wingman cannot focus on other tasks or allow himself to get behind.

A challenge/reply acknowledgment is required in dual crewmember aircraft prior to canopy

repositioning and during the accomplishment of takeoff/landing checklist procedures. The use of

HOTMIKE should be considered during ground/flight phases where immediate action is required.

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

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

and abort capability:

- interval for FOD avoidance

- staggered line-up for abort

- cross wind handling characteristics

- jet exhaust/turbulence patterns

- abort criteria and configuration changes prior to IMC

- wingman position

- airspeed

- runway

- abort

Departure procedures are dependent upon weather and mission requirements.

The following are some considerations that may require crew coordination:

- clearance compliance

- climb schedule and interval of multiplane formations

- weather avoidance or penetration

- individual departure to join on top.

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

task assignment and execution considerations are:

- navigation (INS management)

- specific sensor usage (i.e. radar, TFLIR)

- communications

- lookout

- transition TO/FROM NVG equipment usage

- weapon employment programming

‘‘Who does what to what when’’ should be in sufficient detail as to preclude redundant and possibly

negative effort.

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

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

require crew resource management: navigation and communication systems management, course rules,

re-entry procedures, approach and landing weather, landing type and capabilities (i.e. gross weight,

crosswind limitations, aircraft configuration), fuel for normal and alternate recoveries, formation size

and composition based upon maneuverability and landing area congestion, instrument recovery/

penetration procedures

(single aircraft and/or formation), power and maneuvering margins for

wingmen, jet wash and turbulence avoidance, terminal control/LSO procedures, landing interval and

priorities, FOD avoidance during landing and taxi, and dearming procedures.

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

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

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

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

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

areas and exploit strong areas.

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28.5 SPECIAL CONSIDERATIONS

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

NAVAIRFORINST 4790.2 series and are to be performed using the applicable functional check flight

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

during the entire checkflight. F/A-18 NATOPS chapter 10 outlines additional checks to establish

acceptance standards for the systems peculiar to the F/A-18 aircraft. All instrument and indicator

readings, warning lights, and radar and navigation displays in the aft cockpit will be compared

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

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

pilots and aircrew/WSOs designated in writing by the squadron commanding officer shall perform

squadron functional checkflights.

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

crew coordination to ensure mission accomplishment and to reduce the mid air collision potential to a

minimum. During all missions involving formation flights in either VFR or IFR weather, the

aircrew/WSO should aid in the operation of the aircraft radar, sensors, and weapons system. The pilot

should be able to devote primary attention to flying the aircraft and maintaining sight of all other

aircraft in the flight.

28.5.3 Air Combat Maneuvering (ACM). Delineating the entire realm of aircrew responsibility

during ACM is beyond the scope of this manual. Careful preplanning and briefing are necessary to

ensure adequate crew coordination prior to any ACM mission. As a minimum, each flight member must

have a constant awareness of the rules of engagement, flight safety, fuel state (including bingo),

attitude, and minimum prebriefed base altitude and carry on a continuous supportive commentary.

28.6 EMERGENCIES

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

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

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

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

bird strike emergencies and divert fields along a low-level navigation route.

Part V contains procedures to correct an abnormal or emergency condition. Modify these procedures

as required in case of multiple emergencies, adverse weather, or other peculiar factors. Use common

sense and sound judgement to determine the correct course of action.

In dual crewmember aircraft, crew resource management is vital in an emergency situation. A plan

should be discussed as to each crewmember’s actions during an emergency, i.e., the pilot controls

aircraft and performs immediate action procedures, the crew member handles communication and

confirms immediate action and follow on emergency procedures from the PCL are completed. A plan

for both controlled and uncontrolled ejection should be discussed such as ejection selection handle

setting, ejection warning voice calls, who initiates ejection, etc. Ground egress procedures should also

be coordinated to preclude the ejection of an unstrapped crewmember and to deconflict egress routes.

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CHAPTER 29

NATOPS Evaluation

29.1 CONCEPT

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

operating the F/A-18 aircraft. The NATOPS Evaluation is intended to evaluate compliance with

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

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

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

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

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

officers as well as pilots.

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

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

initially in accordance with OPNAVINST 3710.7 series, and at least once during the twelve months

following initial and subsequent evaluations. Individual and unit NATOPS Evaluations will be

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

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

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

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

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

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

completed.

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

meaning within the NATOPS program.

29.1.2.1 NATOPS Evaluation. A periodic evaluation of individual pilot standardization consisting of

an open book examination, a closed book examination, an oral examination, and a flight evaluation.

29.1.2.2 NATOPS Reevaluation. A partial NATOPS Evaluation administered to a pilot who has

been placed in an Unqualified status by receiving an Unqualified grade for any of his ground

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

need be observed during a reevaluation.

29.1.2.3 Qualified. Well standardized; evaluee demonstrated highly professional knowledge of and

compliance with NATOPS standards and procedures; momentary deviations from or minor omission

in non-critical areas are permitted if prompt and timely remedial action is initiated by the evaluee.

29.1.2.4 Conditionally Qualified. Satisfactorily standardized; one or more significant deviations

from NATOPS standards and procedures, but no errors in critical areas and no errors jeopardizing

mission accomplishment or flight safety.

29.1.2.5 Unqualified. Not acceptably standardized; evaluee fails to meet minimum standards

regarding knowledge of and/or ability to apply NATOPS procedures, one or more significant

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deviations from NATOPS standards and procedures which could jeopardize mission accomplishment

or flight safety.

29.1.2.6 Area. A routine of preflight, flight or postflight.

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

during an evaluation flight.

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

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

of the flight.

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

neous recognition, analysis, and proper action.

29.1.2.10 Malfunction. An aircraft component or system failure or condition which requires

recognition and analysis, but which permits more deliberate action than that required for an

emergency.

29.2 GROUND EVALUATION

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

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

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

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

this section in preparing portions of the written examinations.

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

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

is to evaluate the pilot’s knowledge of appropriate publications and the aircraft.

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

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

and aircraft limitations. Questions designated critical are so marked.

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

experience of the Instructor/Evaluator. Such questions should be direct and positive and should in no

way be opinionated.

29.2.1.4 OFT/WST Procedures Evaluation. An OFT may be used to assist in measuring the pilot’s

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

malfunctions. In areas not served by an OFT, this may be done by placing the pilot in an aircraft and

administering appropriate questions.

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

Trainer facilities may be utilized to evaluate pilot knowledge of aircraft systems and normal and

emergency procedures.

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

to an adjective grade of Qualified or Unqualified.

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

minimum score of 3.5.

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

minimum score of 3.3.

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

Unqualified shall be assigned by the Instructor/Evaluator.

29.3 FLIGHT EVALUATION

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

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

simulated unless flight is accomplished in a F/A-18B/D with a qualified IP in the rear seat.

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

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

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

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

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

The areas and sub-areas in which pilots may be observed and graded for adherence to standardized

operating procedures are outlined in the following paragraphs.

NOTE

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

tion to include evaluation of standardized training methods and

techniques.

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

the procedures outlined in the NATOPS Instrument Flight Manual.

29.3.1 Mission Planning/Briefing

1. Flight Planning.

2. Briefing.

3. Personal Flying Equipment (*)

29.3.2 Preflight/Line Operations. Inasmuch as preflight/line operations procedures are graded in

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

1. Aircraft Acceptance

2. Start

3. Before Taxiing Procedures

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F18. FLIGHT MANUAL (2008) - page 14