F18. FLIGHT MANUAL (2008)

A1-F18EA-NFM-000

Uncommanded option selections may occur with a malfunctioning

UFCD. This can include uncommanded autopilot selection or deselec-

tion. In order to reduce the flight safety risk, a UFCD that self-selects

uncommanded options should be secured in flight and only turned on if

required for safety-of-flight functions (radio, IFF or navigation selec-

tions). The malfunction may or may not be present when turned back on,

but can be expected to reoccur during flight if operational. In F/A−18F

aircraft, an unaffected UFCD may remain on and in use with no adverse

effect. A frozen unresponsive display is the result of another unrelated

failure mode that may occur and can be corrected by cycling power to the

MPCD/DECD.

NOTE

Securing the UFCD will reset the MPCD/DECD and cause a transitory

display loss.

2.19.5.1 UFCD Data Entry. The UFCD has two data entry protocols, Standard Data Entry (SDE)

and Fast Data Entry (FDE).

2.19.5.1.1 Standard Data Entry. With MC OFP 18E, SDE digits are entered using the keyboard

followed by the enter (ENT) key. In many cases, the option for which the data is being entered must

first be selected prior to entering digits. Selection of the ENT option causes the digits in the scratchpad

to flash once, confirming that the ENT has been accepted. The majority of the data entry displays use

SDE protocol and are recognized by the presence of the ENT key.

2.19.5.1.2 Fast Data Entry. With MC OFP 18E some data, and with MC OFP H1E AND UP all data

are entered using the keyboard followed by selecting the option directly. This protocol does not use the

enter (ENT) key. With MC OFP 18E, MAN replaces ENT. With MC OFP H1E AND UP, NEWS

replaces ENT. See figure 2-54.

2.19.5.1.3 Data Entry Using the Shifted Keypad. The N-E-W-S option is provided on all UFCD

data entry displays with MC OFP H1E AND UP. The shifted keypad provides the ability to enter a

negative sign, a decimal point, degrees, minutes, and seconds symbols, and North (N), East (E), West

(W), and South (S) entries for latitude and longitude entries. With MC OFP H2E+ AND UP, latitude

and longitude can be entered to ten thousandths of a minute, or hundredths of a second for increased

precision.

2.19.5.2 UFCD CNI Function. The aircraft powers up with all CNI systems off and the top level CNI

format as the default UFCD display. See figure 2-55. This format is the central point for controlling all

CNI systems. For Communication-Identification Equipment, see Chapter 23. For Navigation Equip-

ment, see Chapter 24.

The following top level options are not related to CNI systems: DDI, EW, and FLR. The DDI option

provides the last selected DDI display on the UFCD. The EW and FLR options provide the specified

display format on the UFCD.

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Figure 2-54. Alphanumeric Entry Format

The top level CNI display does not use an ENT function, the MAN option is used to turn to a

previously entered manual radio frequency.

2.19.5.3 UFCD STANDBY Indication. A flashing STANDBY indication is provided just above the

center of the UFCD display surface when there is no valid mux communication between the MC and

MPCD. The STANDBY indication is superimposed over any display format. When the STANDBY

indication is displayed, power to the MPCD should be cycled to attempt a reset. If the STANDBY

condition clears before power can be recycled, the UFCD screen blanks and the previously displayed

format reappears.

2.19.5.3.1 Aft UFCD MUX FAIL. When the 8 x 10 display is installed, the aft UFCD generates a MUX

FAIL BIT indication when MC1 loses communication with the UFCD. This message occurs only when

the 8 x 10 display is turned on and powering the aft UFCD. Using periodic BIT monitoring, the MC1

tries to reset the aft UFCD through the 8 x 10 display communication if an error is detected.

2.19.5.4 RALT - Radar Altimeter Function. The RALT function indicates clearance over land or

water from 0 to 5,000 feet. Operation is based on precise measurement of time required for an

electromagnetic energy pulse to travel from the aircraft to the ground and return. A warning tone and

visual warnings are activated when the aircraft is at or below a selectable primary or secondary low

altitude limit. The primary/secondary radar low altitude warnings are reset by setting the low altitude

index (primary), or UFCD selected altitude (secondary) to an altitude below the present altitude or by

climbing above the previously set limit. The warning tone can be disabled in either cockpit by pressing

the flashing RALT option on the UFCD Low Altitude Warnings format or UFCD DDI format, turning

off the radar altimeter, setting the warning value below current radar altitude, or by climbing above the

warning altitude. When disabled, the tone cannot be triggered until after being reset as described.

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The radar altimeter consists of a receiver-transmitter and individual transmitting and receiving

antennas. The receiver-transmitter produces the energy pulses, transmits the energy to the ground,

receives the reflected signal, and processes the data for display as altitude by the head-up display unit

(HUD).

Indicators and controls used with the electronic altimeter set are the left or right DDI on the

instrument panel (for BIT checks), the ALT switch, UFCD (for secondary low altitude warning), and

the head-up display. Radar altimeter BIT is initiated from the BIT display.

Pressing the emission control (EMCON) switch on the UFCD inhibits operation of the radar

altimeter. EMCON is toggled on or off each time the EMCON switch is pressed. When EMCON is on

the letters E, M, C, O, N are displayed either in the left side option boxes (DDI display) or in the

scratchpad of the top level CNI display and on the HUD.

2.19.5.4.1

Low Altitude Warning Tone. When the aircraft descends below the primary low altitude

set in the UFCD, a ‘‘Whoop, Whoop’’ warning tone is heard in the aircrew’s headset and the word

ALTITUDE is displayed on the HUD. The warning tone, when initiated by the primary radar low

altitude warning, is repeated at the lowest priority until reset or disabled.

Numbers ending in zero are valid entries for both the Low Altitude

Warning and COMM 1. Due to the close proximity of the COMM 1 and

RALT options, it is possible to inadvertently change the low altitude

warning setting for the radar altimeter when attempting to use COMM 1

fast data entry.

A barometric low altitude and secondary radar low altitude warning function are enabled by entering

the appropriate altitude, up to a maximum of 25,000 (BARO) and 5,000 (RADAR), on the UFCD. The

barometric low altitude and secondary radar low altitude warning provide a single voice alert warning

“ALTITUDE, ALTITUDE” when the aircraft descends through the selected altitude. Refer to Part VII

for information on entering altitude. The barometric low altitude warning function does not affect the

operation of the radar altimeter low altitude warning function.

2.19.5.5 UFCD Controls. A description of UFCD switches follows. Refer to Part VII for operating

instructions for CNI equipment.

2.19.5.5.1 COMM 1 and 2 Channel Knobs. The COMM 1 and 2 channel knobs permit independent

selection of up to 20 preset channels on radios 1 and 2. Guard (G), Manual (M), Ship Maritime (S), and

SINCGARS Cue (C) channels are also available on the continuously rotatable knobs.

2.19.5.5.2 COMM VOL Knobs. The VOL knobs independently control radio volume for COMM 1 and

2. The OFF position (detent) is at the full counterclockwise position. In the F/A-18F, both sets of knobs

must be in the OFF position for power to be removed from the radios. When a radio is powered, the

respective COMM option is corner highlighted. When a radio is actively receiving, a half intensity

highlight is shown on the upper half of the COMM option (figure 2-55).

2.19.5.5.3 ID (IDENT) Pushbutton. The ID pushbutton commands an IFF identification/position

squawk (IDENT), for modes 1, 2, and 3 (if enabled).

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2.19.5.5.4 UFCD BRT Knob. The BRT knob adjusts the overall brightness of the UFCD display, both

symbology and video. Turning the knob counterclockwise to the OFF position removes power from the

UFCD.

2.19.5.5.5 UFCD CONT Knob. The CONT knob adjusts video contrast on the UFCD.

2.19.5.5.6 UFCD SYM Knob. The SYM knob is used to adjust the brightness of the UFCD symbology

without affecting the brightness of the UFCD video.

2.19.5.5.7 EMCON Pushbutton. If the UFCD is displaying a DDI format the letters E M C O N are

displayed in the left side option boxes. If the UFCD is displaying the top level CNI format, EMCON

is displayed in the scratch pad.

2.19.6 SDC - Signal Data Computer. The signal data computer (SDC) operates under mission

computer control and records aircraft fatigue strain data, engine parameters when out of tolerance

conditions occur, fuel information, and aircraft and target parameters when targets are designated and

weapons are delivered. It includes fuel transfer controls and gaging capabilities, incorporates ground

support equipment fuel transfer and gaging fault isolation functions, and provides interface for

multiple sensors and controls. It provides analog-to-digital conversion of aircraft parameters. In

addition, BIT fail indications are stored in the SDC to be displayed by the maintenance status panel

(MSP) for readout by maintenance personnel after the flight, or on the EFD for readout during the

flight.

The RESET SDC option is available from the SUPT MENU/FUEL format. This option is used to

reset the SDC by momentarily removing power. When selected, the RESET portion of the option

legend is boxed, and remains boxed until the SDC reestablishes AVMUX communication or 15 seconds

after the option was selected. The RESET SDC option is removed from the FUEL format if the CSC

is not communicating on the AVMUX.

With AMCD aircraft, the SDC is used to compensate for periods of blank cockpit displays and

interrupted avionics multiplex (AVMUX) bus communication occurring when both advanced MCs are

off-line or in initialization. The SDC will take temporary control of AVMUX busses 1 and 6 during the

ground start and inflight conditions. While acting as the backup bus controller, the SDC transmits to

the forward MPCD and forward UFCD a limited HUD display of essential flight information. Refer to

chapter 25. Additional data transfers to the left and right Full Authority Digital Engine Controllers

(FADECs) and the Environmental Control System (ECS) Controller sustains standard operation. The

SDC also enables display of the Left and Right Air Turbine Starter (L ATS and R ATS) cautions.

2.19.7

CVRS - Cockpit Video Recording System. LOTs 21−24 CVRS contains two video tape

recorders, a HUD camera, and two over the shoulder cameras. The system has the capability to record

either front DDI, the MPCD, the HMD, the aft MPCD, the aft UFCD, or the HUD (in color), but in

limited combinations. Headset audio is also recorded as long as the KY−58 encryption function is

inactive. The switches used to operate CVRS are located on the VIDEO RECORD panel in each

cockpit.

The CVRS in LOT 25 is identical to that for LOTS 21−24 with the exception of the two

over−the−shoulder cameras which are removed and the DDIs are recorded using direct video outputs.

In LOTs 26 and up without the solid state recorder, the CVRS consists of two video tape recorders

and a HUD camera. No over the shoulder cameras are installed. The system has the capability to direct

record various combinations of either front DDI, aft DDI, MPCD, aft MPCD or 8 x 10 display, the

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HMD, and the HUD in color. Headset audio is also recorded as long as the KY−58 encryption function

is inactive. The switches to operate the CVRS are located on the VIDEO RECORD panel in each

cockpit.

With AMCD aircraft with solid state recorder (SSR) installed (after AFC 443), the CVRS consists

of one SSR with removable memory module (RMM). The system has the same record options and

cockpit interface as the 8 mm CVRS.

2.19.7.1 CVRS Video Tape Recorders/Solid State Recorder (SSR). The two CVRS video tape

recorders (VTRs) are located behind the ejection seat in the F/A−18E and behind the rear cockpit

ejection seat in the F/A−18F. Each VTR provides a minimum of 2 hours recording time on removable

8 mm video tape cartridges.

The SSR is located in the avionics bay behind the ejection seat in the F/A-18E and behind the rear

cockpit ejection seat in the F/A−18F. VTR1 and VTR2 record options are the same as CVRS. The SSR

provides a minimum of 3 hours recording time on a removable memory module (RMM).

2.19.7.1.1 SECURE ERASE Button. The SECURE ERASE button is guarded and located on the

right hand forward vertical console. Pressing the SECURE ERASE button erases the information

stored in the RMM.

2.19.7.1.2 SSR Advisories. The following SSR related advisories are described in the Warning/

Caution/Advisory Displays in part V: RMMCD, RMMFL.

2.19.7.2 HUD Camera. The HUD camera, positioned immediately in front of the HUD, records a

color image similar to what the pilot sees through the HUD, e.g., symbology superimposed on a picture

of the outside world. This combined image is made available for recording.

2.19.7.2.1 HUD Event Marker. The HUD event marker is a small black marker generated by the

HUD camera and positioned in the upper left corner of the video signal sent to the VTR for recording.

The event marker is displayed when the weapon release pickle button is pressed or the trigger is

squeezed to the second detent and remains displayed until pickle button/trigger release. When

reviewing CVRS video post−flight, the event marker is a useful training aid, used to determine the

timing and duration of pickle button and trigger actuations (e.g., shot validation).

2.19.7.2.2 HUD Camera BIT Button. The BIT button, located on the front face of the HUD

assembly, is used to initiate a BIT of the HUD camera. The GO and NO GO BIT status balls, normally

black, are used to determine the BIT status of the HUD camera. When the BIT button is pressed, BIT

status is indicated by a green GO ball or an orange NO GO ball.

2.19.7.3 Over the Shoulder Cameras (LOTs 21−24). Two over the shoulder cameras, one mounted

on each side of the canopy frame approximately 30 inches from the instrument panel, are oriented to

record a picture of the L and RDDIs. The image from each camera is made available to a VTR for

recording.

2.19.7.3.1 Over the Shoulder Camera BIT Buttons (LOTs 21−24). Each camera contains a BIT

button located on its front face. Press and hold of the BIT button initiates a BIT of that camera. BIT

status is indicated by a green LED (go) or a red LED (fail).

2.19.7.4 CVRS Control Switches. The switches used to operate CVRS are located on the VIDEO

RECORD panel on the lower left instrument panel in the forward cockpit, and the aft cockpit for LOTs

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21−25 aircraft. (See figures 2-56 thru 2-64) They are located below the center display in the aft cockpit

of LOT 26 AND UP aircraft. The aft cockpit switches override the front cockpit switches for any

selection on LOT 26 AND UP aircraft. The VTR 1 and VTR 2 sources are grouped to nominally allow

front cockpit recording on VTR 2 (includes HUD) and allow aft cockpit recording on VTR 1 (includes

8 x 10 display).

2.19.7.4.1 CVRS Mode Switch. The CVRS mode switch is used to select manual or automatic video

recording.

MAN

CVRS records continuously (according to the inputs

selected by the two VTR selector switches).

OFF

CVRS recording off.

AUTO

CVRS records automatically only when in the A/A or A/G master modes (accord-

ing to the inputs selected by the two VTR selector switches).

NOTE

The MODE switch must be in the OFF position to remove power from

the VTRs. Failure to place the MODE switch in the proper position

prior loss of aircraft power will keep the 8mm tapes from dethreading

and prevent the removal of the tapes from the VTRs until aircraft

power is reapplied.

2.19.7.4.2 CVRS RDCR ON Light. The green RDCR ON light, located on the left warning/caution/

advisory lights panel on the upper left instrument panel, comes on when CVRS power is on. An

illuminated light does not mean that the VTR or SSR is recording.

2.19.7.4.3 VTR Selector Switches. The VTR selector switches are used to select the video input

source for recording on the two VTRs.

Figure 2-56. Forward CVRS Control Panel (LOTs 21-22)

Forward CVRS (LOTs 21-22)

RDDI

Selects right over−the−shoulder camera video.

LDDI

Selects left over−the−shoulder camera video.

HUD

Selects HUD video camera.

UFCD

Selects aft UFCD direct video.

MPCD

Selects MPCD direct video.

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Figure 2-63. Aft CVRS Control Panel (LOTs 26-29 Before AFC 445)

Aft CVRS Control Panel (LOTs 26-29 Before AFC 445):

CNTR

Selects center display direct video. Electrically held in this position.

FWD

Selects front cockpit video. Default start−up position.

LDDI

Selects LDDI direct video. Electrically held in this position.

FWD

Selects front cockpit video. Default start−up position.

RDDI

Selects RDDI direct video. Electrically held in this position.

Figure 2-64. Aft CVRS Control Panel (LOTs 26-29 After AFC 445 AND LOT 30 AND UP)

Aft CVRS Control Panel (LOTs 26-29 After AFC 445 AND LOT 30 AND UP):

CNTR

Selects center display direct video. Electrically held in this position.

FWD

Selects front cockpit video. Default start−up position.

LDDI

Selects LDDI direct video. Electrically held in this position.

HMD

Selects HMD video camera.

FWD

Selects front cockpit video. Default start−up position.

RDDI

Selects RDDI direct video. Electrically held in this position.

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NOTE

In LOT 26 AND UP F−model aircraft both aft VTR switches must be

in the FWD position AND the forward MODE switch must be in the

OFF position to remove power from the VTRs. Failure to place all 3

switches in the proper position prior loss of aircraft power will keep

the 8mm tapes from dethreading and prevent the removal of the tapes

from the VTRs until aircraft power is reapplied.

2.19.7.5 VTR2 Override Function. CVRS incorporates a VTR2 override function designed to make

sure that HUD camera video is recorded when an A/G weapon is released, the gun is fired, or an A/A

missile is launched. In A/A or A/G master modes, when the pickle button is pressed or the trigger is

squeezed to the second detent, VTR2 automatically switches from the selected VTR2 source to the

HUD camera. VTR2 records HUD video from pickle button/trigger actuation to pickle button/trigger

release plus a set overrun time before reverting to the video source selected by the VTR2 selector

switch. Overrun times are 5 seconds for AIM−9 launch and gun firing and 10 seconds for AIM−7/

AIM−120 launch and A/G weapon release. In the A/G master mode, if FLIR video is displayed on a

DDI, the UFCD, or the MPCD, VTR2 does not switch to record HUD camera video.

2.19.8

Fast Tactical Imaging Set (FTI-II). The FTI-II (AN/AVX-4) provides the F/A-18F (LOT 24

AFTER AFC 395) with near real-time capability to capture, view, send, and receive cockpit display

information as still-frame images in either air-to-air or air-to-ground mode. FTI-II captures any of 5

single-source video inputs from one of the following displays: aft LDDI, aft RDDI, HUD, aft MPCD,

and forward HMD. The system sends parallel video to the forward and aft DDIs for image viewing

when the monochrome map is selected for display. An additional output signal is sent to VTR1 for

recording. Transmitted and received imagery is encrypted using the KY-58 secure speech system and

the ARC-210 radio.

2.19.8.1 FTI-II Major Components.

2.19.8.1.1 Remote Switching Control (RSC). The RSC is installed on the aft cockpit left hand

console aft of the volume control panel. The RSC has two lines of 24 characters each and six buttons,

and is used for programming the FTI-II and executing commands.

2.19.8.1.2 Digital Imaging Processor (DIP). The DIP is installed in the forward cockpit, right hand

console just aft of the KY-58 control panel. The DIP has a removable compact flash card that stores

full resolution images. The DIP contains a CPU, communications protocol, LPEG software, wavelet

software, operating system software, frame grabber function, and a Merlin card for auto detection and

down-scale conversion.

2.20 TACTICAL AIRCRAFT MOVING MAP CAPABILITY (TAMMAC)

The TAMMAC avionics subsystem provides a moving map capability to enhance operational

effectiveness and survivability and addresses supportability/obsolescence issues facing existing moving

map and data storage systems currently deployed.

TAMMAC effectively replaces 3 separate Weapons Replaceable Assemblies (WRAs), including the

AN/ASQ-196 DVMS which consists of two WRAs; the Digital Map Computer (DMC) and the Digital

Memory Unit (DMU), and the AN/ASQ-194 DSS which is a single WRA.

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(LOT 26 AND UP) Independent maps and related formats are available in both cockpits with

Digital Video Map Computer (DVMC) installed, allowing independent map functionality and video

routing. The DVMC provides 5 outputs through two channels to various aircraft displays; however,

each map channel output is not available on every display. DVMC Channel 1 (using MC1) has two

analog video outputs. One output is viewable on the front LDDI, MPCD and rear LDDI. The other

channel 1 output is used for the aft UFCD. DVMC Channel 2 (using MC2) has two analog video

outputs and one digital color fiber optic output. One of the analog outputs is viewable on the front and

rear RDDIs, and 8 x 10 display. The other analog output is used for Wrap-Around-Test (WAT) and

removes video capability from the front UFCD. Channel 2 digital (fiber optic) is only available on the

8 x 10 display. When the Channel 2 digital output is in use on the 8 x 10 display, the analog outputs

are disabled. The DVMC only produces digital or analog on Channel 2 at any time, not both

simultaneously.

The 8 x 10 display processes analog video (via MC1 or MC2) or digital video, via Fiber Channel

Network Switch (FCNS) 2 along with the symbology received from MC2 to create a composite format

display image. FLIR mono video and map mono video (Wrap-Around-Test only) are the only analog

videos routed to the 8 x 10 display. The aft UFCD video displays are routed through the 8 x 10 display

for processing, and include sensor, weapon, and TAMMAC DVMC. Digital color map video on the 8 x

10 display is routed from the TAMMAC DVMC via the High Speed Video Network (HSVN) and

FCNS2. If FCNS2 fails, no digital color video is available on the 8 x 10 display. Map video routing is

shown in figure 2-65.

The TAMMAC subsystem consists of a new MU-1119/A Advanced Memory Unit (AMU), a new

CP-2414/A digital map computer and a High Speed Interface Bus (HSIB) which connects the two. The

DMC is a functional replacement for the existing DVMS. Data Transfer Devices (DTDs) used in

conjunction with TAMMAC for transferring data to and from ground-based stations are Personal

Computer Memory Card International Association (PCMCIA) cards or PC cards. Ground-based

stations that process data for TAMMAC include the Joint Mission Planning System (JMPS) and the

Automated Maintenance Environment (AME). Theater data is installed on the map loading card using

JMPS.

The AMU is a functional replacement for the existing DSS, more commonly referred to as the

Memory Unit (MU). The AMU contains two PC card receptacles, one for maintenance (ground

support) operations and one for mission (pilot) operations. This unique configuration allows mainte-

nance and mission data to be separated both pre- and post-flight which reduces logistics coordination

and facilitates operational readiness. Three types of PC cards are used in the TAMMAC subsystem

operation: 1) Mission Card, 2) Maintenance Card, and 3) Map Loading Card.

2.20.1 TAMMAC Status Monitoring. TAMMAC status monitoring functions are based on the

existing MU and DVMS status monitoring functionality. Some of the existing cautions, advisories, BIT

mechanizations, and MSP codes that satisfied the requirements for the MU and DVMS were not

changed. However, additional status monitoring functionality was added to accommodate changes to

the MC/AMU/DMC interfaces including, but not limited to, the PC cards and the High Speed

Interface Bus (HSIB).

All existing display references to the MU and DMC are unchanged. The TAMMAC AMU functionality

discussed here equates to the MU nomenclature on all existing displays. The TAMMAC DMC equates

to the DMC on all existing displays. The only operator change to the status monitoring BIT displays

is the addition of the AMU MAINT option.

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Figure 2-66. AMU Maintenance Format

The MC verifies the AMU and DMC software configuration IDs are compatible with the MC

software.

2.20.2 AMU Maintenance Format Options and Display Information. The AMU maintenance

format contains two relay mode options, MAP LOAD and MBIT. MAP LOAD provides access to

sublevel formats used to upload map theater data to the DMC. MBIT is used for troubleshooting and

fault isolation.

Information displayed on the AMU maintenance format is limited to the MU OFP configuration ID.

The OFP CONFIG identifies the OFP version currently installed in the AMU. See figure 2-66.

2.20.3 Map Theater Data Loading. Map theater data loading can include either updates to an

existing theater load or a new theater load. In both cases, the map loading cards are processed on JMPS

and loaded in the DMC nonvolatile mass memory using the same procedure. The number of map

loading cards is contingent on the size of the update or new theater load. The number of map loading

cards can be as few as one or as many as seven.

Map theater data loading is controlled by the map loading format. The map loading format is

accessed by selecting the MAP LOAD option (PB 11) on the AMU maintenance format as shown in

figure 2-67. The map loading format contains 3 relay mode options; LOAD, ABORT, and RTN.

2.20.4 Map Loading Format Options. The LOAD option (PB 11) is used to initiate a theater load

when a map loading card is installed in the AMU maintenance card receptacle and the AMU door is

closed. Once the process is initiated, the LOAD option is removed from the format. Multiple card

theater loads/updates require the insertion of another map card when prompted by the DDI display.

Installing another map loading card and closing the AMU door continues the theater loading process.

This procedure is repeated until all theater data is loaded. Map loading cards can be loaded in any

sequence.

The ABORT option (PB 13) is used to abort a theater load in progress. It is removed from the

display prior to and after completion of a load. To initiate an abort, the operator presses PB 13 which

changes the option to ABORT ENABLE. Selection of ABORT ENABLE executes the abort process.

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Figure 2-67. Map Loading Format

The ABORT ENABLE legend is displayed for 3 seconds following selection of the ABORT option. If

the operator does not select the ABORT ENABLE option within three seconds, the ABORT legend is

redisplayed. The intent of this two-step abort process is to preclude any inadvertent operator initiated

aborts from being performed. This abort process is permanent and the entire load process will be

terminated.

Aborting a theater map load causes the aborted theater to be deleted. No maps in CHRT, DTED,

or CIB will be available if a theater load is aborted. Previous theater maps are automatically deleted

upon loading a new theater.

The RTN option (PB 15) is used to return the AMU maintenance format if a theater load is not in

progress. If a theater load is in progress, the RTN option is removed from the display.

2.20.5 Map Loading Format Status Information. Status information displayed on the map loading

format provides the operator with on-line instructions and associated feedback necessary to perform a

successful theater load. The information presented is grouped into several status fields; THEATER,

STATUS, CARD/STATUS, CARD, and OPER.

The THEATER status field contains; theater identification, theater update revision letter, and the

theater update version number that is stored on the map loading card currently being loaded. If at least

one card is not installed in the AMU (to initiate the load), the field is blank. After a map loading card

is loaded the theater identification information remains displayed as other cards are loaded.

The status field below the THEATER status field contains the overall status of the loading process.

This field contains one of the following status indications:

HALTED - Indicates the load process has been halted (between successive cards).

LOADING - Indicates the load process has been initiated and/or is in progress.

ABORTED - Indicates the load process has been aborted.

NO DMS COMM - Indicates HSIB communications with the DMC have failed.

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DMS FULL - Indicates the DMC nonvolatile mass memory is full.

LOAD ERROR - Indicates the load process has failed.

WRONG CARD - Indicates the card installed in the AMU maintenance card receptacle is not a Map

loading card.

COMPLETE - Indicates the load process has successfully been completed.

CARD/STATUS fields contain status information regarding the PC cards used in the loading

process. The CARD field indicates the card ID number(s) in the theater load card set. The maximum

number of card IDs that can be displayed is seven. The card ID number(s) displayed is dependent on

which order the cards are loaded. The STATUS field below the CARD field contains the actual load

status of the card number directly above it. Once the card is installed and the load process initiated,

the field contains one of the following status indications:

L - Indicates the card is currently being loaded.

F - Indicates the card has failed to load properly.

C - Indicates the card has been successfully loaded.

If none of the above conditions exists, the STATUS field will be blank. If any card fails to load

properly resulting in an ″F″ status, the operator has the option of reinserting the card in an attempt to

obtain a successful load.

The CARD field contains the load status of the card that is currently installed. The card ID number

will be displayed followed by the percent complete (%) for the card. The percentage will be displayed

in 1% increments.

The OPER field contains instructions for the operator. The field contains one of the following

instructional status indications. If any card has yet to be installed for loading, the OPER field will be

blank.

INIT LOAD - Indicates the AMU is ready to start the load process and the LOAD option needs to be

selected.

CLOSE DOOR - Indicates the AMU door needs to be closed.

REMOVE CARD - Indicates the installed card has been successfully loaded and needs to be removed.

INSERT CARD - Indicates another card is required to complete the load process.

2.20.6 Map Loading Interruptions. Interruptions to the map theater data loading process can occur

as a result of several events: loss of power to the MC, DMC, or AMU, operator aborts, or inadvertent

transfers out of AMU relay mode.

If the AMU experiences a power loss greater than 5 seconds, or if the DMC experiences a power loss

of any duration, or if the operator initiates an abort, the interruption in the loading process results in

a nonrecoverable abort and the load process cannot be recovered without reloading all the cards.

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If power is reapplied to the AMU within 5 seconds, then the load process can be recovered with

minimum impacts. Once the operator reselects the map loading format, the status of the load prior to

the interruption is reflected on the format status fields. If a card was in the process of being loaded

when the interruption occurred, its status is blank indicating it has not been loaded. Selecting the

LOAD option reinitializes the load process following this type of interruption.

2.20.7 AMU/PC Cards Cautions and Advisories. The AMU has the ability to trigger 3 caution and

5 advisory messages. The caution messages are: MU LOAD, ERASE FAIL, and S/W CONFIG. The

advisory messages are: Maintenance Card Advisory (MNTCD), Mission Card Advisory (MSNCD),

Classified Data Advisory (CDATA), AMU Full advisory (AMU FL), and the BIT advisory.

The MU LOAD caution is generated when the AMU door is open; if the AMU fails; if the AMU

declares a card interface fail; if the AMU is mux fail or not ready; if the mission card is improperly

formatted, not installed, or is declared failed by the AMU, if the initialization data is not downloaded,

if an incorrect checksum is calculated. The MU LOAD caution is disabled while the AMU is in relay

mode or the aircraft is in flight.

The ERASE FAIL caution is generated when the AMU has failed to erase its internal RAM memory

buffer following a classified data transfer.

The S/W CONFIG caution is generated if the AMU and MC software are not compatible. When an

AMU OFP checksum failure occurs, the AMU OFP software configuration ID displayed on the S/W

configuration BIT sublevel format indicates XXXXXXXX.

The MNTCD advisory is generated when the AMU door is open, if the maintenance card is not

installed or properly formatted, or if the AMU declares a maintenance card failure. The advisory only

displays with WonW and clears in flight.

The MSNCD advisory is generated when the AMU door is open, or if there is an AMU/PC card

interface fail, or if a down load of data is incorrect, or there is a checksum failure with the data

downloaded, or if the mission card is not installed, or if the mission card is not properly formatted, or

if there is a mission card failure. The advisory only displays with WonW and clears in flight.

The BIT advisory is generated when the AMU is degraded or an AMU RAM classified erase failure

occurs.

The CDATA advisory is generated when the mission card contains classified data. It is removed

when a successful classified data erase of all avionics has been performed, or a successful classified data

erase of all avionics except the mission card is performed and the ERASE (MU HOLD) option has been

selected on the MUMI format.

The MU FL advisory used for the existing MU is changed for the AMU. The MU FL advisory

indicates a data wraparound has occurred on the maintenance card and the corresponding MSP code

(809) is set. When the MC determines there is not enough memory on the maintenance card to perform

the next sequential write operation, it begins overwriting previously recorded data.

DFIRS data download requests do not cause a data wraparound to occur. If there is insufficient

memory available, based on the current sequential write address pointer, the DFIRS data download

request is not executed.

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2.21 COUNTERMEASURES DISPENSING SYSTEM

2.21.1 ALE-47 Countermeasures Dispensing Set. The ALE-47 countermeasures dispensing set can

be manually actuated or can use information from various Electronic Warfare (EW) systems to

generate countermeasures dispensing programs. Refer to A1-F18EA-TAC series for details on ALE-47

operation and displays.

2.21.1.1 DISPENSER Switch. The DISPENSER switch, located on the center pedestal, is used to

control power to the ALE-47 system and to enable the BYPASS dispensing mode.

BYPASS Selects the BYPASS mode for ALE-47 operation.

Powers ALE-47. Enables the ALE-47 sublevel on the EW format.

OFF

ALE-47 off

2.21.1.2 ALE-47 Advisories. The D LOW advisory is displayed when expendable loadouts drop to the

BINGO level set on the ALE-47 sublevel of the EW format. The D BAD advisory is displayed when a

dispense misfire occurs.

2.21.2 ALE-50 Decoy Dispensing Set. The ALE-50 decoy dispensing set provides an expendable

towed RF countermeasures capability. The system includes a multi-platform launch controller

(MPLC) and a removable dispenser with 3 expendable decoys. Refer to A1-F18EA-TAC series for

details on ALE-50 operation and displays.

2.21.2.1 JAMMER Switch. The JAMMER switch, located on the center pedestal, is used to control

power to the ALE-50 system and to provide a secondary means to sever a deployed towline.

CUT

Severs a deployed towline.

Powers ALE-50. With WonW, initiates start-up BIT. Enables the ALE-50 sublevel

on the EW format.

OFF

ALE-50 off

2.21.2.2 ALE-50 BIT Anomalies. There are currently three anomalies related to ALE-50 BIT, which

can corrupt decoy inventory or damage the MPLC. These anomalies have not yet been corrected, so

care should be taken when ALE-50 BIT is run.

1. When a full ALE-50 dispenser has been installed between flights, a full ALE-50 start-up BIT

must be run with WonW, in order to inventory all decoys. If ALE-50 BIT is not run WonW, the

system defaults to the last known inventory (which is two if one was dispensed on the previous

flight).

2. If the JAMMER switch is placed to OFF while the ALE-50 start-up BIT or IBIT is running, the

decoy inventory can be corrupted and/or the SEVER caution can be inhibited (e.g., no cockpit

indication of a failed decoy is provided).

3. If the ALE-50 BIT is run post-flight after one or more decoys has been dispensed in flight, the

system may arc and damage the MPLC.

Therefore, to avoid the potential loss of ALE-50 operability, aircrew should perform the following

procedures on flights where ALE-50 use is anticipated. Run the ALE-50 start-up BIT and/or IBIT

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with WonW prior to flight. Do not place the JAMMER switch to OFF while ALE-50 BIT is running.

If this occurs, place the JAMMER switch back to ON and run another start-up BIT. Turn the

JAMMER switch OFF in flight prior to landing or, at a minimum, do not cycle the JAMMER switch

OFF then ON or initiate ALE-50 IBIT when WonW post-flight.

2.21.2.3 SEVER Caution. The SEVER caution is set under the following conditions: (1) the hook or

landing gear is lowered with an ALE-50 decoy deployed, (2) a deployed decoy fails (AUTO DEPLOY

option not selected), or (3) the signal was sent to sever a towline but the squib did not fire.

2.22 BIT-STATUS MONITORING SUBSYSTEM

The BIT/status monitoring subsystem, provides the aircrew with a simple display of system status.

Most information is derived from BIT mechanizations within the avionics sets and from non-avionic

built in tests implemented in the computer software for other aircraft subsystems.

The subsystem monitors engine and airframe operational status for unit failures and caution/

advisory conditions when the mission computer system is operating. When the mission computer

system detects a caution/advisory condition, it commands display of the applicable caution or advisory

message on one of the DDIs. If the mission computer system detects a unit failure, it commands the

subsystem to store the applicable maintenance code. The mission computer displays the subsystem

BIT results on one of the DDIs.

Non-BIT equipment status includes configuration ID numbers and INS terminal data.

2.22.1 FIRAMS - Flight Incident Recorder and Aircraft Monitoring Set. The FIRAMS consists of a

signal data computer, a data storage set, an engine fuel display, and a maintenance status panel. The

FIRAMS monitors selected engine, airframe, avionic, non-avionic, fuel gauging and consumable

signals. It also performs conversion of sensed measurements, provides real time clock function, outputs

discrete and analog data to associated equipment, communicates with the mission computer, displays

fuel quantities and engine parameters, and performs fuel system health monitoring. FIRAMS also

provides nonvolatile storage for flight incident, maintenance, tactical and fatigue data, and bulk data

input of tactical mission planning data.

2.22.2 DFIRS - Deployable Flight Incident Recorder Set. The DFIRS system consists of the signal

data recorder (SDR), the data transfer interface unit, and the pyrotechnic release system. The SDR

consists of the flight incident recorder memory, beacon, battery, and antenna. DFIRS is contained in

a deployable aerodynamic airfoil located on the top of the fuselage between the rudders. The DFIRS

system stores up to 30 minutes of flight data and, when activated, deploys the SDR along with a rescue

beacon in an airfoil. The SDR is deployed upon pilot ejection or on ground impact. The data stored on

the flight incident recorder (FIR) is gathered by the mission computer from aircraft systems. DFIRS

records flight data, cautions, advisories, and spin data. The FIR memory wraps around to the

beginning when the end of memory is reached. Only the last 30 minutes of each flight is retained. The

MC controls the rate and the type of data that is stored. DFIRS data recording starts when both

throttles are advanced past the vertical, launch bar is lowered, ground speed exceeds 50 knots, or

WoffW and airspeed is over 80 knots. DFIRS recording stops 1 minute after WonW, both throttles less

than the vertical, and the ground speed less than 50 knots. All data with SPIN mode activated are

automatically recorded. A DFIRS DWNLD option is available on the engine display with WonW.

Selecting this option downloads the DFIRS data to the MU for easier retrieval.

2.22.3 Avionics BIT. In most instances, two types of BIT are mechanized, periodic and initiated.

Periodic BIT begins functioning at equipment power application. It provides a failure detection

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Figure 2-68. Flight Aids Reversion Mechanization

capability that is somewhat less than that provided by initiated BIT in that it does not interfere with

normal equipment operation.

Two forms of BIT derived data are supplied to the MC. One form is validity information associated

with selected data. The second form is equipment failure information which identifies failed

assemblies. The MC uses these two forms of BIT data to implement reversion operation and advisories

for the aircrew as well as equipment status displays for both the aircrew and maintenance personnel.

2.22.3.1 Reversion. When the BIT equipment determines that a function has exceeded a predeter-

mined threshold, the data derived from that function is immediately indicated as not valid. The MC,

upon receiving this indication, reverts to the next best available source. This source is, in many cases,

as accurate as the original source. This reversion is maintained as long as the data remains invalid from

the primary source.

Figure 2-68 illustrates this concept for the flight aids. For each unit in the primary path, there is at

least one alternate source of data for reversion. The aircrew is provided appropriate display cueing only

when a reversion results in some loss of capability or performance. If the ALT switch is in RDR and

the radar altimeter fails, the MC removes the displayed radar altitude, replaces it with barometric

altitude, and replaces the ″R″ cue with a flashing ″B″ cue. If altitude is lost from the FCC and the

altitude switch is in BARO, the MC removes the displayed altitude from the HUD. These examples

illustrate 3 forms of degraded mode advisories: (1) reversion to an alternate data source of equivalent

accuracy with no cueing; (2) reversion to an alternate data source of lesser accuracy with cueing; (3) and

removal of displayed data when no acceptable alternate source is available. Refer to Part VIII for

further discussion on weapon system reversions.

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2.22.3.2 Equipment Status Displays. Equipment status displays (BIT, caution, and advisory)

provide the aircrew with continuous status of the avionics equipment and weapons. A cue to check

equipment BIT status is the appearance of the BIT advisory display on the caution/advisory. The

display is normally on the left DDI. A MENU selectable top level BIT format displays the status of

failed, NOT RDY, or OFF systems of all avionics equipment that interface with the MC. When the BIT

control display is selected on another display, the BIT advisory is removed until another BIT failure

occurs. For aircraft with the 8 x 10 display installed, messages appear as ACNTR. Messages displayed

as a function of equipment status are listed in figure 2-69.

Weapon and stores status is displayed primarily on the stores display (selected from the menu

display). When the BIT display indicates a stores management system (SMS) failure, the affected

stations and degree of failure are identified on the stores display as described in A1-F18EA-TAC-

series.

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STATUS

APPLICABLE SYSTEM

MESSAGE DEFINITION

MESSAGE

NOT RDY

All systems except MC1

Equipment OFF, not installed, or ini-

tializing.

OFF

RDR, MPCD, ACNTR, UFCD, CAM,

Equipment OFF.

IFF, RALT, BCN, ILS, TCN, COM1,

COM2, D/L

IN TEST

All systems except MC1, MC2, RWR

Initiated BIT in progress.

SF TEST

FLIR, NFLR, SMS, RDR, MPCD,

Self test in progress (cannot be operator

ACNTR, UFCD, RALT, WPNS, LTDR,

terminated).

DFIRS, GPS ALE-47, ALE-50, DBFS,

ECS, FADEC

All systems

Initiated BIT completed without failure.

DEGD

All systems except MC1, MC2

Failure detected; equipment operation

degraded.

DEGD

LDT, FLIR, NFLR, SMS, MPCD,

Detected failure and overheat.

ACNTR, UFCD, CAM, CSC, FCSA,

OVRHT

FCSB, INS, ASPJ, RWR, LTDR,

DFIRS, ALE-50, FADEC

OVRHT

LDT, FLIR, NFLR, SMS, MPCD,

Overheat.

ACNTR, UFCD, CAM, CSC, FCSA,

FCSB, INS, ASPJ, RWR, LTDR,

DFIRS, ALE-50, FADEC

MUX FAIL

CLC, FLIR, NFLR, SMS, RDR, LDDI,

Equipment is not communicating on

RDDI, MPCD, ACNTR, CSC, MC2,

AVMUX and on/off discrete is set to

FCSA, FCSB, INS, COM1, COM2, D/L,

on.

ASPJ, AISI, SDC, MU, LTDR, DMC,

DFIRS, GPS, ALE-47, ALE-50, ECS,

FADEC, UFCD (Aft)

RESTRT

All systems except MC1, MC2, RWR,

Reinitiate BIT; equipment did not re-

FADEC

spond to BIT command, remained in

BIT too long and was terminated by

MC.

OP GO

NFLR, SMS, COM1, COM2, WPNS,

Non critical BIT failure detected.

MU, DFIRS, GPS, ALE-47, ALE-50,

FADEC

PBIT GO

All systems except MC1, MC2, RWR,

Initiated BIT has not been run since

FADEC

ground power-up and PBIT is not re-

porting any failures.

No indication (blank) adjacent to the equipment legend indicates that initiated BIT has not been

run on the equipment and that the periodic BIT has not detected any faults. LDDI, RDDI, MPCD,

and EFD have unique degraded messages of ALDDI, ARDDI, AMPCD/ACNTR, AEFD, and

AUFCD in the F/A-18F to allow distinguishing BIT status failures for aft cockpit displays.

Figure 2-69. Equipment Status Messages

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Figure 2-70. Caution/Advisory Displays

2.22.3.2.1 Cautions and Advisories. Cautions and advisories are displayed on the left DDI except

when the left DDI is used for BIT display or weapon video (figure 2-70). When the left DDI is off or

failed, or when the LDDI is used for BIT or weapon video, cautions and advisories are displayed on the

center display. If the left and center displays fail or are turned off, the right DDI displays the cautions

and advisories. Cautions and advisories automatically move to the center display when BIT is selected

on the LDDI. Caution displays appear as 150%-size letters compared to the normal message symbology

size. Cautions are displayed as they occur beginning in the lower left portion of the DDI display and

sequence to the right up to 3 displays across. The fourth caution reindexes to the left edge above the

first caution. A dedicated caution display automatically replaces the HSI display if the number of

cautions exceeds 3 lines. Advisory displays appear as 120%-size letters on a single line beneath the

caution displays. The advisories are preceded by an ADV- legend and the individual advisories are

separated by commas. A caution or advisory is removed when the condition ceases. If there is a caution

or advisory displayed to the right of the removed caution or advisory the display remains blank.

Pressing the MASTER CAUTION light when the light is out repositions the remaining cautions and

advisories to the left and down to fill the blank displays. When a caution occurs, the MASTER

CAUTION light on the main instrument panel illuminates and the MASTER CAUTION tone or a

voice alert is heard in the headset. The MASTER CAUTION light is extinguished by pressing the light.

Refer to Warning/Caution/Advisory Displays in chapter 12 for the display implications and corrective

action procedures.

2.22.3.3 BIT Initiation. In addition to displaying equipment BIT status, the BIT top level and nine

sublevel displays (figure 2-71) are used to command initiated BIT. Those avionics set groups identified

by the legends on the top level display periphery have an initiated BIT capability. BIT may be initiated

for all operating units simultaneously except for some BIT that cannot be performed in flight. Figure

2-71 shows which initiated BIT are not allowed in flight. Additional steps are required to test the INS

and FCS. BIT for individual units within groups may be initiated through the BIT sublevel displays.

Pressing BIT returns to the BIT top level display. Pressing STOP or MENU when BIT is in progress

terminates initiated BIT. Performance of BIT assumes that the required electrical and hydraulic

power is applied to the equipment tested.

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2.22.3.3.1 All Equipment. Simultaneous initiated BIT of all equipment installed is performed by

selecting AUTO on the BIT top level display. Equipment group, acronym and status are displayed at

the display options. Equipment group status indicates the lowest operating status reported by any unit

in the tested group. Individual system status results other than GO, PBIT GO, IN TEST, SF TEST,

and OP GO are displayed with a system acronym in the center of the display. If the equipment list is

too long to be displayed on one page, a PAGE pushbutton is displayed. Pressing PAGE displays the

remainder of the list that is on page 2. Pressing PAGE when page 2 is displayed returns page 1.

2.22.3.3.2 Equipment Groups. Initiated BIT of entire equipment groups is performed by selecting

SELBIT (SELBIT option becomes boxed) on the BIT top level display and the desired equipment

group pushbutton. One or more groups can be selected. Another way to select a group is to press the

group pushbutton (with the SELBIT option not boxed) on the BIT top level display and then ALL on

the group sublevel display. See figure 2-71.

2.22.3.3.3 Individual Units. Initiated BIT of an individual unit is performed by pressing the

equipment group pushbutton on the BIT top level display which contains the desired unit. The display

changes to a group sublevel display. Individual units from the group can then be tested by pressing the

pushbutton adjacent to the desired acronym. System status for all systems in the group is displayed on

the center of the display. Some systems require additional aircrew BIT input.

2.22.3.4 System BIT Steps. The following includes certain initiated BIT which require steps in

addition to pressing one of the buttons on the BIT display and reading the BIT status messages after

the test is complete. Figure 2-71 shows which initiated BIT are not allowed in flight.

2.22.3.4.1 FCS Initiated BIT (IBIT). For the FCS to enter IBIT the FCS BIT consent switch must be

held ON. This action prevents inadvertent IBIT initiation inflight for reasons of flight safety.

Control surfaces move during FCS IBIT with hydraulic power applied.

To prevent personnel injury or equipment damage, make sure personnel

and equipment are kept clear of control surfaces.

NOTE

• With the wings folded, both ailerons are Xd out, but no aileron BLIN

codes should be displayed. Even with wings folded, there are aileron

functions tested that may reveal FCS failures via valid BLIN codes.

• For FCS IBIT to start, the FCS BIT consent switch must be held for

at least 2 seconds. If not held for the required time, FCS A and FCS B

will indicate RESTRT on the BIT status line. If RESTRT is dis-

played, select STOP on the FCS-MC sublevel display and then repeat

the initiation procedure.

• The FCS will not enter IBIT if the throttles are above 14° THA or

NWS is engaged.

• Do not operate any FCS related switches or move the stick or rudder

pedals while FCS IBIT is running, as this may produce false failure

indications

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NOTE

• With the wings folded, a BIT status of GO will only be displayed for

approximately 2 seconds before reverting to a DEGD indication. BIT

status will return to GO when the wings are spread and locked.

• If the FCS IBIT fails, FCS A and FCS B will indicate DEGD on the

BIT status line. Note surface Xs and/or BLIN codes and contact

maintenance personnel for disposition.

1. Select MENU-SUPT/BIT/FCS-MC on right DDI.

2. While simultaneously holding FCS BIT consent switch to ON, select the FCS pushbutton on the

FCS-MC sublevel display.

3. Release FCS button and FCS BIT consent switch when FCSA and FCSB BIT status indicates IN

TEST. FCS IBIT requires approximately 1 minute.

NOTE

If IN TEST remains on the FCS BIT display longer than 2 minutes,

select STOP and actuate the paddle switch to exit FCS IBIT.

2.22.3.4.2 Preflight FCS Initiated BIT. The fly-by-wire flight control system uses redundant

hardware to provide continued safe operation after component failures. The level of redundancy

designed into the system was set by component failure rates, failure mode effects, aircraft mission time,

and survivability considerations. The ability to provide safe operation is fundamentally based on the

principle that there are no undetected (e.g., latent) failures prior to flight which would compromise

system redundancy. It is not possible to have an in-flight periodic BIT (PBIT) which can detect all

degradations in a fly-by-wire system. Many redundant pathways can be tested only by setting system

conditions that would be unsafe to establish in flight (e.g., verification of the ability to shut off an

actuator). Preflight FCS initiated BIT was designed to provide those tests and ensure the full

redundancy of the flight control system is available prior to flight. Without running preflight FCS

initiated BIT and performing the necessary maintenance, latent failures present in the system can

result in unsafe conditions should additional failures occur in flight.

2.22.3.4.3 Preflight FCS Initiated BIT Operation. Preflight FCS initiated BIT consists of a series of

tests which verify the integrity of the flight control system processors, actuators, sensors, and cockpit

interfaces.

Preflight FCS initiated BIT begins by testing lower level functions. If preflight FCS initiated BIT

detects a fault at this level which affects higher level functions, it halts and reports the fault(s). If

preflight FCS initiated BIT did not halt at this point, false BLIN codes would be generated on higher

level functions which depend upon the failed lower level function for their operation. If preflight FCS

initiated BIT detects a fault in a subsystem (e.g., left stabilator) testing of the failed subsystem is

discontinued, and testing of unrelated subsystems (e.g., rudders, trailing edge flaps, etc.) continues.

Since testing is not complete, preflight FCS initiated BIT must be run again after maintenance actions

in order to complete all tests.

2.22.3.4.4 Preflight FCS Initiated BIT PASS/FAIL. A successful preflight FCS initiated BIT results

in a GO indication on the DDI. An unsuccessful preflight FCS initiated BIT indicates a system

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degradation. A preflight FCS initiated BIT never sets an X on the DDI FCS status page (MENU-FCS)

since preflight FCS initiated BIT only sets BLIN codes. Launching in a degraded state (e.g., with BLIN

codes) places the aircraft in a situation where a portion of the flight control system is operating without

the normal redundancy.

2.22.3.4.5 Repetition of Preflight FCS Initiated BIT. If an aircraft fails preflight FCS initiated BIT

(e.g., BLIN codes present after preflight FCS IBIT) maintenance should be called to troubleshoot the

system. After completing troubleshooting, a successful preflight FCS IBIT is necessary to make sure

the system is fully operational. Except for cold weather operation, preflight FCS IBIT failure is

indicative of a component degradation, e.g., hydraulic or electrical components are out of tolerance, or

a cable conductor is intermittent (broken wire, loose connector pin, etc.).

2.22.3.4.6 FCS Exerciser Mode. In cold weather, actuator components do not respond normally until

hydraulic fluid temperature increases. Exerciser mode should be used to expedite system warm-up.

During exerciser mode, a number of PBIT actuator monitors are ignored to prevent generation of

nuisance BLIN codes. In cold weather it is appropriate to re-attempt preflight BIT after running

exerciser mode. Exerciser mode should not be used as a method to clear BLIN codes in normal start-up

temperature conditions. BLIN codes cleared in this manner could be associated with hydraulic

contamination or sticking control valves which could appear again in flight with catastrophic results.

Repeatedly running exerciser mode in normal and hot weather environ-

ments may lead to hydraulic system overheat.

2.22.3.4.7 Running Preflight FCS Initiated BIT After Flight. A good (no codes) preflight FCS IBIT

on the previous flight is no assurance against latent failures on the next flight. Electronic components

have a propensity to fail on power application. Damage can occur during deck handling or maintenance

activity not associated with the flight controls. The only insurance is to run preflight FCS initiated BIT

prior to flight.

2.22.3.5 SMS Initiated BIT. Safeguards have been built into the weapon system mechanization to

allow SMS initiated BIT to be performed on the ground with weapons loaded and cartridges installed.

During initiated BIT, weapon release signals and associated circuitry are not exercised unless all of the

following interlocks are satisfied simultaneously: MASTER ARM switch to ARM, armament safety

override in override, weapon load codes on stores processor set to zero, and no weapon ID detected on

any weapon station. SMS initiated BIT should not be attempted until the above interlocks are in a safe

condition. The SMS initiated BIT should be successfully completed within 180 seconds of initiation.

2.22.3.6 INS Initiated BIT. To perform initiated BIT, the INS must be in the TEST mode and a

ground/carrier selection must be made to indicate where the BIT is being accomplished. When the

BIT/SELBIT/NAV/ALL, BIT/NAV/INS, or BIT/AUTO is actuated, a status message of GND/CV?

appears next to the INS legend in the status display area. At the same time, GND and CV button labels

appear along the bottom of the display. These options allow entry of where the initiated BIT is

performed, e.g., on the ground or on a carrier. A third option, INS LONG (INS long test), identifies if

the platform slew portion of the INS test is desired. The platform slew test, which adds an additional

26 minutes to the normal 12 minutes INS BIT time, is only performed when the INS exhibits degraded

navigation performance during a flight and normal BIT routines do not detect any malfunction. This

option should be selected prior to selecting the ground or carrier option.

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1. Check parking brake set.

2. For ground initiated BIT insure waypoint zero is local latitude/longitude.

3. Select MENU/BIT/SELBIT/NAV or MENU/BIT/NAV/INS or MENU/BIT/AUTO or MENU/

BIT/NAV/ALL on the right DDI and TEST on the INS mode switch.

4. Select INS LONG (if required) and GND or CV on DDI, and start clock. At successful completion

of test BIT, display status message reads GO. Maximum time for INS initiated BIT is 12 minutes

and maximum time for INS initiated BIT and platform slew test is 45 minutes.

2.22.3.7 AUTO BIT. If the AUTO button is pressed, BIT are initiated in parallel for all equipment

turned ON and whose interlocks are satisfied. The test pattern associated with the DDI and HUD is

not displayed when the AUTO option is used. Approximately 2.5 minutes are required for all AUTO

BIT except FCS and INS.

1. Check power applied to all systems requiring BIT and check required interlocks in safe condition.

2. Select MENU/BIT/AUTO on DDI.

a. All systems read GO after required test period. GO indication is provided when system check

is complete and OK. Other messages may be displayed if malfunctions are detected.

3. If FCS test required, perform FCS Initiated BIT above while substituting the AUTO button for

the FCS button in the procedure. Insure the procedural warnings and notes are observed and that

the AUTO button and FCS BIT consent switch are held simultaneously to initiate test.

4. If INS test required, perform INS initiated BIT above while substituting the AUTO button for

the INS button in the INS Initiated BIT procedure.

2.22.3.8 Cockpit Displays Initiated BIT.

2.22.3.8.1 DDI/HUD Initiated BIT. Operator participation is required to detect failures and isolate

faults in the display equipment. The BIT/DISPLAYS/DDI-HUD option starts the MC generated test

patterns on the DDI and HUD immediately after each indicator BIT is concluded. The test pattern can

be compared on the 3 displays for similarity and individually for concentricity, intensity level, and

alphanumeric clarity. Options are tested by actuating all the buttons. A circle appears adjacent to the

button when the functional test is successfully completed.

With AMCD aircraft, IBIT takes approximately 20 to 90 seconds to complete (MC allows a

maximum of 200 seconds). During this interval, the displays cycle through a series of raster test

patterns (i.e., small square of raster, full screen of raster, small square again, and then a larger square

of raster). Immediately after the BIT for each display is concluded, the MC generated test pattern is

displayed on each of the displays. See figure 2-72. The STOP option on the test pattern terminates the

CRT test. The DDIs alternate color of the test pattern between green, red, and yellow.

Pressing DDI-HUD initiates BIT on two different equipment display groups. The following

procedure can be used to test one or both of the display groups by performing the appropriate parts

of the procedure.

1. Select BIT/DISPLAYS/DDI-HUD

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Figure 2-73. EFD Test Pattern

2.22.3.8.2 EFD Initiated BIT. The EFD test pattern is initiated by performing EFD BIT using

pushbutton sequence BIT/DISPLAYS/EFD and observing the test pattern display following the

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

1. Select BIT/DISPLAYS/EFD

2. EFD - observe test display

3. Select STOP or MENU to terminate test pattern

While the test pattern is displayed, selecting the MODE button or pulling the BINGO knob toggles

between the two test patterns displayed in figure 2-73. Rotating the BRT knob does not change display

intensity. Rotating the BINGO knob increments or decrements the number displayed in the lower

right corner from 1 to 12, depending on the rotation direction (clockwise or counterclockwise).

2.22.3.8.3 MPCD Initiated BIT. The MPCD receives information directly from the MC for display

and also processes the information provided for display on the UFCD. The MPCD test pattern is

initiated by doing MPCD BIT using pushbutton sequence BIT/DISPLAYS/MPCD and observing the

test pattern display following the completion of MPCD BIT. The MPCD test pattern may be observed

using the following procedure.

1. Select BIT/DISPLAYS/MPCD

2. MPCD and UFCD - observe test displays

3. Select STOP or MENU to terminate test pattern

The BIT format can be displayed on the MPCD or UFCD during DDI/HUD BIT and on the DDI

during MPCD BIT. On F/A-18F, the MPCD option initiates BIT on both the cockpit and rear cockpit

MPCD. During MPCD BIT the message MPCD IN TEST is displayed on both the MPCD and UFCD.

When IBIT is completed, the test pattern (figure 2-72) is displayed on both the MPCD and UFCD.

2.22.3.8.4 8 x 10 Display Initiated BIT. The 8 x 10 display executes initiated BIT by selecting

ACNTR on the Display BIT format. When selected, the 8 x 10 display completes IBIT and displays a

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Figure 2-74. UFCD Test Pattern

test pattern on both the 8 x 10 display and the aft UFCD. The 8 x 10 display test pattern is the same

as the DDI test pattern. The mission computer removes the IBIT command after 10 seconds to allow

viewing of the test pattern on both displays.

2.22.3.8.5 UFCD Initiated BIT. UFCD test patterns are initiated by selecting BIT/DISPLAYS/

UFCD and observing the test pattern display following the completion of UFCD BIT. The UFCD test

pattern (figure 2-74) is obtained using the following procedure.

1. Select BIT/DISPLAYS/UFCD.

2. UFCD - Observe test display

3. Select STOP or MENU to terminate test pattern.

When BIT is initiated, UFCD IN TEST is displayed until BIT is completed. On F/A-18F, selecting

UFCD initiates BIT on both cockpit and rear cockpit displays. The UFCD test pattern is not displayed

if IBIT is not initiated on the UFCD option.

2.22.3.8.6 Radar Altimeter Initiated BIT. If BIT is initiated during RADALT time-in, the status on

the BIT display is NOT READY. If the BIT is initiated after time-in is complete, the display is GO

(indicating the radar altimeter is operating correctly), RESTRT (the BIT was not completed within

the design time limits), or DEGD (a WRA fail signal exists).

2.22.3.8.7 STOP Button. The STOP button allows the aircrew to stop initiated BIT at any time. BIT

is also stopped by pressing MENU, although MENU is not available with the DSPL/EPI/EFD/UFCD

BIT test pattern displayed. When the STOP (or MENU) button is pressed, any test in progress stops

and the equipment returns to normal operation. Exceptions to this are the radar and SMS power-on

BIT and the COMM 1/2, D/L, and TACAN BIT. The radar and SMS power-on BIT cannot be

terminated and indicate SF TEST when the MC detects the system is in BIT without having been

commanded to do so. The same is true of the COMM 1/2, D/L, and TACAN equipment which does a

canned non-interruptable BIT sequence. The mission computer terminates initiated BIT for any

equipment that it determines has taken too long to complete the test.

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2.22.3.9 Hydro-mechanical (HYDRO MECH) Initiated BIT. With SELBIT boxed on the top level

BIT format, selecting HYDRO MECH initiates ECS BIT if aircraft is WonW.

FADEC status is also provided on the HYDRO MECH display by L and R ENG A and B status

indications.

2.22.3.10 BLIN Codes. BIT Logic INspection (BLIN) codes are octal readouts identifying FCS

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

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

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

1. On DDI - PRESS MENU-SUPT/FCS/BLIN

2. DDI BLIN codes - RECORD BY CHANNEL

3. Press BLIN button to view next channel BLIN codes

2.22.4 Non-Avionic BIT. Non-Avionic BIT is implemented in selected hydro-mechanical subsystems

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

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

data is provided to the status monitoring displays by the signal data computer which interfaces with

the following hydro-mechanical areas:

1. Engine/Secondary Power

2. Electrical

3. Hydraulics and landing/arresting gear

4. Fuel

5. Environmental control system and liquid cooling system

6. Controls/mechanisms/miscellaneous

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

redundancy for safety of flight.

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

manner as avionics cautions and advisories.

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

an MC1 caution on the DDI indicating that MC1 has failed.

NOTE

With non-AMCD aircraft, if MC1 fails, all DDI cautions and advisories

are lost except MC1, HYD 1A, HYD 1B, HYD 2A, and HYD 2B. TAC

MENU loses the SA option and SUPT MENU displays only the HSI

option.

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Figure 2-75. CONFIG Display (Sample)

NOTE

With AMCD aircraft, if MC1 fails, all DDI cautions and advisories are

available.

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

ration display ID numbers and INS terminal data.

2.22.6.1 CONFIG Display Country ID Code. The country identifier code USN is displayed under the

CONFIG legend.

2.22.6.2 CONFIG Display. The ID numbers of the current operational flight program (OFP) loads for

the radar, stores management system, CLC, INS, mission computers, communication system control,

flight control computer, FLIR, GPS, HMD, SDC, MU, LDT, DMC, MPCD, DDI, EW equipment,

DFIRS, FADECs, and ECS controller can be determined by selecting the configuration display (see

figure 2-75). The configuration display is selected by the following procedure:

1. Select BIT from the SUPT MENU.

2. Select CONFIG.

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

equipment acronym. Refer to figure 2-75 for an example.

2.22.6.2.1 MC CONFIG Caution. An MC CONFIG caution indicates MC1 and MC2 OFP loads are

incompatible.

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2.22.6.2.2 S/W CONFIG Caution. With the exception of JHMCS, a S/W CONFIG caution indicates

MC1 and MC2 OFP loads are not concurrent releases (incompatible) or an avionic equipment

processor OFP is incompatible with MC OFPs. The incompatible OFP(s) are indicated by a line drawn

through the OFP ident. If the MC OFPs are incompatible a line is drawn through both MC OFP idents.

For JHMCS, a S/W CONFIG caution and a line through the HMD S/W configuration line on the

configuration display indicates a mismatch in the BuNo in the Magnetic Compensation Data file and

the BuNo in the MC, or failure to load the initialization file into the EU.

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

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

2.22.6.3 INS Terminal Data. INS terminal data can be obtained if at least one update has been

performed after flight with the parking brake on. Terminal data is displayed by selecting the following

options in sequence: MENU, BIT, MAINT, INS, and POST. Note the PER (performance error rate)

and navigation time on the FLIGHT 1, POST 1 display (see figure 2-76). Select the POST option again

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

With GPS operating, if the aircraft is flown with IAF selected, the performance error rate does not

include the time flown in the AINS mode.

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2.23 JOINT HELMET MOUNTED CUEING SYSTEM (JHMCS)

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

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

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

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

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

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

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

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

components can be flown with or without the helmet system.

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

during high or sustained g flight maneuvers.

NOTE

All aircrew shall receive simulator or dedicated ground training on

JHMCS helmet controls and displays prior to flight with JHMCS.

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

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

which connects the HDU to the helmet.

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

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

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

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

in the JHMCS stowage bag on the right bulkhead. See figure 2-78.

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

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

helmet.

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

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

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

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

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

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

QDC that is installed in the aircraft.

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

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

leg strap of the torso harness. See figure 2-77.

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

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

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

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

oxygen hose disconnect causing unintentional oxygen/communications

disconnect in-flight.

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

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

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

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

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

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

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

QDC mounting bracket to avoid possible death or severe injury during

ejection.

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

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

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

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

or connected.

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

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

the aircrew’s QDC.

NOTE

Ambient cockpit temperatures at or below

0°C (32°F) may cause

inadvertent HMD/AHMD advisories during preflight. Warming of the

QDC and quick mount bracket should remove the failure indication if

temperature is the cause.

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

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

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

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

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

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

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

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

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

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

displays. On the F/A-18E, it is located in the upper equipment bay, and on the F/A-18F, both CUs are

located in the aft crew station.

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

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

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

pilot/WSO’s left shoulder.

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

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

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

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

NOTE

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

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

2.23.5 Boresight Reference Unit (BRU). On the F/A-18F, the BRU is located on top of the

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

and fine alignment of the AHMD to the aircraft reference. See figure 2-79.

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

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

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

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

lowered.

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

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

brightness. See figure 2-78.

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

and applies power to the BRU/AHMD, and adjusts BRU/AHMD display brightness. See figure 2-78.

2.23.8 HUD Video Record Panel. A switch has been added to the HUD video record panel so that

HMD or LDDI can be selected while the other switch is used to select HUD or RDDI for video

recording.

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

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

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

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

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

alignment is invalid or has not been performed.

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Figure 2-80. Displays BIT Sublevel

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

the aircraft make, model, and tail number.

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

initiated BIT (IBIT), and displays a BIT status message. See figure 2-80 for the DISPLAYS BIT

sublevel display.

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

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

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

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

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

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

which are automatically changed each second, are displayed on the HMD/AHMD. See figure 2-81. The

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

selected, IBIT and HMD test patterns are performed.

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

MESSAGE

STATUS

DESCRIPTION

MUX FAIL

Equipment ready discrete is high but the EU is

not communicating on either MUX bus to the

NOT RDY

Equipment ready discrete is low and the EU is

not communicating on either MUX bus to the

IN TEST

Initiated BIT in progress

RESTRT

Re-initiate BIT, EU did not respond to the

IBIT command or IBIT did not complete

within 30 seconds

DEGD

EU has detected a failure which degrades sys-

tem performance

OVRHT

EU has reported a component as overheated

DEGD+OVRHT

EU has detected a failure and EU has reported

a component as overheated

EU responded with no failures.

OP GO

EU has detected a failure which does not de-

grade system performance

PBIT GO

EU responded with no failures prior to per-

forming IBIT

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

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

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

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

equipment damage.

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

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

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

complete. See figure 2-82.

The forward and aft helmets are aligned independently. Selecting the ALIGN (PB 20) option on the

HMD format from the aft cockpit initiates aft HMD align. When in aft coarse or fine align mode, the

MC assigns the right hand controller undesignate and Designator Control (DC) switches to the HMD.

Both forward and aft HMD alignments function identically with the exception that the aft helmet is

aligned to the BRU mounted on top of the instrument blast shield and dust cover.

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

HMD/AHMD. See figure 2-82. The pilot moves the HMD to superimpose the alignment cross on the

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

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

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

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

cross on the BRU, figure 2-82, sheet 2. Once aligned, the undesignate switch on the right hand

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

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

selected.

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

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

alignment cross. See figure 2-83. The display indicates which axis is being aligned. If azimuth and

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

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

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

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

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

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

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

return to coarse alignment or exits alignment.

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

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

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

BRU, (figure 2-83 sheet 2). When satisfied with the alignment, the WSO presses and releases the

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

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

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

switch on right hand controller.

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

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

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

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

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

HUD at the reported HMD LOS. See figure 2-84. If the reported HMD LOS is outside the HUD FOV,

the cross flashes at the HUD FOV limit.

2.23.13 HMD/AHMD Symbology

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

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

locations, format, and occlusion level as practical.

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

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

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

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

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

boresight. For this reason, the aircraft pitch ladder, horizon bar, water line indicator, and velocity

vector are not displayed on the HMD/AHMD.

The HMD/AHMD does not provide adequate attitude information and

should not be used as a primary flight instrument.

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

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

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

2.23.13.2.3 Landing Aid Symbology. Landing aid symbology is not displayed on the HUD.

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

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

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

2.23.14.1 NAV Master Mode TDC Priority. When in NAV master mode, the TDC can be assigned

priority to the HMD by pressing the castle switch forward. This is indicated by an open aiming cross

with a dot in the center being displayed. If TDC priority is removed from the HMD, the dot is removed

from the center of the aiming cross.

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2.23.15 Mission Computer Failure. With non-AMCD aircraft, in the event of an MC1 failure, MC2

provides back-up symbology for the HMD. MC2, at a minimum, provides airspeed, altitude, selected

A/A weapon and count, and the L&S and AIM-9 LOS. MC2 continues to slave the radar to the HMD

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

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

With non-AMCD aircraft, in the event of an MC2 failure, MC1 provides back-up symbology for the

HMD. MC1, at a minimum, provides airspeed, altitude, selected A/A weapon and count. Slaving of the

radar and AIM-9 is suspended.

With AMCD aircraft, the HMD is not supported in the MC backup mode. If either MC fails, no

symbology is displayed on either helmet and the remaining operating MC functions as if no helmets are

installed.

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

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

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

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

sensors, and HOTAS.

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Figure 2-84. Alignment Verification

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

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

replaces aircraft boresight for the helmet LOS to the radar and AIM-9, and deselects slaving for the

A/A FLIR. Additionally, the MC removes any item from the HMD which is tied to the HMD LOS. The

radar boresight and AIM-9 FOV symbol are restored to the HUD. The MC also restores VACQ mode

and the HOTAS function to access the VACQ function. The MC continues to display information on

the HMD which is not tied to the HMD LOS.

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

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

slaving weapons, sensors, HOTAS, and HUD display.

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ORIGINAL

A1-F18EA-NFM-000

CHAPTER 4

Operating Limitations

4.1 LIMITATIONS OF THE BASIC AIRCRAFT

All operating limitations listed in this section are based on the following assumptions -

• 480 gallon EFTs are model -1013, -1015, or -1017

• F/A-18E aircraft LOT 23 and up, and F/A-18F aircraft LOT 23 and up, with SUU-79B/A

wing pylons and AFC 315

4.1.1 Engine Operation Limitations. During normal engine operation, engine parameters (e.g., N₁,

N₂, and EGT) are maintained within limits by the FADEC. See figure 4-1 for engine operation

limitations.

EGT Nozzle

Limitations

N₂ (%) N₁ (%)

Oil Press (psi)

(°C)

(%)

Transient (MIL/MAX)

102

103

976

−

MAX

952

50 to 100

Steady state

100

80 to 150 (warm oil)

MIL

932

0 to 45

Ground IDLE

≥ 61

≥ 32

250 to 590

77 to 83

35 to 90 (warm oil)

• Min 10 within 30 sec

Start

≥ 10

−

871

−

• 180 max after 2.5 min

Figure 4-1. Engine Operation Limitations

4.1.1.1

Engine Vibration Limitations. Engine vibration limitations are:

1. FAN VIB:

1.6 ips max

2. CORE VIB:

2.2 ips max

4.1.2 CG Limitations. 16.8 to 31.8% MAC

4.1.3 Airspeed Limitations. The airspeed limitations for the basic aircraft (with or without pylons)

in smooth or moderately turbulent air with the landing gear retracted and flaps in AUTO are shown

in figure 4-2. Subsystem related airspeed limitations are shown in figure 4-3.

I-4-1

ORIGINAL

F18. FLIGHT MANUAL (2008) - page 20