F18. FLIGHT MANUAL (2008)

A1-F18EA-NFM-000

4.1.4 Gross Weight and Lateral Weight Asymmetry Limitations. See figure 4-4 for gross weight and

lateral weight asymmetry limitations.

Condition

GW Limit (lb)

Asymmetry Limit¹ (ft-lb)

Field Takeoff/In Flight

66,000

29,000^2,3 (FLY)

Field Landing/FCLP/T&G

50,600

33,000^4,5 (LAND)

29,000² (FLY) not to exceed

Catapult

66,000

30,800^4,5 (LAND)

Carrier Landing/Barricade

44,000

30,800^4,5 (LAND)

1. FLY and LAND values for MC OFP H3E AND UP, if unavailable, calculate using notes 2-5.

2. Calculate using station 2-10 stores/pylons/external fuel.

3. Add internal wing fuel split with FUEL XFER caution.

4. Calculate using station 1-11 stores/pylons/external fuel.

5. Add internal wing fuel split.

Figure 4-4. Gross Weight and Lateral Weight Asymmetry Limitations

NOTE

• Field landing/FCLP/T&G, and Carrier Landing/Barricade limits are

ground loads limits and apply to touchdown only. All in-flight phases,

including approach to landing must meet the in-flight lateral asym-

metry restrictions in figure 4-4.

• Catapult limits are derived from both flying quality limits and ground

load limits. Ensure neither limit is exceeded during catapult launch.

4.1.4.1

Lateral Weight Asymmetry Calculations. Field takeoff and in-flight lateral asymmetry is

calculated by using the weight of asymmetric stores on stations 2 thru 10. Field landing events lateral

asymmetry is calculated by using the weight of asymmetric stores on stations 1 thru 11. For catapult

operations, lateral weight asymmetry is calculated for stations 1 thru 11 and stations 2 thru 10. For

asymmetric catapult launch endspeed (asymmetric weight board designation) and catapult launch

lateral trim calculations, use the asymmetry of stations 2 thru 10. For field takeoff and in-flight

calculations, the weight of asymmetric internal wing fuel can be ignored unless the FUEL XFER

caution is displayed due to asymmetric internal wing fuel. In addition, for catapult and landing events,

all asymmetric internal wing fuel weight (regardless of FUEL XFER caution) is included due to

landing gear structural load limitations.

With MC OFP H3E AND UP, lateral weight asymmetry is calculated by the MC and displayed on

the CHKLST page. Two values are displayed, FLY and LAND, and indicate thousands of ft-lb. The

values are displayed on the heavy side of the aircraft and it is possible that one value will be displayed

on one side of the aircraft and the other value on the other side. The FLY value is calculated using the

weight of asymmetric stores on stations 2 thru 10. The LAND value is calculated using the weight of

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A1-F18EA-NFM-000

asymmetric stores on stations 1 thru 11. Both values include internal wing fuel imbalances regardless

of FUEL XFER caution status. The values will flash when one fuel quantity is invalid or one weapon

station indicates HUNG and the values will be removed if more than one fuel quantity is invalid,

and/or weapon station indicates HUNG.

The FLY value is used for field takeoff, catapult, and in flight. The LAND value is used for landing

events or catapult. For asymmetric catapult launch endspeed (asymmetric weight board designation)

and catapult launch trim calculations, use the FLY value. In flight, it is possible for the FLY value to

exceed the value in figure 4-4 due to small fuel imbalances. A manual lateral asymmetry calculation

should be performed in accordance with figure 4-4. If AOA TONE caution is present and/or lateral

weight asymmetry calculations are flashing, calculate aircraft lateral asymmetry manually.

* The weight of an asymmetric missile or pod on stations 1 or 11 is not to be included in asymmetry

limitations calculations for field takeoff or in flight, but is included in landing events lateral weight

asymmetry calculations. For catapult operations, lateral asymmetry must be calculated for stations 1

thru 11 and stations 2 thru 10.

Figure 4-5. Asymmetric Stores Limitations

NOTE

• If a FUEL XFER caution is displayed and the internal wing tanks are

unbalanced, the weight of asymmetric internal wing fuel must be used

in calculating total weight asymmetry in all phases of flight. Com-

pletely split internal wing tanks (one full and one empty) have the

potential of reaching 14,000 ft-lb of lateral weight asymmetry.

• The following is a rule of thumb for calculating internal wing tank

asymmetry: pounds of fuel split x 10 (e.g., a 200 pound fuel split

equates to approximately 2,000 ft-lb of asymmetry).

• With a symmetrically loaded aircraft, release of any single store, with

the exception of a full midboard 480 gallon tank, will not exceed the

lateral weight asymmetry limitations. Release of dissimilar stores in

the normal SMS release sequence may exceed the lateral weight

asymmetry limitation.

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A1-F18EA-NFM-000

4.1.5 AOA Limitations - Flaps AUTO. Refer to figure 4-6 for AOA limitations with flaps in AUTO.

4.1.5.1

AOA Limit Display. With MC OFP H3E AND UP, the current positive AOA limit is

displayed on the CHKLST page. The limit is displayed below the aircraft and only when a limit exists.

For every set of positive/negative AOA limits, only the positive AOA limit is displayed. The AOA limit

will be removed if the FLY lateral weight asymmetry value is removed. The AOA limit of 14° will be

displayed with flaps in HALF or FULL regardless of the lateral weight asymmetry AOA limit.

AOA Limitations - Flaps AUTO¹

Lateral Weight

Subsonic

Supersonic

Asymmetry

(1,000 ft-lb)

≤6

Unrestricted

(> +15° Half lateral stick or half rudder

pedal inputs only)

> 6 to ≤ 8

> 8 to ≤ 12

Low or Slow

High and Fast

(≤ 20k ft or ≤ 250

(> 20k ft and > 250

-6 to +15°

KCAS)

and

Unrestricted

≤ +30°

Single axis inputs only²

> 12 to ≤ 29

-6 to +15°

and

Single axis inputs only²

Notes:

(1) Rolling maneuvers up to abrupt, full stick (full stick in less than 1 second) are authorized within the

AOA and acceleration limitations specified in figure 4-7.

(2) In ‘‘Single axis inputs only’’ regions, avoid rolling or yawing the aircraft while changing longitudinal stick

position. It is acceptable to pull, stop, then roll or to pull and counter any roll-off induced by the heavy

wing under g.

(3) With MC OFP H3E AND UP, AOA tone in flaps AUTO is based on the limits in this figure and

computed lateral asymmetry. The tone indicates that the AOA lateral asymmetry limit has been

exceeded. AOA shall be reduced to stay within the limits of figure 4-6.

Figure 4-6. AOA Limitations - Flaps AUTO

4.1.6 Acceleration Limitations. With flaps in AUTO, the acceleration limitations for the basic

aircraft (with or without empty pylons) in smooth air with the landing gear retracted are shown in

figure 4-7. In moderate turbulence, reduce deliberate accelerations 2g below that shown in figure 4-7

to minimize the potential of an aircraft over-g.

Acceleration limits during landing gear extension/retraction, or with landing gear extended, are 0.0

to +2.0g (symmetrical) and +0.5 to +1.5g (rolling).

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A1-F18EA-NFM-000

NOTES

1. At any specific gross weight, the G-limiter will attempt to limit command g to the levels shown

above, up to 57,405 lb GW. Above 57,405 lb GW, the G-limiter is fixed at +5.5.

2. Overshoots up to +0.5g or -0.2g do not constitute an over-g.

3. Above 57,405 lb, an over-g will occur if the pilot solely relies on the G-limiter.

The aircraft structural carriage g envelope is based on the product of the maximum normal

acceleration limits of +7.5g and -3.0g at a weight of 42,097 lb. As aircraft gross weight increases

above 42,097 lb, Nz must be decreased so that the maximum NzW allowable is not exceeded. Refer

to sheet 3 for an example of NzW correction for these calculations. Nz limits less than +2.0 and -2.0

need not be corrected for NzW.

See External Stores Limitations, A1-F18EA-TAC-020 (NWP 3-22.5-F/A18E/F VOL. IV) for

additional acceleration limitations which may apply when carrying stores. Unless otherwise noted,

Nz store limitations are based on an aircraft gross weight of 42,097 lb. As aircraft gross weight

increases above 42,097 lb, Nz must be decreased so that the maximum NzW allowable is not

exceeded. Refer to sheet 3 for an example of NzW correction for these calculations. Over-g

protection is not provided by the G-limiter for additional Nz restrictions due to store carriage.

Over-g due to store limitations will not trigger an over-g MSP code but aircraft over stress may

result. Additional store restrictions should be closely monitored by aircrew. Nz limits between +2.0

and -2.0 need not be corrected for NzW.

Figure 4-7. Acceleration Limitations - Basic Aircraft

(with or without empty pylons) (Sheet 1 of 3)

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A1-F18EA-NFM-000

‘

NOTES

1. At any specific gross weight, the G-limiter will attempt to limit command positive g to the levels

shown above, up to 57,405 lb GW with lateral stick inputs. Above 57,405 lb GW, the G-limiter is

fixed at +4.4. For negative rolling maneuvers beyond -1 g, the G-limiter will not reduce command

g in response to lateral stick input. Negative load factor when rolling shall be closely monitored.

2. G-limiter overshoots up to +0.5g or -0.2g do not constitute an over-g.

3. Above 57,405 lb, an over-g will occur if the pilot solely relies on the G-limiter.

4. The aircraft structural carriage g envelope is based on the product of the maximum normal

acceleration limits of +7.5g and -3.0g at a weight of 42,097 lb. As aircraft gross weight increases

above 42,097 lb Nz must be decreased so that the maximum NzW allowable is not exceeded. Refer

to sheet 3 for an example of NzW correction for these calculations. Nz limits between +2.0 and -2.0

need not be corrected for NzW.

5. See External Stores Limitations, A1-F18EA-TAC-020 (NWP 3-22.5-F/A18E/F VOL. IV) for

additional acceleration limitations which may apply when carrying stores. Unless otherwise noted,

Nz store limitations are based on an aircraft gross weight of 42,097 lb. As aircraft gross weight

increases above 42,097 lb, Nz must be decreased so that the maximum NzW allowable is not

exceeded. Refer to sheet 3 for an example of NzW correction for these calculations. Over-g

protection is not provided by the G-limiter for additional Nz restrictions due to store carriage.

Over-g due to store limitations will not trigger an over-g MSP code but aircraft over stress may

result. Additional store restrictions should be closely monitored by aircrew. Nz limits between +2.0

and -2.0 need not be corrected for NzW.

Figure 4-7. Acceleration Limitations - Basic Aircraft

(with or without empty pylons) (Sheet 2)

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A1-F18EA-NFM-000

4.1.7 Limitations with Flaps HALF or FULL. Refer to figure 4-8 for flaps limitations when HALF or

FULL.

Parameter

Limitation

AOA

0 to 14° (AOA tone) (1)

Bank angle

90° max

15° max during flap selection (HALF or FULL from

AUTO) with a HI AOA advisory

Acceleration

Symmetrical

0.0 to +2.0g

Rolling

+0.5 to +1.5g

NOTE:

1. Transitory excursions above 14° may be seen during catapult launch.

Figure 4-8. Limitations with Flaps HALF or FULL

4.1.8

Refueling Limitation. Maximum refueling pressure, inflight or on the ground, is

psi.

4.1.9

Prohibited Maneuvers.

Environmental -

1. Flight in lightning or thunderstorms.

Systems -

1. Takeoff with a FADEC DEGD indication (dual channel line outs).

2. Takeoff with a FCS A or FCS B DEGD.

3. Pulling any FCS circuit breaker inflight except as directed by NATOPS.

4. Use of RALT mode below 500 feet AGL.

5. Use of the auto sever/redeployment function of the ALE-50.

6. Landing with autopilot modes engaged except for the following:

a. Mode 1 ACL.

b. Field landings with FPAH/ROLL.

7. Takeoffs and landings while using any laser eye protection (LEP) devices.

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A1-F18EA-NFM-000

8. Selection of MAN with the ECS MODE switch.

Selection of MAN with the ECS MODE switch while the aft cooling fan

shutoff valve is open may cause the fan to overspeed resulting in a

catastrophic fan failure potentially leading to loss of OBOGS.

9. Flight in RVSM controlled airspace with any of the following:

a. Mach > 0.92

b. AOA > 15°

c. Load factor > 2g

d. Initial engagement of BALT when above Mach 0.90

e. BALT not engaged when level at assigned altitude (During formation flight, BALT engage-

ment is only required by the flight leader.)

f. Refueling probe extended

g. GAIN ORIDE selected

h. Suspected AOA or pitot-static probe damage (e.g., birdstrike, refueling basket strike)

i. Baro altitude displayed with an ″X″

10. In-flight Memory Inspect (MI) of FCC (UNIT 14 or 15) addresses (ADDR) greater than six

digits long.

In-flight Memory Inspect (MI) of FCC (UNIT 14 or 15) addresses

(ADDR) greater than six digits long may cause all four FCC channels to

shut down which will result in loss of aircraft control.

Departure/Spin -

1. Zero airspeed tailslides.

2. Intentional departures/spins.

3. Yaw rates over 40° second (yaw tone).

4. Holding roll inputs (lateral stick or rudder pedal) past 360° of bank angle change.

5. Inflight selection of RCVY on the SPIN switch.

Selection of manual spin recovery mode (SPIN switch in RCVY) seri-

ously degrades controllability and prevents recovery from any departure

or spin.

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ORIGINAL W/IC 34

A1-F18EA-NFM-000

Fuel and Engine Oil -

1. Zero g except transient (over 2 seconds between +0.2 and -0.2g).

2. Negative g for more than 10 seconds (30 seconds required between negative g maneuvers).

Loads -

Field full stop, FCLP, or T&G with lens settings greater than 3.25°.

Carrier arrestment or T&G with lens settings greater than 4.0°.

Pushing beyond -1g above 700 KCAS and below 10,000 feet MSL.

Holding lateral stick inputs past 180° of bank angle change when pushing between 0.0 and -1.0g.

Abrupt, full aft stick inputs (full aft stick in less than 0.5 seconds) with less than 3,500 pounds of

fuel.

AUX release of external fuel tanks or aerial refueling store.

Lateral and directional trim limitations. Use of lateral and/or directional trim in

combination with lateral stick inputs above certain airspeeds may result in the exceedance of

aircraft structural load limitations. Following are four conditions that require trim due to aircraft

imbalance and their associated limitations. These limitations are in addition to existing

limitations for the basic aircraft and any store peculiar limitation. Air to ground limitations are

for any configuration with a wing EFT or wing carried air to ground store.

Condition A: Roll off tendency > 5°/sec without lateral trim or

FLIR pod loading only on one side of the aircraft without a centerline 480 EFT

Condition B: Lateral weight asymmetry for air-to-air weapons > 6,000 ft-lb and ≤ 14,000 ft-lb

Condition C: Lateral weight asymmetry for to air-to-ground weapons > 6,000 ft-lb and ≤29,000

ft-lb

Condition D: Lateral weight asymmetry for to air-to-air weapons > 14,000 ft-lb

Flight Restrictions

Airspeed > 500KCAS

Symmetric Nz = -1.2 to +7.5g

Airspeed > 600 KCAS or IMN > 1.1 below 24,000 ft MSL

Airspeed > 500 KCAS above 24,000 ft MSL

1/2 Lateral Stick Deflection

Airspeed > 600 KCAS or IMN > 1.05

non-abrupt 1/2 lateral stick deflections

All airspeeds except for powered approach, 1/2 lateral stick input

These limitations assume that the aircraft is configured with ECP 6171 or IAFC 362

(aft fuselage stiffener).

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ORIGINAL W/IC 34

A1-F18EA-NFM-000

Without this modification there are additional limitations that are defined below:

Configuration

Restriction

IMN between 0.9 and 1.04

For aircraft with asymmetry due to air to air weapons ≤ 8,000 ft-lb

Symmetric Nz = -3.0 to +7.5g

Asymmetric Nz = -1.0 to +5.0g

For aircraft with roll off tendency >5°/sec without lateral trim

IMN between 0.9 and 1.04

For aircraft with a FLIR pod only on one side of the aircraft without a

Symmetric Nz = -3.0 to +5.0g

centerline tank

Asymmetric Nz = -1.0 to + 1.5g

For aircraft with lateral weight asymmetry > 8,000 ft-lb due to air-to-air

stores

For aircraft with lateral weight asymmetry > 6,000 ft-lb due to air-to-

ground stores

8. Any rudder input when aircraft load factor is less than -1.2g.

Flutter -

1. Flight without LAU-127 wingtip launcher rails. The launchers on both stations 1 and 11 shall be

either: (a) LAU-127A/A or B/A (with power supply and nitrogen bottle installed), or (b) LAU-

127C/A (with power supply and High Pressure Pure Air Generator (HiPPAG) unit installed).

Flying Qualities -

1. Single-ship takeoffs with 90° crosswind component over 30 knots.

2. Section takeoffs with any of the following conditions:

90° crosswind component over 15 knots.

b. Asymmetric loading over 9,000 ft-lb not including wingtip missiles or pods.

c. Dissimilar loading except pylons, FLIR, LDT, fuselage missiles, wingtip missiles or pods,

CVERS, MERS, or TERS.

3. Flight with GAIN ORIDE selected above 10° AOA or above 350 KCAS (flaps AUTO), 200 KCAS

(flaps HALF), or 190 KCAS (flaps FULL).

With GAIN ORIDE selected (fixed FCS gains), the aircraft is uncontrol-

lable above approximately 450 KCAS.

4. Single-ship landings with 90° crosswind component over 30 knots.

5. Section landings with 90° crosswind component over 15 knots.

6. Aerobraking on landing rollout with crosswind greater than 5 knots, pitch attitude greater than

10°, airspeed less than 80 KCAS, GAIN ORIDE selected, FCS AIR DAT caution or FLAP

SCHED caution.

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ORIGINAL

A1-F18EA-NFM-000

4.2 EXTERNAL STORES LIMITATIONS

External stores limitations for external fuel tanks are provided in figures 4-9 thru 4-11. Figure 4-12

contains Air Refueling Store Carriage Limits. Figures 4-9 thru 4-12, in conjunction with the Tactical

Manual, A1-F18EA-TAC-020 (NWP 3-22.5-F/A18E/F Vol IV) define the stores limitations for all

(external fuel tanks and other) external stores. Only those pylons and stores shown in the Tactical

Manual may be carried and/or released.

Fuel in Tank

LIMITATIONS

(weight/tank)

>500 lb

≤ 500 lb

Airspeed

LON

(KCAS/IMN)

Load

Symmetrical

LON

Factor

LON

(g)

Rolling

LON (1)

Lateral Stick Deflection

LON (1)

LON

Rudder

LON

Field Landing, FCLP,

Any fuel state

T&G, Field Arrest

Catapult

Less than or equal to 100 lb or greater than 2,700 lb

Carrier Arrestment,

Less than or equal to 800 lb

Carrier T&G

NOTE:

1. Lateral stick inputs are restricted to checks to neutral only to terminate rolls. Abrupt full lateral stick deflection authorized for roll

initiation.

Simplified Limitations Schematic

> 500 lb Fuel

D Roll termination only to neutral. No opposite lateral stick check allowed.

Figure 4-9. Station 6 480-Gal External Fuel Tank Carriage Limits

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A1-F18EA-NFM-000

SUU-79B/A (Rev B) Wing Pylons, AFC-315 to Lot 22 aircraft

LIMITATIONS

Fuel in Tank

(weight/tank)

>500 lb

≤ 500 lb

Airspeed

635/1.6 above 15,000 ft MSL

635/1.6

(KCAS/IMN)

570 KCAS at or below 15,000 ft MSL

Symmetrical

LON at or below 500 KCAS

-3.0 to +6.0 from 500 KCAS up to 550 KCAS

Load

-1.0 to +4.0 above 550 KCAS (1)

Factor

(g)

Rolling

LON (rolling) at or below 400 KCAS

-1.0 to +2.0 above 400 KCAS and below 470 KCAS (1)

+1.0 to +2.0 above 470 KCAS (1)

LON

At or below

LON at or below 470 KCAS

Lateral

15,000 ft MSL

Smooth inputs of up to 3/4 inches above 470 KCAS

Stick

Deflection

LON at or below 570 KCAS

Above 15,000 ft MSL

Smooth inputs of up to 3/4 inches above 570 KCAS

Rudder

Smooth inputs above 500 KCAS

Field Landing, FCLP,

Any fuel state

T&G, Field Arrest

Catapult

Less than or equal to 100 lb or greater than 2,700 lb

Carrier Arrestment,

Less than or equal to 800 lb

Carrier T&G

NOTE:

1. Nz restriction due to carriage of 480

EFT need not be corrected for an aircraft weight greater than 42,097 lb (NzW).

Simplified Limitations Schematic

> 500 lb Fuel

≤ 500 lb Fuel

D Max Airspeed 570 KCAS/1.6 IMN

D Max Airspeed 635 KCAS/1.6 IMN

D LON at or below 400 KCAS

D Single Axis Control inputs above 400 KCAS

(roll then pull)

D 4g Max above 500 KCAS

Note: The simplified limitations are presented as a rule-of-thumb for ease of memorization.

The actual NATOPS limits are shown in the upper portion of the table.

Figure 4-10. Station 4/8 480-Gal External Fuel Tank Carriage Limits (Rev B Pylons)

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A1-F18EA-NFM-000

SUU-79A/A (Rev A) Wing Pylons

LIMITATIONS

Fuel in Tank

(weight/tank)

>500 lb

≤ 500 lb

Airspeed

550/1.6 above 15,000 ft MSL

600/1.3 without

(KCAS/IMN)

520 KCAS at or below 15,000 ft MSL

FLIR Pod

570/1.3 with FLIR

Pod

Symmetrical

-3.0 to +3.0 at or below 475 KCAS

Load

0 to +2.0 above 475 KCAS (1)

Factor

LON

(g)

Rolling

-1.0 to +2.0 at or below 325 KCAS

0 to +2.0 above 325 KCAS (1)

LON without FLIR

Pod

Lateral

LON at or below 225 KCAS

Smooth inputs of up

Stick

Half between 225 and 325 KCAS

to 3/4 inches above

Deflection

Smooth inputs of up to 3/4 inches above 325 KCAS

550 KCAS with

FLIR Pod

Rudder

Smooth inputs above 500 KCAS

Field Landing, FCLP,

Any fuel state

T&G, Field Arrest

Catapult

Less than or equal to 100 lb or greater than 2,700 lb

Carrier Arrestment,

Less than or equal to 800 lb

Carrier T&G

NOTE:

1. For load factor restrictions resulting in an aircraft envelope less than or equal to 2.5 g for symmetric and 2.0 g for rolling, no further

reduction in load factor is required as a result of aircraft weight being greater than basic flight design gross weight.

Simplified Limitations Schematic

> 500 lb Fuel

≤ 500 lb Fuel

D Max Airspeed 520 KCAS/1.6 IMN

D Max Airspeed 570 KCAS/1.3 IMN

D Navigational Turns Only

D LON up to 550 KCAS

(Ferry Jet or Tanker)

Note: The simplified limitations are presented as a rule-of-thumb for ease of memorization.

The actual NATOPS limits are shown in the upper portion of the table.

Figure 4-11. Station 4/8 480-Gal External Fuel Tank Carriage Limits (Rev A Pylons)

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A1-F18EA-NFM-000

LIMITATIONS

Station 6 ARS

Station 6 ARS, Station 3/4/8/9

(weight/tank)

Stowed and feathered

480-Gal Carriage (5-wet)(1)

Altitude (ft MSL)

0 to 40,000

Airspeed (KCAS/IMN)

575/0.92

430/0.8 (2)

Load

Symmetrical

-1.0 to +4.0 (3)

Factor

LON

(g)

Rolling

-1.0 to +3.0 (3,4)

Full with any air to ground store

Lateral Stick

an EFT on any wing station

Deflection

Simultaneously large and abrupt

(roll limiting on);

multi-axis inputs prohibited (4,5)

otherwise Half (6)

Rudder

LON

Angle of Attack

Flaps AUTO: -6° to + 15°

LON

Flaps HALF or FULL: LON

Field Landing, FCLP,

Any fuel state

T&G, Field Arrest

ARS: ≤ 100 lb or > 1,700 lb fuel

Catapult

≤ 100 lb or > 1,700 lb fuel

480-gal EFT: ≤ 100 lb or > 2,700 lb fuel

Carrier Arrestment,

≤ 500 lb fuel

ARS and/or Station 3/9 480-gal

Carrier T&G

EFT: ≤ 500 lb fuel

Station 4/8 480-gal EFT: ≤ 800 lb fuel

NOTES:

1. SUU-79 B/A (Rev B) Wing Pylons, AFC-315 to Lot 22 aircraft.

2. Abnormal wing tank fuel transfer sequence: If fuel is transferred (because of a failure condition) from

Station 4/8 tanks before the Station 3/9 tanks are empty, then airspeed limit is 300 KCAS/0.6 IMN,

whichever is less.

3. Nz is based on an aircraft GW of 66,000 lb. When aircraft gross weight is greater than 66,000 lb, reduce

symmetric load factor allowable to -0.5 to +3.5 and rolling load factor allowable to -0.5 to +2.5

4. Lateral stick input is restricted to half when the fuel in Station 3/9 is greater than 1,600 lb/tank. This

restriction is not applicable when in power approach configuration.

5. Large is defined as greater than half maximum input. Abrupt is defined as a control input rate of

maximum deflection in less than 1 second. Multi-axis is defined as simultaneous longitudinal, lateral, or

directional control inputs. A multi-axis input is allowed as long as it is not large and abrupt.

6. Half lateral stick displacement restriction does not apply when in power approach configuration.

Figure 4-12. Air Refueling Store Carriage Limits

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A1-F18EA-NFM-000

4.2.1 ARS Limitations

1. ARS operating limitations are listed in figure 4-13.

Limitation

Condition

(P/N 31-301-48310-2)

(P/N 31-301-48310-3)

EFT loading

Station 4/8 only (3 wet)

Station 4/8 (3 wet)

Station 3/4/8/9 (5 wet)

Altitude

0 to 35,000 feet MSL

Power on

180 to 300 KCAS

(RAT unfeathered)

180 to 250 KCAS

(<5,000 feet MSL)

180 to 260 KCAS

Hose extension

180 to 250 KCAS

180 to 275 KCAS

(5,000 to 10,000 feet MSL)

180 to 275 KCAS

(>10,000 feet MSL)

Hose extended

180

to 300 KCAS/0.80 IMN max

Fuel transfer to receiver

180 to 300 KCAS/

225 to 300 KCAS/0.80 IMN max

0.80 IMN max

180 to 250 KCAS

(<5,000 feet MSL)

180 to 200 KCAS

180 to 260 KCAS

Hose retraction

(<25,000 feet MSL)

180 to 275 KCAS

(5,000 to 10,000 feet MSL)

180 to 210 KCAS

(≥25,000 feet MSL)

180 to 275 KCAS

(>10,000 feet MSL)

Figure

4-13. ARS Operating Limitations (Sheet 1 of 2)

2. Prohibited maneuvers with ARS installed:

a. Placing the LTD/R switch to ARM.

b. Afterburner operation with the hose extended.

3. ARS carriage limitations are listed in figure 4-12.

4. ARS operating limitations for P/N 31-301-48310-4 and -5 are as follows:

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ORIGINAL

A1-F18EA-NFM-000

Condition

Limitation (P/N 31-301-48310-4/5)

Station 4/8

Station 3/4/8/9

EFT loading

(3 wet)

(5 wet)

Altitude

0 to 35,000 feet MSL

Power on

220-300 KCAS

(RAT unfeathered)

180 to 275 KCAS

180 to 250 KCAS

(<5,000 feet MSL)

190 to 275 KCAS

190 to 260 KCAS

(5,000 to 7,500 feet MSL)

200 to 275 KCAS

200 to 260 KCAS

Hose extension/

(7,501 to 10,000 feet MSL)

(7,501 to

10,000

feet MSL)

retraction

200-275 KCAS

10,001 to 15,000 feet MSL

220-275 KCAS

15,001 to 35,000 feet MSL

Hose extended

180 to 300 KCAS/0.80 IMN max

(<5,000 feet MSL)

190 to 300 KCAS/0.80 IMN max

(5,000 to 7,500 feet MSL)

Fuel transfer to

receiver

200 to 300 KCAS/0.80 IMN max

(7,501 to 15,000 feet MSL)

220 to 300 KCAS/0.80 IMN max

15,001 to 35,000 feet MSL

Figure 4-13. ARS Operating Limitations (Sheet 2)

5. Prohibited maneuvers with ARS installed:

a. Placing the LTD/R switch to ARM.

b. Afterburner operation with the hose extended.

6. ARS carriage limitations are listed under External Stores Limitations.

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A1-F18EA-NFM-000

4.2.2 ATFLIR Limitations

1. These limits are ATFLIR specific, apply to any ATFLIR configuration without inboard 480

gallon tanks, and do not pertain to asymmetric loads. ATFLIR limitations are listed in

figure 4-14.

Failure to use eye protection when firing the LASER may result in severe

eye damage and possible blindness.

ATFLIR Limitations

Between 10,000 and 18,000

Altitude

< 10,000 feet MSL

> 18,000 feet MSL

feet MSL

Airspeed

Between

< 550

> 600

< 550

> 550

LON

(KCAS)

550 and 600

Symmetric

LON

-3.0 to +7.0

-1.0 to 4.0

LON

-3.0 to 7.0

LON

(g’s)

Rolling

LON

-1.0 to +4.0

(1)

LON

NOTE:

1. Smooth inputs up to ¾ inch deflection for navigational turns or as required to maintain roll attitude.

Figure 4-14. ATFLIR Limitations

4.3 OPERATING LIMITATIONS (LOT 21)

4.3.1

Prohibited Maneuvers

Systems -

1. Flight in RVSM controlled airspace.

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A1-F18EA-NFM-000

4.4 AESA RADAR LIMITATIONS

Flight testing of the AN/APG-79 AESA radar has shown that this system can interfere with, and

significantly degrade the performance of, various precision approach systems including PAR and

ACLS. Aircrew operating AN/APG-79 AESA equipped aircraft shall be aware that directing

AN/APG-79 AESA transmissions toward landing facilities (ship or shore) may cause strong electro-

magnetic interference (EMI) affecting the safety of aircraft on approach. To the maximum extent

possible, aircrew shall avoid directing AN/APG-79 AESA radar transmissions towards facilities with an

operating active PAR or ACLS (shipboard or shore-based). Unless specifically authorized for

operational necessity or required for safety of flight, aircrew should cease AN/APG-79 AESA radar

transmissions whenever operating within 10 nm of PAR and ACLS facilities during IMC/Case III

conditions.

• AN/APG-79 AESA radar transmissions specifically directed towards

an operating PAR or ACLS within 10 nm have caused strong electro-

magnetic interference (EMI) with these radar-based systems and

caused intermittent, unannunciated anomalies that resulted in erro-

neous azimuth/glideslope commands being sent to aircraft on precision

approach, increasing the risk of controlled flight into terrain (CFIT).

Proper flight instrument crosscheck using all available means

(TACAN, DME, and RADALT) is essential for all aircraft during PAR

and ACLS approaches to detect abnormal precision approach param-

eters.

• The AGR mode of the AN/APG-79 AESA radar was observed to cause

some of the highest levels of EMI on affected PAR and ACLS systems.

Ensure the AN/APG-79 radar is in SIL, STBY, or OFF prior to

selection of TDC to the HUD in order to enable the steering dot in the

center of the velocity vector (which commands AGR).

• AN/APG-79 AESA radar transmissions within 10 nm directed towards

civil airfields operating ASDE-X ground traffic management systems

have caused EMI. ASDE-X is an FAA-designed, radar-based system

designed to reduce runway incursions by tracking departing, arriving,

and taxiing aircraft plus ground vehicles at major civilian airfields.

AN/APG-79 AESA-generated EMI results in ASDE-X system shut-

down, increasing the risk to taxiing aircraft and airport vehicles of

unintentional ground or runway incursion.

NOTE

AN/APG-79 AESA radar does not interfere with SPN-41 ICLS systems

or non-precision radar approach systems (ASR). AN/APG-79 has not

been tested against other civil systems (ILS).

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ORIGINAL W/IC 33

A1-F18EA-NFM-000

NOTE

• Adverse EMI effects from AN/APG-79 AESA equipped aircraft acting

as overhead/recovery tankers (not on approach) have been observed

during SPN-42 and SPN-46 ACLS testing.

• The SPN-42 (shore-based ACLS) and SPN-46 (shipboard ACLS) have

shown degraded lock-on and command guidance anomalies due to

EMI interference from AN/APG-79 AESA radar transmisisons. For

the SPN-46 system, these anomalies are more severe and more

probable with the Block 1 Upgrade to the SPN-46 system.

• Through 2011, the FAA has stated the ASDE-X system will be fielded

at the following locations: KATL, KBDL, KBOS, KBWI, KCLT,

KDCA, KDEN, KDFW, KEWR, KFLL, KHIK, KHOU, KIAD,

KIAH, KJFK, KLAX, KLGA, KLSV, KMCO, KMDW, KMEM,

KMIA, KMKE, KMSP, KORD, KPHL, KPHX, KPVD, KSAL,

KSAN, KSDF, KSEA, KSNA, and KSTL.

I-4-21

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ORIGINAL W/IC 33

A1-F18EA-NFM-000

CHAPTER 5

Indoctrination

5.1 INITIAL QUALIFICATION

Initial NATOPS qualification in F/A-18E/F series aircraft shall be obtained by satisfactory

completion of the CNO approved course of instruction at an F/A-18E/F Fleet Replacement Squadron

(FRS). The minimum training requirements to be completed prior to initial NATOPS qualification for

pilots and weapon system operators (WSO) are set forth below.

5.1.1 Minimum Ground Training Requirements. The following minimum ground training require-

ments shall be successfully completed prior to first flight in an E/F-series aircraft:

1. FRS academic familiarization syllabus to include:

a. Aircraft systems and procedures.

b. Emergency procedures review.

c. Instrument flight training.

d. Immediate action, open, and closed book NATOPS exams.

e. Cockpit orientation.

f. Ejection, egress, and survival equipment checkout.

g. Preflight checkout.

2. FRS simulator familiarization syllabus in the Tactical Operational Flight Trainer (TOFT).

5.1.2 Minimum Flight Training Requirements. The following minimum flight training require-

ments shall be successfully completed prior to initial NATOPS qualification:

1. FRS familiarization flight phase to include a minimum of 10 hours first pilot time (FPT) in

E/F-series aircraft (5 hours if currently NATOPS qualified in F/A-18A-D), and a minimum of 10

hours special crew time (SCT) (5 hours if currently NATOPS qualified in F/A-18B/D) in F-series

aircraft for WSOs.

5.2 FOLLOW-ON TRAINING

Follow-on ground training for each activity may vary according to local conditions, field facilities,

requirements from higher authority, and the immediate unit Commanding Officer’s estimate of

squadron readiness.

Follow-on flight training should include aircraft and weapon systems instruction, normal and

emergency procedures, simulators

(if available), and evaluation of aircrew performance. Local

command requirements, squadron mission, and other factors may influence the actual flight training

syllabus and the sequence in which it is completed.

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ORIGINAL

A1-F18EA-NFM-000

5.3

CURRENCY REQUIREMENTS

Minimum requirements to maintain currency after initial qualification shall be established by the

unit Commanding Officer but will involve no less than 5 hours of first pilot time and two takeoffs and

landings in E/F-series aircraft in the previous 90 days for pilots, and 5 hours of special crew time in

F-series aircraft in the previous 90 days for WSOs. Additionally, an annual NATOPS evaluation with

a grade of at least conditionally qualified is required for both pilots and WSOs.

5.3.1 Regaining Currency. Requalification of those crewmembers whose currency has lapsed shall

include a familiarization flight(s), to include enough flight time to enable crewmembers to attain the

requirement of 5 flight hours and 2 takeoff and landings in E/F series within 90 days. Specifics of

familiarization flight(s) at discretion of Commanding Officer of the unit having custody of the aircraft.

5.4 REQUIREMENTS FOR VARIOUS FLIGHT PHASES

The specific requirements for various flight phases conducted during initial training in E/F-series

aircraft are listed in figure 5-1.

Pilots with current

NATOPS in

Type/Model, and

Flight Phase

Pilot General

WSO

F/A-18 CAT1 or CAT2

transition syllabus

complete

Day Solo/Crew Solo

4 FAM flights *

1 FAM flight *

Night Solo/Crew Solo

Day Solo/Crew Solo qualified, 1 night FAM flight

Solo/Crew Solo Cross

F/A-18E/F instrument and NATOPS qualified

Country

Initial CQ

50 F/A-18E/F hours

NATOPS Qualified

15 F/A-18E/F hours

(FPT)

* CNO approved syllabus

Figure 5-1. Requirements for Various Flight Phases During Initial Training

5.4.1 Instrument Evaluation Flights. Instrument evaluation flight requirements are delineated in

OPNAVINST 3710.7 series and the NATOPS Instrument Flight Manual. Instrument evaluation

flights may be conducted by designated military aviators or Naval Flight Officers designated in writing

by their Commanding Officer.

5.4.2 Instrument Qualification. In accordance with OPNAVINST 3710.7 series, instrument ratings

shall be valid in all aircraft in which the pilot is instrument qualified regardless of the model in which

the check was flown. A pilot may be considered to be instrument qualified in an aircraft when he/she

has completed the evaluation as outlined in each respective NATOPS manual and has met the

requirements for an instrument rating as outlined in OPNAVINST 3710.7 series.

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ORIGINAL

A1-F18EA-NFM-000

5.4.2.1

Requirements for Instrument Qualification in E/F-Series Aircraft. Each aircrew is required

to be instrument qualified in F/A-18E/F series aircraft.

Pilots must have a current instrument rating prior to flight in actual instrument conditions. Figure

5-2 delineates the pilot requirements for instrument qualification along with ceiling and visibility

restrictions for instrument rated pilots. When a pilot becomes fully instrument qualified in F/A-18E/F

series aircraft, the ceiling and visibility requirements shall be the minimums authorized by

OPNAVINST 3710.7 series, namely field minimums not less than 200/½.

WSOs must attend instrument ground school and satisfactorily complete a written examination to

be instrument qualified.

5.4.3 Ceiling/Visibility Requirements. The ceiling and visibility requirements for takeoff and

landing for pilots who are not fully instrument qualified in E/F-series aircraft are delineated in figure

5-2.

Pilot With Current

Instrument Rating,

F/A-18E/F Actual

Instrument Rating

Pilot With Current

F/A-18A-D NATOPS

Flight Experience

and >500 Hours in

Instrument Rating

Qualification and

Tactical Aircraft

>300 hours in model

IP in rear of F(T)

300/1

1000/3 for takeoff/

None

landing, and training in

clear air mass

Remain VMC and VFR

Circling mins for takeoff/

Complete 1st FAM

landing, and training in

flight *

clear air mass

1000/3 for takeoff/

Complete 2nd FAM

F/A-18E/F instrument

landing, and training in

Remain VMC and VFR

flight *

qualified

clear air mass

Complete 2nd FAM

Circling mins for takeoff/

1000/3 for takeoff/

flight *, and IAC in rear

−

landing, and training in

cockpit or complete all

clear air mass

FAM flights * ++

F/A-18E/F NATOPS

Circling mins for

F/A-18E/F instrument

check and >10 hours

−

takeoff/landing, and

qualified

(FPT)

training in clear air mass

F/A-18E/F NATOPS

F/A-18E/F instrument

check and >40 hours

−

qualified

(FPT)

* CNO approved syllabus

++ Excluding CQ introduction

Figure 5-2. Pilot Ceiling and Visibility Restrictions Prior to Instrument Qualification

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ORIGINAL

A1-F18EA-NFM-000

CHAPTER 6

Flight Preparation

6.1 MISSION PLANNING

6.1.1 General. All aircrew shall be responsible for preflight planning and preparation of required

charts, route navigation computations including fuel planning, checking weather and NOTAMS, and

for filing required flight plans. Refer to Part XI, Performance Data or approved fuel planning software,

to determine fuel consumption and profile. Planned minimum on deck fuel should not be less than

1,800 lb. The aircrew shall refer to applicable tactical publications to plan specialized missions.

6.1.2 Flight Codes. The proper flight classification and flight purpose codes to be assigned to

individual flights are established by OPNAVINST 3710.7 (Series).

6.2 BRIEFING/DEBRIEFING

6.2.1 Briefing. The flight leader is responsible for the briefing of each aircrew in the flight on all

aspects of the mission to be flown. A standard briefing guide shall be used in conducting the briefing.

Briefs shall include applicable ADMIN, TAC ADMIN, and MISSION CONDUCT. Aircrew qualified

to assume the mission lead shall record all data necessary to complete the mission. The briefing guide

should include the following:

6.2.1.1

NATOPS Admin Briefing Guide

General

Time hack

Objectives

Mission (Primary, Secondary)

Training

Julian date, event number

Times

Walk

Start

Check In

Taxi

Takeoff

Land

Debrief

Line up

Callsigns

Aircraft assigned

Crew (Msn Commander, Alternate Lead)

A/A TACAN

Radar channels, search block

Loadout Gross Weight, Max Trap

Comm Plan

Frequencies

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A1-F18EA-NFM-000

Controlling Agencies

IFF Procedures

Alpha Check

Waypoint Plan

Weather, NOTAMs

Launch, Mission, Recovery, Divert

Sunrise, Sunset, Moonrise, Moonset

Water / Air Temperature

Joker / Bingo / Fuel Ladder

Preflight

Aircraft

Ordnance

Ground / On-deck

Line / Deck and Start Procedures

Final checks

Clearance

Arming

Marshal

Taxi

Takeoff / Launch

Duty Runway / Ships Heading

Ships Posit, PIM

Type Takeoff / Case Departure

Takeoff Data (NWLO, T/O, Abort speeds, Distance)

Catapult Endspeed, Trim (asymmetrical)

Takeoff Checks

Departure Procedures

En Route

Rendezvous (Location, Speed)

En Route Formation

Route of Flight

Op Area

Range Info, Altitudes, Restrictions

Target Time, Range Event Number

Controlling Agency

Entry / Exit procedures

RTB / Recovery

Rendezvous (Location, Speed)

Battle Damage Checks

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ORIGINAL

A1-F18EA-NFM-000

Formation

Controlling Agency

Route of Flight

Airfield Recovery Procedures

Ship Recovery Procedures

Case Recovery

Marshal

Recovery Time

Type entry

Overhead, Break Interval

Straight-In / GCA

Type Landing

Post Landing

Clearing Landing Area

Configuration Changes

Comm

Taxi

De-Arming

Parking (Line / Hotpits / Hotseat)

Contingencies

Allowable Slide Time

Go / No Go Criteria

Fallouts, Spares

Bent Radar / Sensor / Weapon

Hung / Unexpended Ordnance

Weather

Emergencies

Abort, Field Arrestment

Loss of Brakes, Emergency Cat Flyaway

Inflight Emergencies / System Failures

NORDO, Lost Comm / Lost Sight

Midair, Bird Strike

Divert / BINGO

Ejection / SAR

ORM

Training Rules

ACM

NVG

LAT

LATT

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ORIGINAL

A1-F18EA-NFM-000

Aircrew Coordination

Refer to Chapter 28.

6.2.1.2

NATOPS Tactical Admin Briefing Guide.

Environmentals

Sun / Moon

Winds

Conning Altitudes, Conn Check

Cloud cover

Decks (Hard / Soft)

Weapons Checks

G-warm, Inverted Check

Expendables Check

Fence Checks Complete

CVRS - Tapes

Knock It Off / Terminate Calls

Fuel & G Checks

6.2.2 Debriefing. Post-flight debriefing is an integral part of every flight. The flight leader shall

conduct a mission debrief to include ADMIN, TAC ADMIN, SAFETY OF FLIGHT, and MISSION

CONDUCT. Emphasis shall be placed on identifying and correcting errors and poor techniques.

Debrief shall include all available aircrew and be conducted in a timely manner.

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ORIGINAL

A1-F18EA-NFM-000

CHAPTER 7

Shore-Based Procedures

NOTE

• F/A-18F WSO responsibilities are italicized.

• For F/A-18F crew coordination specifics, including individual aircrew

responsibilities and ICS communications, refer to Chapter 29, Crew

Coordination Standards.

7.1 PREFLIGHT CHECKS

7.1.1 In Maintenance Control. The A-sheet must be checked for aircraft status, configuration,

armament loading, and servicing prior to manning the aircraft. Review the aircraft discrepancy book

(ADB) for (1) all outstanding discrepancies and (2) at least the last 10 flights worth of discrepancies

and corrective action. Weight and balance clearance is the responsibility of the Maintenance

Department.

7.1.2 Inspection of RCS Reduction Features. The most critical RCS reduction features/treatments

include (1) EMIS III radar bulkhead shields, (2) canopy and windshield coatings, (3) engine inlet

devices, and (4) outer moldline mismatch/gap control. To ensure that the survivability characteristics

of the aircraft are retained, attention should be focused on the following areas:

1. On missions where the full RCS reduction potential of the aircraft is desired (typically wartime

environment only), ensure the twelve missionized EMIS III radar bulkhead shields are installed.

Additionally, ensure all SUU-79 pylons are fitted with their LO hardware (CAD access covers and

four bolt fairings).

2. Typically, if minor damage to canopy or windshield coatings is visually acceptable for flight, the

RCS reduction potential of the coatings should be retained.

3. Typically, if minor damage to the inlet lip/duct RAM coatings or to the inlet device are acceptable

from a FOD standpoint, the RCS reduction potential of the coatings/device should be retained.

4. Mismatches and gaps in the outer moldline of the aircraft can substantially reduce RCS reduction

potential. Care should be taken to note and repair damage to RAM coatings and FIP seals,

particularly around frequently opened panels. Doors and panels should be flush with the surround-

ing structure and gaps should be filled. In general, a rule of thumb for an acceptable amount of

panel/structure mismatch is no greater than the thickness of a PCL cover. With mismatches greater

than that width, some RCS reduction potential is lost. The most critical gaps are those aligned

perpendicular to the longitudinal axis of the aircraft (e.g., vertical gaps between side panels and 3-9

line gaps between underside panels). Gaps and mismatches that run along the longitudinal axis of

the aircraft are less critical.

In general, at least 75% of the perimeter of every door should exhibit good FIP seal integrity (e.g.,

sealed and flush). RAM coating damage should not exceed 25% of the total RAM area in any particular

location (e.g., around flap hinges or main landing gear door edges). Multi-layer RAM patches forward

III-7-1

ORIGINAL

A1-F18EA-NFM-000

Figure 7-1. Exterior Inspection

of the inlet should show no sign of disbonding or peeling. All conductive tape, the windshield aft arch

termination strip, NLG blade seals, canopy and wing conductive bulb seals, and TEF/rudder boots

should be fully bonded, with no loose or peeling corners or edges. It is normally acceptable to trim loose

materials that are noticed just prior to flight.

7.1.3 Exterior Inspection. The exterior inspection (figure 7-1) is divided into 20 areas, beginning at

the left forward fuselage and continuing clockwise around the aircraft. Check doors secure and be alert

for loose fasteners, cracks, dents, leaks, and other general discrepancies. Close inspection shall be given

to the left and right nose sections for moldline defects (bends, dents, dings, cracking or blistering of

exterior coatings, or other surface discrepancies) that will affect the pitot-static system and RVSM

capability.

1. Nose landing gear

a. Drag brace/fairing - CHECK CONDITION

b. Drag brace ground safety pin - REMOVED

c. Holdback fitting - CHECK CONDITION

d. Tires and wheels - CHECK CONDITION

e. Ensure key washer not in direct contact with wheel hub.

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ORIGINAL

A1-F18EA-NFM-000

f. Strut piston chrome exposed - 6 INCHES

g. Launch bar - CHECK CONDITION

h. Nosewheel steering assembly - CHECK CONDITION

i. Tiedown rings (2) - CHECK FOLDED AGAINST STRUT

j. Taxi and approach lights - CHECK CONDITION

k. Strut pressure gauges (2) - CHECK IN THE GREEN

l. Retract actuator - CHECK CONDITION

m. Strut - CHECK CONDITION

Nose wheelwell

a. Maintenance code switch - SELECT RESET MOMENTARILY (applies power to the SMS

processor).

b. Doors and linkages - CHECK CONDITION

Nose section (left side)

a. Fuselage surface - CHECK CONDITION (no bends, dents, dings, cracking or blistering of

exterior coatings, or other surface discrepancies)

b. Safety switches - CHECK

(1) Expendables - Yellow when out

(2) Gun electrical - Orange when out

(3) Gun holdback - Orange when out

c. Gun - PREFLIGHT

d. AOA probe - CHECK CONDITION

(1) Smooth, concentric rotation through the full range of travel to include while gently pulling

and pushing the AOA probe.

(2) No bends, dents, dings, cracking or blistering of exterior coatings, or other surface

discrepancies.

e. Pitot tube - CHECK CONDITION (no bends, dents, dings, cracking or blistering of exterior

coatings, or other surface discrepancies).

f. Pitot static drains (4) - CLOSED (underside)

g. Forward antennas - CHECK CONDITION

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ORIGINAL

A1-F18EA-NFM-000

(1) Blade antenna (Comm 1, DL, IFF)

(2) Hump antenna (ALR-67 Low band array)

(3) Flush chevron antenna (ICLS, ACLS)

h. Radome - CHECK SECURE (2 points)

Nose section (top)

a. Gun blast diffuser and gun port - CLEAR

Nose section (right side)

a. Fuselage surface - CHECK CONDITION (no bends, dents, dings, cracking or blistering of

exterior coatings, or other surface discrepancies)

b. Radome - CHECK SECURE (2 points)

c. AOA probe - CHECK CONDITION

(1) Smooth, concentric rotation through the full range of travel to include while gently pulling

and pushing the AOA probe.

(2) No bends, dents, dings, cracking or blistering of exterior coatings, or other surface

discrepancies.

d. Pitot tube - CHECK CONDITION (no bends, dents, dings, cracking or blistering of exterior

coatings, or other surface discrepancies).

e. Refuel cap - ON

f. Refuel door (8R) - CLOSED/SECURED

Forward fuselage (right side)

a. Aft blade antenna (Comm 2, TCN) - CHECK CONDITION

b. Flush LEX antenna (ALQ-165 low/high band transmitter) - CHECK CONDITION

c. SMS processor - CHECK WEAPON/FUZE CODES

d. DOOR 13R - CLOSED/SECURED

e. Right engine intake - CLEAR

f. Heat exchanger ram air inlet (top, inside intake) - CLEAR

g. Chaff/flare dispensers

(2)

- PREFLIGHT (ensure chaff/flare buckets or access covers

installed).

External fuel tank(s) - PREFLIGHT

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ORIGINAL

A1-F18EA-NFM-000

a. Refuel cap - DOWN, LOCKED, ARROW FORWARD

b. Precheck valve - DOWN, FLUSH

8. Station 7 missile, NFLR, or LDT (if installed) - PREFLIGHT

9. Right main landing gear - CHECK

a. Tire and wheel - CHECK CONDITION

b. Brake wear indicator - EXTENDED (not flush or below flush)

c. Planing link - CHECK CONDITION

d. Strut - CHECK CONDITION

e. Tiedown rings (2) - CHECK SPRING CONDITION

f. Landing gear pin - REMOVED

10. Right wing

a. Flush LEF antenna (ALR-67/ALQ-165 receivers) - CHECK CONDITION

b. LEF - CHECK CONDITION

c. Pylons and external stores - PREFLIGHT

d. Wingfold area - CHECK CONDITION AND VERIFY WINGFOLD PIN REMOVED

e. Position lights - CHECK CONDITION

f. LAU-7 - ENSURE NITROGEN BOTTLE INSTALLED AND DOORS SECURE

g. Wingtip AIM-9 (if installed) - PREFLIGHT

h. Aileron - CHECK CONDITION, FAIRED WITH WINGS FOLDED

If the wings are folded, note the position of the ailerons. If the aileron

locking pins do not restrain the ailerons in the faired position, ensure the

ailerons are moved to a faired or outboard position prior to engine start

to preclude damage to the ailerons and TEFs.

i. TEF - CHECK CONDITION

11. Right main wheelwell

a. Hydraulic filter indicators (delta-Ps) - NOT POPPED

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ORIGINAL

A1-F18EA-NFM-000

b. APU accumulator gauge - CHECK (3,000 psi nominal)

c. APU handpump handle - STOWED AND PINNED

d. Doors and linkages - CHECK CONDITION

e. Landing gear downlock and retract actuators - CHECK CONDITION

12. Aft fuselage (right side)

a. Vertical tail and rudder - CHECK CONDITION

b. Strobe light - CHECK CONDITION

c. Fuel vent outlet - CLEAR

d. Light/antenna radomes - CHECK CONDITION

(1) Tail light (top)

(2) ALQ-165 low/high band receiver (middle)

(3) ALR-67 receiver (bottom)

e. Dump outlet - CLEAR

f. Stabilator - CHECK CONDITION

g. Exhaust nozzle and afterburner section - CHECK CONDITION

13. Arresting hook area

a. Arresting hook - CHECK CONDITION (make sure cotter key installed in hook point attach

bolt)

b. Arresting hook pin - REMOVED

c. Towed decoy stand-off bar (when installed) - CHECK CONDITION

14. Aft fuselage (left side)

a. Exhaust nozzle and afterburner section - CHECK CONDITION

b. Stabilator - CHECK CONDITION

c. Vertical tail and rudder - CHECK CONDITION

d. Antenna radomes - CHECK CONDITION

(1) ALQ-165 high band transmitter (top)

(2) ALQ-165 low band transmitter (middle)

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A1-F18EA-NFM-000

(3) ALR-67 receiver (bottom)

e. Dump outlet - CLEAR

f. Strobe light - CHECK CONDITION

g. Fuel vent outlet - CLEAR

15. Aft fuselage (underside)

a. APU intake (screened) and exhaust ducts - CLEAR

b. ATS exhaust ducts (screened) - CLEAR

c. ALE-50 dispenser - CHECK CONDITION (make sure live or protected magazine installed)

16. Left main wheelwell

a. Hydraulic filter indicators (delta-Ps) - NOT POPPED

b. Doors and linkages - CHECK CONDITION

c. Landing gear downlock and retract actuators - CHECK CONDITION

d. Landing gear pin - REMOVED

17. Left wing

a. TEF - CHECK CONDITION

b. Aileron - CHECK CONDITION, FAIRED WITH WINGS FOLDED

If the wings are folded, note the position of the ailerons. If the aileron

locking pins do not restrain the ailerons in the faired position, ensure the

ailerons are moved to a faired or outboard position prior to engine start

to preclude damage to the ailerons and TEFs.

c. Wingtip AIM-9 (if installed) - PREFLIGHT

d. LAU-7 - ENSURE NITROGEN BOTTLE INSTALLED AND DOORS SECURE

e. Position lights - CHECK CONDITION

f. Wingfold area - CHECK CONDITION AND VERIFY WINGFOLD PIN REMOVED

g. Pylons and external stores - PREFLIGHT

h. LEF - CHECK CONDITION

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ORIGINAL

A1-F18EA-NFM-000

i. Flush LEF antenna (ALR-67/ALQ-165 receivers) - CHECK CONDITION

18. Left main landing gear

a. Tire and wheel - CHECK CONDITION

b. Brake wear indicator - EXTENDED (not flush or below flush)

c. Planing link - CHECK CONDITION

d. Strut - CHECK CONDITION

e. Tiedown rings (2) - CHECK SPRING CONDITION

19. Station 5 missile or TFLR (if installed) - PREFLIGHT

20. Forward fuselage (left side)

a. Chaff/flare dispensers

(2)

- PREFLIGHT (ensure chaff/flare buckets or access

covers

installed).

b. Left engine intake - CLEAR

c. Heat exchanger ram air inlet (top, inside intake) - CLEAR

d. Fuel cavity drains (underside) - VERIFY NO LEAKS

e. Loose fasteners - CHECK

f. Flush LEX antenna (ALQ-165 low/high band transmitter) - CHECK CONDITION

7.1.4 Before Entering Cockpit.

1. Ensure all doors forward of the intakes are secured properly.

2. Boarding ladder - SECURE (2 points)

3. Fuselage (upper surface)

a. Spoilers - CHECK CONDITION

b. Upper blade antenna (Comm 1, DL, TCN) - CHECK CONDITION

c. ECS auxiliary duct doors - CHECK DOWN/CONDITION

d. Maintenance handle - CHECK STOWED

(LOTs 21-24) Over-the-shoulder cameras (2) - CHECK SECURE

5. CVRS tapes - INSTALL IN RECORDERS (if desired)

III-7-8

ORIGINAL

A1-F18EA-NFM-000

6. EMI shields (covers over bay behind ejection seat) - CLOSED/SECURED

Ensure the EMI shields are properly closed and secured prior to closing

the canopy to prevent damage to the shields and the canopy actuation

link.

7. Ejection seat SAFE/ARMED handle - SAFE

8. Ejection seat(s) - PREFLIGHT

a. Manual override handle - FULL DOWN and LOCKED

b. Right pitot - STOWED

c. Ballistic gas quick-disconnect - CONNECTED (indicator dowel flush or slightly protruding)

d. Top latch plunger locking indicator - FLUSH WITH THE END OF THE PLUNGER

If the top latch plunger locking indicator is not flush, the seat could come

loose on the mounting rails.

e. Catapult manifold valve - CHECK (hoses and manifold connected; retaining pin installed)

f. Parachute withdrawal line - CONNECTED/SECURED

g. Parachute container lid - SECURE

h. Left pitot - STOWED

i. Electronic sequencer - NOT ACTIVATED

(1) Indicator should be BLACK (not activated).

(2) White - CHECK THERMAL BATTERIES NOT ACTIVATED

j. Thermal batteries - NOT ACTIVATED

(1) Indicator should be WHITE or PINK (not activated).

(2) Black or purple is UNSAT (activated).

k. Console oxygen/comm lines - CONNECTED/SECURED

l. Survival kit - CHECK

(1) Oxygen/comm lines - CONNECTED/SECURED

III-7-9

ORIGINAL

A1-F18EA-NFM-000

(2) Emergency oxygen gauge - IN THE BLACK

(3) Seat pan - CHECK SECURED TO SEAT (pull up on front end to test security)

m. Radio beacon lanyard - SECURED TO COCKPIT FLOOR (make sure lanyard and quick

release connector are positioned forward of the underseat rocket motor tubes)

n. Lap belts - SECURE (pull up strongly on each belt to make sure bolt fittings are engaged in

the seat)

o. Leg restraint lines - CHECK

Check that leg restraint lines are secured to seat and floor and are not twisted. Check that lines

are routed first through the thigh garter ring, then through the lower garter ring, and then

routed outboard of the thigh garter ring before the lock pins are inserted into the seat just

outboard of the snubber boxes.

Failure to route the restraint lines properly through the garters could

cause serious injury during ejection/emergency egress.

p. Ejection seat firing initiators - CHECK FIRING LINKAGE CONNECTED TO SEARS

q. Parachute risers - CHECK (ensure risers are routed down the forward face of the parachute

container and are routed behind the retaining strap; pull on risers to check ease of operation).

r. SEAWARS - CHECK FOR PROPER INSTALLATION

(SJU-17A (V)1/A, 2/A, and 9/A) Backpad adjustment handle - SET TO DESIRED POSITION

For solo flight in the F/A-18F -

9. Rear cockpit - SECURE

a. Ejection seat SAFE/ARMED handle - SAFE

b. Ejection control handle pin - VERIFY REMOVED

(LOTs 21-24) EMERG BRK handle - STOWED

The position of the EMERG BRK handle is the only indication that

emergency braking is selected; no warning or caution is displayed. The

EMERG BRK handle(s) must be fully stowed in both cockpits to ensure

that normal braking with anti-skid is available.

d. CANOPY JETT handle - OUTBOARD AND DOWN/PIN REMOVED

e. L(R) DDI and MPCD knobs - OFF

III-7-10

ORIGINAL

A1-F18EA-NFM-000

f. Comm 1 and 2 knobs - OFF

g. EJECTION MODE handle - SOLO/COLLAR INSTALLED

h. SEAT CAUT MODE switch - SOLO/PIN INSTALLED

i. Leg restraints, lap belts, parachute risers, JHMCS QDC - SECURED/STOWED

j. Loose items - SECURED

In trainer configured aircraft -

k. Control stick - CHECK SECURE

l. UFCD adapter - VERIFY NOT INSTALLED

Forward stick throw is restricted if a rear cockpit control stick and UFCD

adapter are both installed.

m. Throttles - CHECK CONDITION

7.1.5 Interior Checks - Pilot.

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

probable.

1. Leads, leg restraints, and harness - SECURE/ADJUST

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

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

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

with hardware on inboard side of the legs. Connect and adjust lap belt straps. Attach parachute

Koch fittings to harness buckles. Check operation of shoulder harness locking mechanism.

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

that the legs will be pulled back upon ejection. This enhances seat

stability and prevents leg injury by keeping the legs from flailing

following ejection.

III-7-11

ORIGINAL

A1-F18EA-NFM-000

The JHMCS UHVI must be properly routed through the torso bundle

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

that no entanglement exists with the oxygen hose. Misrouting of the

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

disconnect causing unintentional oxygen/communications disconnect in

flight.

2. Ejection control handle - CLEAR

3. Ejection control handle pin - VERIFY REMOVED

Left console -

1. Circuit breakers - IN

2. Manual canopy handle - STOWED

3. MC and HYD ISOL switches - NORM

4. OBOGS control switch - OFF

5. OXY FLOW knob - OFF

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

Inadvertent rotation of the OBOGS monitor pneumatic BIT plunger

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

position and may result in intermittent OBOGS DEGD cautions and lead

to hypoxia. Rotation of the BIT plunger disengages the locking slot

allowing the plunger to extend and move freely when pushed.

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

8. COMM panel - SET

a. RLY and GXMT switches - OFF

b. ILS CHANNEL/ILS switch - SET/UFCD

c. CRYPTO, MODE 4, (IFF) MASTER switches - NORM/OFF/NORM

9. VOL panel - SET AS DESIRED

10. FCS GAIN switch - NORM/GUARD DOWN

11. APU switch - OFF

III-7-12

ORIGINAL

A1-F18EA-NFM-000

12. PROBE switch - RETRACT

13. EXT TANKS switches - NORM

14. DUMP switch - OFF

15. INTR WING switch - NORM

16. GEN TIE CONTROL switch - NORM/GUARD DOWN

17. EXT LT panel - SET

a. EXT LT IDENT knob - NORM

b. FORM knob - AS REQUIRED

c. POS knob - AS REQUIRED

d. STRB switch - BRT/DIM/OFF (as required)

18. Throttles - OFF

19. External lights master switch - FORWARD

20. BRK PRESS switch - CHECK (2,600 psi min)

Instrument panel -

1. PARK BRK handle - SET

2. LDG/TAXI LIGHT switch - OFF

3. ANTI SKID switch - ON

4. SELECT JETT knob - SAFE

5. FLAP switch - FULL

6. LAUNCH BAR switch - RETRACT

7. LDG GEAR handle - DN

8. Landing gear handle mechanical stop - FULLY ENGAGED

9. CANOPY JETT handle - FORWARD

10. MASTER ARM switch - SAFE

11. EMERG JETT button - NOT PRESSED IN

III-7-13

ORIGINAL

A1-F18EA-NFM-000

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

NOTE

If a FIRE light is depressed, approximately 1/8 inch of yellow and

black stripes will be visible around the outer edges of the light.

13. L(R) DDI, HUD, and MPCD knobs - OFF

NOTE

Power to the UFCD is controlled by the MPCD knob, so the UFCD

knob does not need to be OFF.

14. COMM 1 and 2 knobs - OFF

15. CVRS mode switch - OFF

16. ALT switch - BARO or RDR

17. ATT switch - AUTO

18. Standby attitude reference indicator - CAGED

19. IR COOL switch - OFF

20. SPIN switch - NORM/GUARD DOWN

21. HOOK handle - UP

22. WINGFOLD switch - SAME AS WING POSITION

23. AV COOL switch - NORM

Pedestal Panel (LOTs 23 and up) -

1. ECM JETT button - NOT PUSHED IN

2. JAMMER switch - OFF

3. RWR switch - OFF

4. DISPENSER switch - OFF

5. AUX REL switch - NORM

6. RUD PED ADJ lever -

a. SET PEDAL POSITION FULL FORWARD

D Cycle left and right pedal to check for binding.

III-7-14

ORIGINAL

A1-F18EA-NFM-000

b. SET PEDAL POSITION AS DESIRED FOR FLIGHT

D Locks securely when RUD PED ADJ lever released.

Restrain the rudder pedals during adjustment. Unrestrained release of

the rudder pedals may damage the rudder pedal mechanism.

Ensure the rudder pedals are locked in position after adjustment. Failure

to lock the rudder pedals may result in uncommanded forward rudder

pedal movement inflight.

Pedestal Panel (LOTs 21 - 22) -

1. ECM JETT button - NOT PUSHED IN

2. DISPENSER switch - OFF

3. ECM knob - OFF

4. DECOY switch - OFF

5. AUX REL switch - NORM

6. RWR switch - OFF

7. Clock - CHECK AND SET

8. RUD PED ADJ lever -

a. SET PEDAL POSITION FULL FORWARD

D Cycle left and right pedal to check for binding.

b. SET PEDAL POSITION AS DESIRED FOR FLIGHT

D Locks securely when RUD PED ADJ lever released.

Right console -

1. Circuit breakers - IN

2. GEN switches - NORM

3. BATT switch - OFF

4. ECS panel - SET

a. MODE switch - AUTO

III-7-15

ORIGINAL

A1-F18EA-NFM-000

Selection of MAN with the ECS mode switch is prohibited. Selecting

MAN while the aft cooling fan shutoff valve is open may cause the fan to

overspeed resulting in a catastrophic fan failure potentially leading to loss

of OBOGS.

b. CABIN TEMP knob - AS DESIRED

c. CABIN PRESS switch - NORM

d. BLEED AIR knob - OFF

e. ENG ANTI ICE switch - OFF

f. PITOT ANTI ICE switch - AUTO

DEFOG handle - MID RANGE

WINDSHIELD switch - OFF

INTR LT panel - SET

a. CONSOLES, INST PNL, and FLOOD knobs - AS DESIRED

b. CHART and WARN/CAUT knobs - AS DESIRED

c. MODE switch - DAY, NITE, or NVG (as required)

Sensor control panel - SET

a. FLIR, LTD/R, and LST/NFLR switches - OFF/SAFE/OFF

b. INS and RADAR knobs - OFF

NVG storage container - CHECK SECURE

7.1.6 Interior Checks - WSO.

1. Leads, leg restraints, and harness - SECURE/ADJUST

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

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

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

with hardware on inboard side of the legs. Connect and adjust lap belt straps. Attach parachute

Koch fittings to harness buckles. Check operation of shoulder harness locking mechanism.

III-7-16

ORIGINAL

A1-F18EA-NFM-000

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

ensure that the legs will be pulled back upon ejection. This enhances

seat stability and prevents leg injury by keeping the legs from flailing

following ejection.

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

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

ensure that no entanglement exists with the oxygen hose. Misrouting

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

hose disconnect causing unintentional oxygen/communications dis-

connect in-flight.

2. Ejection control handle - CLEAR

3. Ejection control handle pin - VERIFY REMOVED

In trainer configured aircraft -

1. Control stick - CHECK SECURE

2. UFCD adapter - VERIFY NOT INSTALLED

Forward stick throw is restricted if a rear cockpit control stick and UFCD

adapter are both installed.

3. Throttles - CHECK CONDITION

4. RUD PED ADJ lever - ADJUST PEDAL POSITION

Left console -

1. OXY FLOW knob - OFF

2. Left hand controller - CHECK SECURE

3. CANOPY JETT handle - OUTBOARD AND DOWN

4. VOL panel - SET AS DESIRED

5. RECCE panel - SET

a. POD PWR knob - OFF

b. ATARS switch - OFF

III-7-17

ORIGINAL

A1-F18EA-NFM-000

Instrument panel -

(LOTs 21-24) EMERG LDG GEAR handle - STOWED

(LOTs 21-24) EMERG BRK handle - STOWED

The position of the EMERG BRK handle is the only indication that

emergency braking is selected: no warning or caution is displayed. The

EMERG BRK handle(s) must be fully stowed in both cockpits to ensure

that normal braking with anti-skid is available.

Due to friction in the EMERG BRK handle mechanism, the handle may

not return to the fully stowed position unless positively pushed.

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

NOTE

Power to the UFCD is controlled by the MPCD knob, so the UFCD

knob does not need to be OFF.

4. EMERG JETT button − NOT PRESSED IN

5. COMM 1 and 2 knobs - OFF

6. Standby attitude reference indicator - CAGED

7. EJECTION MODE handle - NORM

Right console -

1. Right hand controller - CHECK SECURE

2. INTR LT panel - SET

a. CONSOLES, INST PNL, and FLOOD knobs - AS DESIRED

b. CHART and WARN/CAUT knobs - AS DESIRED

3. NVG storage container - CHECK SECURE

7.2 ENGINE START

A self-contained (battery/APU) start is the primary method for starting the engines. The aircraft

also has provisions for starting on external power, external air, or opposite engine bleed air (crossbleed)

for circumstances when that may be appropriate (e.g., alert launch, low battery, maintenance, engine

restart after APU shutdown, etc.). As such, the steps for a ″normal″ battery/APU start are numbered

below, while steps for alternate starting sources are lettered.

III-7-18

ORIGINAL

A1-F18EA-NFM-000

With an external power start, all electrical systems are operative. With a battery start, power is

available to operate the APU and engine fire warning systems, the caution lights panel, the intercom

system between the aircrew and the ground crew, the cockpit utility light, and the EFD backup display.

The right engine is normally started first in order to provide normal hydraulics to the brakes. During

first engine battery start, the EFD RPM indication typically jumps from 0 to 5 or 10%, and light-off

is indicated by TEMP rising from a minimum reported value of approximately 190°C. When the

corresponding generator comes online (approximately 60%N₂ rpm), the engine crank switch returns to

OFF. After both generators are online, the APU will run for 1 minute and then shut down

automatically.

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

(75% N₂ rpm or less) for 5 minutes prior to shutdown and a restart

must be made between 15 minutes and 4 hours after shutdown, the

engine must be motored for 1 minute at 29%N₂ or greater before

restart.

• To prevent vibration and damage to compressor blades, do not allow

N₂ rpm to dwell between 26 to 29%during engine motoring.

7.2.1 Intercockpit Communications (F/A-18F). The following Challenge/Response voice communi-

cations are mandatory:

Challenge

Response

Pilot - ICS check

WSO - Loud and clear

Pilot - Fire warning

WSO - Roger (Optional)

Pilot - Starting APU left/right

WSO - Roger (Optional)

WSO - Good waypoint zero

Pilot - Roger (Optional)

Pilot - Canopy

WSO - Clear/standby

7.2.2 Engine Start Checks. In the F/A-18F, the WSO must monitor pilot procedures, EFD indica-

tions, and plane captain signals to ensure maximum safety during engine start.

1. BATT switch - ON

III-7-19

ORIGINAL

A1-F18EA-NFM-000

2. Battery gauge - CHECK

NOTE

Nominal voltage for a ″good″ battery should be 23 to 24 vdc. Minimum

battery voltage is that which provides a successful engine start (i.e.,

APU remains online and the EFD remains powered to provide

indications of RPM and TEMP). EFD blanking and/or uncommanded

APU shutdown should be anticipated with a battery voltage at or

below approximately

vdc. If a weak battery results in an

unsuccessful engine start attempt, the battery should be charged or

replaced prior to takeoff, since the battery provides the last source of

electrical redundancy for the FCCs.

3. Caution Lights Panel - CHECK CABIN light on (if CPWS installed)

4. ICS - CHECK

With external electrical power -

a. EXT PWR switch - RESET

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

c. L(R) DDI, HUD, and MPCD knobs - ON (both cockpits)

d. COMM 1 and 2 knobs - ON/VOLUME AS DESIRED (both cockpits)

e. LT TEST switch - TEST (both cockpits)

f. MPCD/UFCD - ENTER DESIRED WAYPOINTS

All starts -

5. FIRE warning test - PERFORM

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

successfully passed)

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

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

successfully passed)

NOTE

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

should illuminate in each TEST position: both FIRE lights

(all

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

warning lights. Additionally, the following voice aural warnings should

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

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

III-7-20

ORIGINAL

A1-F18EA-NFM-000

NOTE

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

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

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

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

aircrew of a test failure.

• Failure to pause in NORM for at least 3 seconds between TEST A and

TEST B results in a false BALD failure MSP code.

6. Forward MPCD and UFCD knobs - ON

NOTE

Forward MPCD and UFCD need to be turned on to display the

backup HUD format and L/R ATS cautions.

If APU start -

7. APU ACC caution light - VERIFY OFF

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

To prevent an APU running engagement and to prevent APU exhaust

torching, a minimum of 2 minutes must elapse between APU shutdown

and another APU start.

NOTE

If an APU fire or overheat condition is detected on the ground, the

APU fire extinguishing system will automatically shutdown the APU

and, after 10 seconds, will discharge the extinguisher bottle.

If external air start -

a. BLEED AIR knob - OFF

All starts -

Regardless of the engine start air source utilized, the corresponding GEN

switch should be ON, as the generator provides primary overspeed cutout

protection for the ATS.

9. ENG CRANK switch - R

III-7-21

ORIGINAL

A1-F18EA-NFM-000

10. Right throttle - IDLE (10% N

2 minimum. Oil pressure should be a minimum of 10 psi within 30

seconds. Maximum transient EGT during start is 871°C).

NOTE

During ground starts only, the FADEC will automatically cut back fuel

flow to prevent EGT from exceeding 815°C. If required, fuel flow will

be reduced to the point of engine flameout. While this mechanization

is provided to prevent engine damage due to an overtemp, the aircrew

should not rely on it to prevent a hot start.

11. CFIT voice warnings - CHECK (OFP 18E: ″ROLL-LEFT...ROLL-LEFT″) (OFP 13E: ″ROLL-

OUT...ROLL-OUT″)

NOTE

MC1 does an ACI configuration check after the generator comes on

line during a cold start power-up by commanding the above voice

warning. If the ACI does not contain the appropriate software, the

″ROLL-LEFT...ROLL-LEFT″ voice warning is not heard and the MC1

will assume an incompatible ACI is installed in the aircraft, GPWS/

TAWS voice warnings are not available and only the recovery arrow

will be displayed during a CFIT condition.

12. Battery gauge - VERIFY 28 vdc

NOTE

If the battery gauge fails to reach approximately

28 vdc with one

generator online, a battery charger malfunction has occurred which

requires maintenance action prior to flight.

13. L(R) DDI, HUD, and MPCD knobs - ON (both cockpits)

During a battery start of the right engine, recognition of a R ATS caution

will be delayed until the displays are turned on. Once the displays are

powered, verify that the R ATS caution is not set.

14. HMD switch (if applicable) - ON

15. EFD - CHECK

III-7-22

ORIGINAL

A1-F18EA-NFM-000

Ground idle -

RPM

61% minimum

TEMP

250° to 590°C

600 to 900 pph

OIL

35 to 90 psi (warm oil)

NOZ

77% to 83%

NOTE

Following the initial start of each engine, engine anti-ice airflow will

turn on automatically 45 seconds after the engine reaches idle power

and will remain on for 30 seconds, provided the throttle remains at

IDLE. The corresponding LHEAT or RHEAT advisory will be

displayed during this engine anti-ice functional test.

If external power start -

a. External electrical power - DISCONNECT

If APU or crossbleed start -

16. BLEED AIR knob - NORM

NOTE

The bleed air shutoff valves close during the fire warning test, so the

BLEED AIR knob must be rotated from OFF to NORM with ac power

applied to reset the valves.

17. LT TEST switch - TEST (both cockpits)

For a crossbleed start ensure the APU switch is OFF. The operating engine should be advanced

to a minimum of 80% N₂.

18. ENG CRANK switch - L

19. Left throttle - IDLE (10%N₂ minimum)

20. ENG CRANK switch - CHECK OFF

21. EFD - CHECK

If external air start -

a. BLEED AIR knob - NORM

7.3 BEFORE TAXI CHECKS

1. WYPT 0 and MVAR - CHECK/SET

2. GPWS/TAWS - CHECK BOXED

3. INS knob - CV or GND (PARK BRK SET)

III-7-23

ORIGINAL

A1-F18EA-NFM-000

4. RADAR knob - OPR

5. FLIR and LST/FLR switches - AS DESIRED

6. UFCD avionics - TURN ON

a. RALT - ON/SET

b. TCN - ON, T/R, CH SET

c. IFF - ON/MODES UNBOXED

7. WINGFOLD switch - SPREAD

8. FCS RESET button - PUSH (verify RSET advisory displayed)

NOTE

Prior to takeoff

(cycle to WoffW), a successful FCS RESET

automatically clears all BLIN codes.

If no reset (RSET advisory displayed) -

a. FCS exerciser mode - INITIATE (push the FCS RESET button while holding the FCS BIT

consent switch up)

In standard or warm conditions, do not initiate the FCS exerciser mode

multiple times in an attempt to get a successful FCS RESET. In such

conditions, multiple initiations may excessively elevate hydraulic system

temperatures, increasing actuator and hydraulic pump seal wear and

potentially decreasing component life.

b. FCS RESET button - PUSH (verify RSET advisory displayed)

After successful FCS reset -

9. FLAP switch - AUTO

10. FCS IBIT - PERFORM

a. FCS BIT consent switch - HOLD UP THEN PRESS THE FCS OPTION

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

c. FCS A and FCS B BIT status - VERIFY GO

d. FCS display - VERIFY NO BLIN CODES

III-7-24

ORIGINAL

A1-F18EA-NFM-000

Flight with BLIN codes could result in a FCS failure and aircraft loss.

Pressing the FCS RESET button simultaneously with the paddle switch

does not correct BIT detected FCS failures; it simply clears the BLIN

codes from the FCS display. FCS IBIT must be re-run after clearing

BLIN codes to ensure that previously detected failures no longer exist. If

BLIN codes remain following IBIT, maintenance action is required to

identify and correct failures in the FCS.

NOTE

• With the wings folded, both ailerons are X’d 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.

• With the wings folded, a BIT status indication 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 X’s and/or BLIN codes and contact

maintenance personnel.

11.

Trim - CHECK (check pitch, roll, and yaw trim for proper movement in all directions)

NOTE

It is not possible to trim the stabilators to negative values (TED) with

WonW.

III-7-25

ORIGINAL

A1-F18EA-NFM-000

12. T/O TRIM button - PRESS UNTIL TRIM ADVISORY DISPLAYED (stabilators 4° NU)

NOTE

If the TRIM advisory does not appear, longitudinal trim is not set for

takeoff. The CHECK TRIM caution will be displayed when both

throttles are advanced beyond 27° THA if the stabilators are trimmed

less than 3.5° TEU with the launch bar up (field takeoff) or 6.5° TEU

with the launch bar down (carrier takeoff).

13. Controls - CHECK (tolerance ±1°)

a. Control stick - CYCLE

(1) Full aft

- CHECK 24° NU STABILATOR (check left and right stabilators

track symmetrically within ±1° of each other)

At certain ejection seat heights, the A/A weapon select switch may hook

the EJECTION handle at the full aft stick deflection. With an armed

seat, inadvertent ejection initiation may occur if the stick returns to a

neutral position.

(2) Full fwd - CHECK 20° ND STABILATOR (check left and right stabilators

track symmetrically within ± 1° of each other)

(3) Full L/R - CHECK 30° DIFFERENTIAL STABILATOR (21° with tanks or A/G stores on

any wing station)

- CHECK DIFFERENTIAL TEFs

b. FLAP switch - HALF

c. Rudder pedals - CYCLE RUDDERS 40° L/R

d. FLAP switch - FULL (carrier-based)

e. TRIM - SET FOR CATAPULT LAUNCH (carrier-based)

14. PROBE, speedbrake, LAUNCH BAR switches and HOOK handle - CYCLE (LAUNCH BAR

optional for shore based operations.)

Ensure HOOK handle is fully up to minimize the probability of inadvertent hook drops during

catapult launch.

15. Pitot and AOA heat check - PERFORM

a. PITOT ANTI ICE switch - ON

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b. Make sure ground crew verify proper operation

c. PITOT ANTI ICE switch - AUTO

Failure of both AOA probe heaters in icing conditions may cause a sharp

uncommanded nose down attitude, uncontrollable by normal stick forces

or paddle switch actuation.

16. AV COOL switch emergency check (if ground personnel present)

a. AV COOL switch - EMERG then release

b. Make sure ground crew verify proper operation and stows emergency scoop.

17. APU - VERIFY OFF

18. FLBIT option - SELECT

19. BINGO - CHECK/SET

20. CVRS - AS DESIRED (both cockpits)

21. Standby attitude reference indicator - UNCAGE AND ERECT (both cockpits)

22. Altimeter setting - SET (both cockpits)

a. Altimeter setting displayed on HUD.

b. HUD altitude displayed within ±30 feet of parking spot elevation.

c. Standby altimeter within ±60 feet of parking spot elevation.

NOTE

If the standby altimeter barometric pressure is adjusted during the

FCS IBIT, the altitude reading displayed in the HUD will not change

until the IBIT is complete.

23. INS - CHECK

a. Alignment status - VERIFY COMPLETE

b. GPS HERR/VERR - VERIFY WITHIN LIMITS

c. INS knob - NAV or IFA

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NOTE

• Prior to placing the INS switch to IFA for a GPS alignment or for

AINS position keeping, ensure valid GPS data is available. AINS

position keeping is normally available when GPS HERR and VERR

are each less than 230 feet. Double digit GPS HERR/VERR (less than

100 feet) should guarantee AINS position keeping is available.

• Selecting IFA without good GPS data and without a complete carrier

or ground alignment will cause the INS to attempt to perform a radar

IFA and will halt/prevent alignment. If this occurs, return the INS

knob to GND or CV (as appropriate).

d. Verify HUD airspeed indicates less than 50 kts.

24.

MUMI/ID - SELECT/ENTER DATE and FLT

25.

Stores page - VERIFY PROPER STORE INVENTORY AND STATION STATUS

26.

ZTOD/LTOD - BOX TO ENABLE HUD DISPLAY (if desired)

NOTE

• The TIMEUFC option is removed from the HSI format if INS

alignment is being performed (GND, CV, or IFA GPS).

• At GPS power up (first GEN online), SDC time and date are

automatically sent to the GPS to aid the acquisition of satellites. After

satellite acquisition, the GPS backloads satellite time to the SDC thus

synchronizing the SDC with precise GPS time. This GPS time

backload is only performed once per flight after the initial MC1 power

up.

• Manually changing ZTOD, LTOD, or the DATE with WonW resets

SDC time and/or date and reinitializes the GPS (even if GPS had a

good satellite acquisition). GPS reinitialization will delay the avail-

ability of AINS position keeping. GPS time synchronization will not be

available until a subsequent MC1 power-up (cold start). ARC-210

radios will need to be re-synched to enable HAVE QUICK operations.

27.

Weapons/sensors - ON/BIT CHECK (as required)

28.

BIT page - NOTE DEGD/FAIL INDICATIONS

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F18. FLIGHT MANUAL (2008) - page 21