F18. FLIGHT MANUAL (2008)

A1-F18EA-NFM-000

29. HMD - ALIGN (both cockpits)

NOTE

Canopy must be down and locked to align HMD/AHMD.

(CVRS record HMD if desired)

a. SUPT/HMD/ALIGN page - SELECT

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

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

FAIL

If ALIGN FAIL -

d. Repeat steps b and c.

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

d. Perform FINE ALIGN.

(1) With FA DXDY displayed, use TDC to align azimuth and elevation HMD alignment

crosses with the HUD/BRU alignment cross.

(2) Cage/Uncage button - PRESS and RELEASE

(3) With FA DROLL displayed, use TDC to align the roll axis HMD alignment crosses with the

HUD/BRU alignment cross.

(4) Cage/Uncage button - PRESS and RELEASE

If satisfied with alignment -

e. ALIGN - UNBOX

30. Standby attitude data - CHECK

a. ATT switch - STBY

b. Verify INS attitude data is replaced by standby

attitude data on the HUD and check

agreement of standby and INS data.

c. ATT switch - AUTO

31. OBOGS system - CHECK

a. OBOGS control switch - ON

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

c. OBOGS flow - CHECK

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d. OBOGS monitor electronic BIT pushbutton - PRESS AND RELEASE

e. Verify OBOGS DEGD caution set and removed (within 15 seconds).

f. OXY FLOW knob - OFF/MASK OFF (both cockpits)

Continued operation and use of the OBOGS system with an OBOGS

DEGD caution may result in hypoxia.

7.4 TAXI CHECKS

1. Canopy - EITHER FULL UP OR FULL DOWN FOR TAXI

Taxiing with the canopy at an intermediate position can result in canopy

attach point damage and failure.

2. Normal brakes - CHECK

3. Nosewheel steering - CHECK IN HIGH MODE L/R

NOTE

When using brakes, apply firm, steady brake pedal pressure. Use

nosewheel steering whenever possible, minimizing differential braking.

Avoid dragging brakes or light brake applications except as necessary

for drying wet brakes. Wet brakes can degrade brake effectiveness by

as much as 50%. Hard momentary braking with wet brakes during taxi

can reduce drying time. At heavy gross weight, make all turns at

minimum speed and maximum practical radius.

7.5 TAKEOFF

7.5.1 Before Takeoff Checks.

For MAX power catapult launches -

1. ABLIM option - BOX

2. ABLIM advisory - VERIFY DISPLAYED

For all takeoffs -

3. CHKLST page (figure 7-2)

a. FUEL TYPE - VERIFY

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NOTE

Rear cockpit command eject is enabled when the EJECTION MODE

handle is in the AFT INITIATE position. When a passenger unfamiliar

with the F/A-18F occupies the aft cockpit, the NORM position may be

utilized.

4. Canopy - CHECK CLEAR/CLOSED

Prior to operating the canopy switch, confirm aircrew are clear to reduce

the potential for injury.

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

It is possible to place the OXY FLOW knob in an intermediate position

between the ON and OFF detents, which may result in a reduced flow of

oxygen. The OXY FLOW knob should always be fully rotated to the ON

or OFF detent position.

6. IFF sublevel - BOX REQUIRED MODES

7. PARK BRK handle - FULLY STOWED

8. ENG page - CHECK ENGINES AT MIL (if desired)

N₁ RPM

86 to 98%

N₂ RPM

88 to 100%

EGT

720 to 932°C

11,000 pph max

NOZ POS

0 to 45% open

OIL PRESS

80 to 150 psi

7.5.2

Normal Takeoff. Predictions for takeoff performance (nosewheel liftoff speed, takeoff speed,

takeoff distance, and abort speed) should be calculated in the preflight brief based on aircraft

configuration and expected ambient conditions. These predictions are based on the following

technique: both engines stabilized at 80%N₂ rpm, simultaneous brake release and throttle advance to

MIL or MAX, ½-aft (2.5 inches) stick rotation at the predicted nosewheel liftoff speed. This technique

should be used when ambient conditions and performance predictions warrant minimizing takeoff roll.

Review these numbers prior to takeoff.

The takeoff checklist should be completed prior to taking the duty runway. For single-ship takeoffs,

taxi to runway centerline and allow the aircraft to roll forward slightly to center the nosewheel. Begin

the takeoff roll by releasing the brakes, advancing the throttles from IDLE to MIL, and checking EGT

and RPM. If an afterburner takeoff is desired, further advance the throttles to MAX (full forward).

Check for proper afterburner light-off as indicated by both nozzles opening. As the aircraft accelerates

during the takeoff roll, track runway centerline using small rudder pedal inputs

(e.g., NWS

commands). NWS is the most effective means of directional control during takeoff. Differential

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braking is much less effective and should therefore be avoided. The NWS system (low gain)

incorporates a yaw rate feedback input from the FCCs, which is designed to suppress directional PIO

tendencies by increasing directional damping during takeoff.

At nominal takeoff CG, aft stick will be required to rotate the aircraft. Approaching the predicted

nosewheel liftoff speed, ease the stick back to approximately 1/3 to 1/2 aft stick (1-1/2 to 2-1/2 inches).

Hold this input until the velocity vector rises to approximately 3 to 5°. Capture and climb/accelerate

at the desired flight path angle.

When clear of the ground with a positive rate of climb, raise the LDG GEAR handle and place the

FLAP switch to AUTO. In a flat takeoff attitude with MAX power selected, the aircraft will accelerate

rapidly towards gear speed. If required, reduce power to MIL or below to ensure the landing gear is up

and locked (light in the LDG GEAR handle is out) before passing 250 KCAS.

Takeoff performance is greatly affected by gross weight, center of gravity,

power setting, stabilator position, and ambient conditions. Under adverse

conditions (e.g., hot, heavy, and forward CG), takeoff speeds may be

significantly higher than those routinely seen at nominal conditions.

Knowing the aircraft’s predicted takeoff performance should prevent a

high speed abort in what is a normally functioning aircraft.

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• Under the most extreme conditions (e.g., hot, heavy, and forward CG),

nosewheel liftoff speed may exceed the nose tire limitation (195 KGS).

The takeoff technique and/or the aircraft configuration may need to

be adjusted to remain within limitations.

• Large aft stick inputs, particularly with CG near the aft limit, can

result in significant over-rotation. With pitch attitude above 10°, the

trailing edge of the stabilators can impact the ground if a large forward

stick input is used to check the over-rotation. Above

14° pitch

attitude, the engine exhaust nozzles may contact the ground. There-

fore, pitch attitude shall not exceed 10° on takeoff.

• Takeoff with significant standing water (greater than 1/4 inch) on the

runway may cause water ingestion, which in extreme cases can cause

engine stalls, flameouts, AB blowouts, and/or engine FOD.

7.5.3 Crosswind Takeoff. Crosswind takeoffs should be performed using the normal takeoff tech-

nique. However, the pilot should expect to make slightly larger and more frequent rudder pedal inputs

to track runway centerline. As the aircraft accelerates and the ailerons become effective, lateral stick

into the wind may be desired to maintain wings level throughout the remainder of the takeoff roll and

rotation. As the aircraft becomes light on the main wheels, the aircraft will tend to yaw into the wind.

Slight main tire scrubbing can be expected. Allow the aircraft to crab into the wind at takeoff, while

continuing to maintain runway centerline during the gear transition and early climbout.

When calculating crosswind component for takeoff or landing, use the full

value of any reported gusts in your calculations.

7.5.4 After Takeoff Checks.

When definitely airborne -

1. LDG GEAR handle - UP

2. FLAP switch - AUTO

7.6 AIRBORNE CHECKS

7.6.1 Climb. For safe maneuverability of the aircraft, up to 350 KCAS may be required up to 10,000

feet. For optimum climb performance, refer to A1-F18EA-NFM-200.

7.6.2 10,000 Foot Checks.

1. Cabin altimeter - VERIFY 8,000 FEET

2. Fuel transfer - CHECK INTERNAL and EXTERNAL

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3. RALT - CHECK/SET to 5,000 FEET

7.6.3 Cruise. Maximum range and maximum endurance data can be found in the performance charts

contained in A1-F18EA-NFM-200. Maximum range cruise is approximated by establishing 3.0° AOA,

but no faster than Mach 0.85. Maximum endurance cruise is approximated by establishing 3.7° AOA.

7.6.3.1

Cruise Check.

1. Cabin altimeter - MONITOR

Aircraft Altitude

Cabin Altitude

Less than 8,000 feet

Ambient

8,000 to 24,500 feet

8,000 feet

Greater than 24,500 feet

Alt x 0.4 (rule of thumb)

A slowly increasing cabin pressure altimeter may be the first or only

warning of a gradual loss of cabin pressurization.

7.6.3.2

RVSM Checks

When at assigned altitude on HUD -

1. AOA Crosscheck (REQUIRED ONCE)

a. Compare L and R AOA values on FCS page.

b. If L and R AOA values differ by more than 2°, notify ATC that the aircraft is no longer RVSM

compliant.

2. Altitude Crosscheck (REQUIRED PERIODICALLY)

With MC OFP H5E AND UP -

a. Compare STBY CHK value (HSI/DATA/(A/C)) to standby altimeter. These are uncorrected

altitudes.

Otherwise -

a. Add standby altimeter error (Standby Altimeter Error table below) to standby altimeter and

compare to HUD altitude.

All aircraft -

b. If altitudes differ by more than 250 feet, notify ATC that the aircraft is no longer RVSM

compliant.

c. If an ″X″ appears to the right of the HUD baro altitude box, notify ATC that the aircraft is no

longer RVSM compliant.

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Standby Altimeter Error

Mach Number

Standby Altimeter Error (Feet)

0.50

120

0.60

150

0.65

175

0.70

200

0.75

220

0.80

280

0.85

260

0.90

330

0.92

380

7.7 LANDING CHECKS

7.7.1 Descent/Penetration. The windshield may fog rapidly under conditions of very high aircraft

descent rates and high humidity. In such conditions, consider preheating the windshield by placing the

DEFOG handle to HIGH and, if necessary, by placing the WINDSHIELD switch to either ANTI ICE

or RAIN. The maximum comfortable cockpit temperature should be maintained to aid in windshield

defog.

Normal instrument penetration is 250 KCAS with a 4,000 to 6,000 feet per minute descent rate. For

safe maneuverability of the aircraft, up to 350 KCAS may be required below 10,000 feet. Refer to

A1-F18EA-NFM-200, for optimum descent profiles. Before starting descent, perform the following:

7.7.1.1

Descent/Penetration Checks.

1. HOOK handle/HOOK BYPASS switch - AS REQUIRED/DESIRED

2. Exterior lights - SET FOR LANDING

3. Visual ID IDENT knob - NORM

4. ENG ANTI ICE switch - AS REQUIRED

5. PITOT ANTI ICE switch - AUTO

6. DEFOG handle - HIGH (if required)

7. WINDSHIELD switch - AS REQUIRED

8. Altimeter setting - CHECK

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14. Weapons/sensors - OFF AS REQUIRED

7.7.2 VFR Landing Pattern Entry. See figure 7-3. Typically, the VFR landing pattern can be entered through

several methods: the break, downwind entry, VFR straight-in, or low approach/touch-and-go from a GCA.

Regardless of the entry method, enter the pattern at the altitudes and airspeeds prescribed by local course rules.

A normal break is performed by executing a level turn to downwind with the throttles reduced to IDLE and the

speedbrake function enabled (if required to reduce airspeed). The desired abeam distance is 1.0 to 1.3 nm. The

g-level required to achieve the desired abeam distance will be a fallout of break airspeed.

As airspeed decelerates below 250 KCAS, lower the LDG GEAR handle and place the FLAP switch to FULL.

If enabled, the speedbrake function will retract automatically when the FLAP switch is moved from the AUTO

position. Continue to decelerate to on-speed AOA (8.1 deg). Longitudinal trim inputs are required with the flaps

in HALF or FULL. The MI code for on-speed AOA is unit 14, address 15743, data 3300.

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

greater than six digits long is prohibited since it may cause all four FCC channels

to shut down which will result in loss of aircraft control.

With MC OFP H3E AND UP, the pitch trim AOA value is displayed on the HUD while trimming and for two

seconds after trimming, and continuously on the FCS page with WoffW and flaps in HALF or FULL. The HUD

value is displayed with or without ATC engaged but will not be displayed with autopilot engaged. If the autopilot

is ″paddled off″ and AOA is greater than or equal to 6°, pitch trim is automatically set to on-speed. Trim the

aircraft hands-off and on-speed. Compare airspeed and AOA. Onspeed AOA is approximately 136 KCAS at

44,000 lb gross weight (max trap). Subtract (add) 1½ KCAS for each 1,000 lb decrease (increase) in gross weight.

Complete the landing checklist. When wings level on downwind, descend to pattern altitude (600 ft AGL for the

low pattern). Ensure the ground track pointer is on the exact reciprocal of runway heading.

7.7.2.1

Landing Checks.

1. Landing checklist - COMPLETE:

WHEELS

FLAPS

HOOK

ANTI SKID

HARNESS

DISPENSER

EJECT SEL

AOA

2. Report - AFT INITIATE, 3 DOWN AND LOCKED, FLAPS FULL (HALF), AOA CROSS-

CHECKED

7.7.3 VFR Landing Pattern and Approach. At the abeam position, pick a spot on the ground as a reference

point. (At the ship, TACAN will be used to adjust abeam distance). Remember this abeam position, as all abeam

distance corrections will use it as a reference. From the abeam position, time 20 seconds to arrive at a no-wind

180° position. To compensate for winds, subtract one second for each knot of final approach headwind

component. At the 180, roll into 27 - 30° AOB, add power, and adjust rate of descent to 300 to 400 fpm. Maintain

on-speed AOA. This should place the velocity vector about 1° below the horizon with its wingtip below the

horizon bar. If required, adjust rate of descent to arrive at the 90° position at 450 ft AGL. Develop an instrument

scan for the turn from the 180 to the 90, because an instrument scan will be required at the ship.

At the 90, glance at runway centerline and the lens and adjust AOB to arrive on extended centerline.

From the 90, rate of descent must be increased by reducing power and adjusting the velocity vector to

1½ to 2° below the horizon, on-speed. This will produce a rate of descent of 400 to 500 fpm to arrive

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A1-F18EA-NFM-000

at the 45° position at 320-370 feet AGL. From the 45, continue to increase rate of descent to

approximately 500-600 fpm with a power reduction to arrive at ″the start″ on centerline, at 220 to 250

feet AGL, with 650 to 750 fpm rate of descent, on-speed. The optimum rate of descent will vary with

glideslope angle, approach speed, and headwind component.

The approach turn from a pattern altitude greater than 600 ft AGL is slightly different. At the 180,

adjust rate of descent between 400 - 700 fpm to arrive at the 90 at approximately 500 ft AGL. This

requires a power reduction at the 180 rather than a power addition. Power will need to be added at the

90 to break the rate of descent to 400 to 500 fpm in order to arrive at the 45 at the same flight conditions

as the low pattern.

7.7.4 Pattern Adjustments. Deviations to the standard no-wind pattern will be required based on

headwind, crosswind, approach speed, and starts by adjusting abeam distance. Adjust the ground

reference point and fly exactly the same AOB as the previous pass. Correct for long-in-the-groove or

not-enough-straight-away starts by adjusting the timing from the abeam to 180° positions. Correct for

high or low starts by adding or subtracting 20 to 50 feet from the target altitudes at and inside of the

90. The purpose of pattern adjustments is to determine a repeatable pattern technique which will

produce consistent starts.

7.7.5 Final Approach. The desired final approach is flown by maintaining a centered ball to

touchdown on runway centerline and on-speed. Timely, well-controlled power corrections will be

required to capture and/or maintain the desired glideslope. A complete discussion of glideslope

geometry and glideslope corrections will be covered during the FRS training syllabus and/or by

squadron LSOs.

7.7.6 ATC Approaches. If an ATC approach is desired, engage ATC when wings level on downwind

at or near on-speed AOA. With ATC engaged, the aircraft must still be manually trimmed to on-speed

AOA. Unlike a manual throttles approach, nose position (i.e., velocity vector placement) now controls

power. Fly the same pattern as a manual approach. Coming off the 180, roll into 27 to 30° AOB and

lower the velocity vector approximately 1 to 2° below the horizon. ATC will add power as the aircraft

rolls into the turn. Reposition the velocity vector to maintain 300 to 400 fpm rate of descent. Passing

through the 90, lower the velocity vector slightly to pick up a 400 to 500 fpm rate of descent. Rolling

wings level in the groove, lower the velocity vector further to about 3°. Power corrections required to

adjust glideslope are made by repositioning the velocity vector with forward or aft stick inputs. For best

results, make small corrections in velocity vector placement and be smooth. Avoid large, rapid, cyclic

stick motion or ″stick pumping″ as these inputs can produce a PIO with the autothrottles.

Although ATC is capable of handling almost all glideslope corrections, the stick inputs required to

successfully correct large deviations can be difficult to make. In general, if the ball is more than 1 ball

from the center, consider disengaging ATC and executing a manual pass.

7.7.7 FPAH/ROLL - ATC Approaches. The FPAH/ROLL autopilot mode, when utilized with ATC,

provides an alternative method for landing the aircraft. The FPAH/ROLL mode is designed to reduce

pilot workload by maintaining flight path angle (FPA) and roll attitude. When the velocity vector is

positioned as desired and the stick is neutralized, the autopilot maintains the current FPA and roll

attitude, making corrections for wind gusts or disturbances as required. Repositioning the velocity

vector with longitudinal or lateral stick inputs changes the reference FPA and/or roll attitude that the

autopilot holds when the stick is released. In FPAH/ROLL, aircraft response to longitudinal stick

inputs is slightly sluggish compared to CAS while response to lateral stick inputs is essentially the

same.

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Once the velocity vector is placed in the desired position, the stick is neutralized, and the pilot

essentially monitors autopilot progress. Corrections should be small and applied only when required.

Learning to make appropriate corrections and to stay out-of-the-loop when corrections are not

required takes practice to achieve good results. With practice, smooth, consistent landings can be

achieved even in gusty wind conditions.

NOTE

Use of FPAH/ROLL without ATC may result in more difficult AOA

control and is not recommended.

7.7.7.1

FPAH/ROLL - ATC Approach Technique (field only). If an FPAH/ROLL - ATC approach is

desired, engage ATC when wings level on downwind and trim for on-speed AOA. Select FPAH/ROLL

from the A/P sublevel on the UFCD, and ensure both modes are boxed.

Fly the standard landing pattern utilizing the numbers and velocity vector positioning described in

the ATC Approaches paragraph. A push and roll is required to establish the approach turn. Once the

velocity vector is positioned, neutralize the stick and monitor autopilot progress. No back stick should

be required in the turn. Passing through the 90 and approaching the start, push forward stick to lower

the velocity vector and establish the desired rate of descent and then neutralize the stick. If on

glideslope, roll wings level in the groove using only lateral stick inputs. Longitudinal stick inputs should

not be required, as the autopilot compensates automatically to maintain FPA. Similarly, if on

glideslope, make lineup corrections solely with lateral stick.

If the ball is not centered, adjust the velocity vector (i.e., reference FPA) up or down accordingly and

allow the autopilot to fly the aircraft back to glideslope. Approaching a centered ball, adjust the

velocity vector to the desired flightpath and neutralize the stick. The autopilot should then maintain

FPA (ideally a centered ball) and compensate automatically for gusts. Make corrections with small,

discrete longitudinal stick inputs and evaluate the correction before applying another. If the ball is

centered and stable, the system works best if longitudinal inputs are minimized. There may be

noticeable pitch motion, similar to what is seen on a Mode-1 ACLS approach, as the airplane responds

to gusts, but FPA should be stable.

FPAH/ROLL is less capable at handling large deviations than CAS - ATC. In general, if the ball is

more than 1 ball from the center, consider disengaging FPAH/ROLL with the paddle switch and

executing an ATC or manual pass.

7.7.8 Full Stop Landings. Maintain approach rate of descent and power setting by flying a centered

ball to touchdown or by placing the velocity vector at least 500 feet past the runway threshold. After

touchdown, place the throttles to IDLE and track runway centerline using small rudder pedal inputs.

The engines will not select ground idle until the aircraft has decelerated below 80 KCAS. While the

rudders are effective above 100 KCAS, NWS is the most effective means of directionally controlling the

aircraft during landing rollout. Low gain NWS is activated automatically at touchdown with weight on

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the nose landing gear and at least one main landing gear. Differential braking to maintain directional

control is not as effective and should normally be avoided.

Use of NWS HI during landing rollout is not recommended, as it may

lead to directional PIO due to the increased sensitivity of the NWS

system to rudder pedal inputs.

Engaging NWS HI while maintaining a rudder pedal input will greatly

increase nosewheel deflection and may cause loss of directional control.

7.7.9 Braking Technique. Under normal circumstances, the best results are attained by applying

moderate to heavy braking with one smooth application of increasing braking pressure as airspeed

decelerates towards taxi speed. Anti-skid is effective down to approximately 40 KGS. Below 40 KGS,

heavy brake pedal pressure should be relaxed to prevent tire skid. Below 35 KGS, steady but firm

brake pedal pressure should be applied. Steady, light brake applications should be avoided, as they

increase brake heating, do not significantly contribute to deceleration, and ultimately reduce braking

effectiveness. If desired, selecting aft stick (up to full) below 100 KCAS will increase TEU stabilator

deflection and aid in deceleration. Full aft stick increases down force on the main landing gear, as well

as significantly increasing drag due to large stabilator size.

Recommended braking speeds are based on tests conducted at sea level.

Ground speed may be significantly higher than calibrated airspeed at

airfields above sea level. Aircrew should consider available runway length

and field elevation to evaluate wheel brake usage and landing rollout

distance to avoid excessive brake heat build up and subsequent tire

deflation or wheel assembly fire when landing at airfields above sea level.

Maximum braking performance is attained by applying full brake pedal pressure (approximately 125

lb) immediately after touchdown. Anti-skid must be on to attain maximum braking performance and

to reduce the risk of a blown tire. Longitudinal pulsing may be felt as the anti-skid cycles. Approaching

40 KCAS, full brake pedal pressure should be relaxed to prevent tire skid.

7.7.9.1

Aerobraking Technique. Aerobraking is not required under most circumstances. However,

aerobraking is an effective method to slow heavy gross weight aircraft with a reduced risk of hot brakes

and fire, or to slow aircraft on wet runways. Aerobraking is authorized under the following conditions:

a. Crosswind 5 knots or less

b. Pitch attitude 10° or less

c. Greater than 80 KCAS

d. GAIN ORIDE not selected

e. No FCS AIR DAT or FLAP SCHED cautions

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f. Flap position not changed during aerobraking

After main landing gear touchdown, smoothly apply aft stick to capture a positive pitch attitude

with the waterline, not to exceed 10°. Directional control can be maintained with rudder pedal inputs

and wings can be leveled with lateral stick. At approximately 100 KCAS, center rudder pedals and

smoothly relax aft stick to allow the nose of the aircraft to fall. Avoid abrupt forward stick inputs to

derotate. Once the nosewheel is on the ground, proceed with normal braking technique. Stopping

distance using aerobraking should be approximately that experienced during normal braking.

Large, abrupt aft stick inputs, particularly with CG near the aft limit, can

result in significant over−rotation. With pitch attitude over 10°, the

trailing edge of the stabilators can impact the ground if a full forward

stick input is used to check the over-rotation. Above 14° pitch attitude,

the raised hook point or engine exhaust nozzles may contact the ground.

Therefore, pitch attitude shall not exceed 10° during aerobraking and

abrupt forward stick inputs to derotate should be avoided.

NOTE

Landing distance data in Chapter XI and the PCL are calculated on

maximum braking performance technique listed above. The effect of

aerobraking is not accounted for in the braking distance performance

charts.

7.7.10 Heavy Gross Weight Landings. The aircraft’s 50,600 lb GW field landing limitation provides

the capability to land with a significant amount of fuel and/or stores (approximately 16,000 lb of

bringback). Landing at heavy gross weight, however, requires that the pilot pay particular attention to

braking technique and overall brake usage to avoid excessive brake and wheel assembly heating, melted

fuse plugs, and deflated tires. The wheel assembly fuse plugs are designed to melt and deflate the tires

at temperatures below those which would result in catastrophic tire blowouts. Wheel assembly

temperatures do not, however, reach their peak until approximately 20 minutes after landing, e.g., it

takes 20 minutes for the heat (energy) imparted to the brake assembly at landing to transfer into the

wheel assembly. Due to this slow transfer of heat, it is not uncommon for an aircraft to pass a post flight

hot brakes check yet still melt a fuse plug in the line.

In general, the aircraft’s braking system is designed for landing under the following circumstances

without melting a fuse plug: land at 50,600 lb GW, maximum anti-skid braking at 115 KCAS, three taxi

stops from 30 KGS, park for 15 minutes, three more taxi stops from 30 KGS. If overall brake usage

exceeds these criteria, melted fuse plugs and deflated tires may result. Below approximately 46,000 lb

GW, brake usage following a maximum anti-skid landing (at or below 90%of approach speed) should

be unlimited. Therefore, any landing above 46,000 lb GW should be considered a heavy gross weight

landing.

7.7.10.1 Heavy Gross Weight Braking Technique. Above 46,000 lb GW, delay the initial brake

application to 115 KCAS or lower, if possible. Utilize aerobraking if desired and runway length is not

a factor, otherwise normal braking technique or maximum anti-skid braking is acceptable. Release the

brakes when desired taxi speed is reached. When clear of the runway, make a conscious effort to limit

taxi speed and minimize brake applications, particularly if maximum anti-skid braking was utilized. If

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overall brake usage is extensive, consider chocking the wheels and leaving the parking brake off to aid

in brake cooling and to limit the amount of heat transferred to the wheel assembly.

Recommended braking speeds are based on tests conducted at sea level.

Ground speed may be significantly higher than calibrated airspeed at

airfields above sea level. Aircrew should consider field elevation when

determining the calibrated airspeed at which brakes will be applied to

avoid excessive brake heat build up and subsequent tire delflation or

wheel assembly fire.

7.7.11 Crosswind Landings. During flight test, three crosswind landing techniques were evaluated:

full-crab-to-touchdown, half-crab-kickout, and wing-down-top-rudder. In general, the half-crab-

kickout technique works best and is recommended for all crosswinds up to 30 knots; the full-crab-to-

touchdown technique is acceptable for moderate crosswinds only; and the wing-down-top-rudder

technique is not recommended.

When calculating crosswind component for takeoff or landing, use the full

value of any reported gusts in your calculations.

7.7.11.1 Half-Crab Kickout Technique. In crosswinds up to 30 knots, best crosswind landing results

are attained by performing a half-crab-kickout technique. This technique reduces lateral and

directional oscillations after touchdown and minimizes landing gear side loads.

Fly a full crab approach (wings level, neutral pedals) to approximately 50 feet AGL. Immediately

prior to touchdown, apply one smooth rudder pedal input to ″kick out″ half of the crab angle. Maintain

wings level. Allow the initial directional oscillations to subside, then utilize the normal braking

technique. Stabilator braking with up to full aft stick does not degrade directional control and may be

used to aid deceleration. Lateral stick into the wind will be required and is recommended to maintain

wings level during landing rollout.

Avoid removing half the crab angle too early or removing more than half of the crab angle. This may

cause the aircraft to drift downwind prior to touchdown and increases directional transients after

landing.

7.7.11.2 Full-Crab-to-Touchdown Technique. The landing gear is capable of absorbing the sideloads

imparted during a full-crab-to-touchdown landing in crosswinds up to

30 knots. However, in

crosswinds above approximately 15 knots, the aircraft response produced by this technique can be

uncomfortable. When the main gear contact the ground, the aircraft swerves downwind to align with

the runway and rolls away from the crosswind and into the runway. This roll excursion can be as much

as 8°. Two to three directional oscillations can be expected before the aircraft settles out and tracks

straight. While this motion is controllable, lateral stick inputs to level the wings must be timely, and

rudder pedal inputs must be judicious to control the directional transients. For this reason, a

full-crab-to-touchdown technique is not recommended in crosswinds over 15 knots.

In crosswinds below 15 knots, the roll into the runway and ensuing directional oscillations are small,

and the aircraft tends to track straight soon after touchdown. Fly a full-crab approach (wings level,

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neutral pedals) all the way to touchdown. Apply lateral stick to keep the wings level, allow the small,

initial directional oscillations to subside, and then utilize the normal braking technique.

7.7.11.3 Wing-Down-Top-Rudder Technique. Even in light to moderate crosswinds, a wing-down-

top-rudder approach requires up to full rudder pedal displacement and an excessive bank angle (as

much as 10°) to balance the aircraft with no drift. Landing in this attitude is uncomfortable and should

be avoided. Additionally, any rudder pedal input applied at touchdown produces a large directional

excursion when NWS automatically engages. For these reasons, a wing-down-top-rudder technique is

not recommended.

7.7.12 Wet Runway Landings. Wet runway conditions can induce hydroplaning during landing

rollout. The minimum total hydroplaning speeds of the main landing gear tires (280 psi) and the nose

landing gear tires (150 psi) are 150 KGS and 110 KGS, respectively. Depending on runway conditions,

partial hydroplaning can occur at much lower speeds. If the nose tires are hydroplaning, the aircraft

may respond sluggishly to initial NWS commands. Under such circumstances, increasing rudder pedal

inputs may cause directional excursions when nose tire contact is established. If hydroplaning is

suspected, rudder pedal inputs should be kept as small as practicable.

For wet (standing water) runway conditions, reduce gross weight to the minimum practical. Land

on-speed or slightly slow with the power reduced to idle as soon as possible. Maintaining a constant

attitude and sink rate will help dissipate aircraft energy at touchdown. If directional control is

questionable, do not hesitate to add power, go around, and set up for an arrested landing. If directional

control is comfortable, use maximum anti-skid braking to minimize landing distance.

7.7.13 Asymmetric Stores Landings. The maximum lateral stores asymmetry for field landings is

29,000 ft-lb. For non-crosswind landings, the aircraft handles very much like a symmetrically loaded

aircraft. Trim the aircraft for wings level flight and fly a normal on-speed approach to touchdown.

During periods of moderate to heavy braking, expect the heavy wing to yaw forward. While easily

controlled with small rudder pedal inputs, this motion should be anticipated and countered quickly to

prevent a build up in yaw rate. Best results are attained by judiciously tracking runway centerline with

timely rudder pedal inputs.

For crosswind landings, use the half-crab kickout technique recommended for normal crosswind

landings. At touchdown, expect a slightly larger roll away from the crosswind and into the runway only

if the wind is into the light wing. Lateral stick into the wind will be required and is recommended to

maintain wings level during crosswind landing rollout, particularly when the wind is into the light wing.

Using this technique, asymmetric landings up to 29,000 ft-lb can be safely executed on a normal

3.25° glideslope up to 50,600 lb gross weight and in a 30 knot crosswind.

7.8

POST-FLIGHT CHECKS

7.8.1

After Landing. Do not taxi with the right engine shut down, as normal brakes and NWS are not

available.

7.8.1.1

After Landing Checks.

When clear of active runway -

1. Ejection seat SAFE/ARMED handle(s) - SAFE (confirm status in both cockpits)

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2. EJECTION MODE handle - NORM

Make sure the ejection seat SAFE/ARMED handle is locked in the SAFE

position detent and that the word SAFE is completely visible on the

inboard side of the handle. If the handle will not lock in the detent or the

word SAFE is not completely visible, check to ensure that the ejection

control handle is fully stowed and attempt to resafe the seat. If unable to

properly safe the ejection seat, instruct line personnel to remain clear of

the cockpit until the seat is checked by qualified maintenance personnel.

3. Landing gear handle mechanical stop - CHECK FULLY ENGAGED

If the DOWNLOCK ORIDE button is pressed or the mechanical stop is

not fully engaged, the LDG GEAR handle can be raised on the ground,

and the main landing gear will retract.

4. FLAP switch - AUTO

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

6. Mask - OFF (confirm status both cockpits)

7. OBOGS system - SECURE

a. OXY FLOW knob - OFF (both cockpits)

b. OBOGS control switch - OFF

8. Canopy - EITHER FULL UP OR FULL DOWN FOR TAXI

• Taxiing with canopy at an intermediate position can result in canopy

attach point damage and failure.

• Prior to operating the canopy switch, confirm aircrew are clear and all

loose equipment is stowed to reduce the potential for injury and/or

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engine FOD.

NOTE

Once the ejection seat(s) are confirmed SAFE and the EJECTION

MODE handle is in the NORM position, it is safe to unstrap.

Adjusting seat height after the upper Koch fittings are removed may

damage the ejection seat trombone fittings.

7.8.2 Hot Refueling. When hot refueling for a subsequent flight, the RADAR switch may be left in

OPR or STBY. However, if feed tank fuel temperatures are approaching their 79°C limit, consider

turning off the radar to aid in RLCS/fuel cooling.

Hot refueling must be performed with the canopy closed. Expect the REFUEL DR caution to be

displayed when ground crew open door 8R to expose the single point refueling receptacle. If refueling

of external tanks is not desired, the appropriate EXT TANKS switches must be placed to STOP.

Otherwise, hot refueling through the single point receptacle will fill all internal and external tanks.

NOTE

When hot refueling in Lots

thru

25, the IFR probe must be

extended to refuel any external fuel tanks loaded on the inboard

stations (4 and 8) when external fuel tanks are loaded on the midboard

stations (3 and 9).

The EFD and/or FUEL display can be referenced to monitor refueling progress. Expect external

tanks to refuel slowly until the internal tanks are full.

If an internal tank refuel valve has failed or is leaking, that tank will overfill and direct fuel into the

aircraft vent system. If the aircraft vent tanks overflow, fuel will spill from the vertical tail vent outlets.

When hot refueling is complete, ensure that the fuel cap is properly installed and door 8R is closed:

the REFUEL DR caution should be out and the plane captain/final checker shall give the confirmation

signal. This signal is a cupped, open hand rotated counterclockwise then clockwise followed by a

thumbs up.

For a subsequent flight, expect final checks prior to taxi for takeoff. If placed to OFF prior to

refueling, the RADAR switch may be reselected to OPR when refueling is complete.

A failed or leaking refuel valve can cause rapid overfilling of the aircraft

vent system, fuel spillage from the vent outlet(s), and possible fire if fuel

spills on hot engine components. If this occurs, discontinue hot refueling

immediately.

7.8.3 Before Engine Shutdown Checks.

1. PARK BRK handle - SET

2. BIT display - RECORD DEGD/FAIL INDICATIONS

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3. Radar maintenance (BOA) codes - RECORD IF PRESENT

4. RADAR knob - OFF

5. FCS display - RECORD BLIN CODES

6. EFD - RECORD MSP CODES

7. INS - PERFORM POST FLIGHT UPDATE (if desired)

8. INS knob - OFF

9. Standby attitude reference indicator - CAGE (both cockpits)

10. HMD switch - OFF (both cockpits)

11. CRYPTO switch - AS REQUIRED

NOTE

Ensure the MIDS terminal is on, by ensuring L16 or TACAN is ON,

prior to any attempt to zeroize IFF Mode 4 Crypto Keys via the

CRYPTO switch.

12. Sensors, avionics, and CVRS - OFF

NOTE

The aircraft incorporates an avionics auto-shutdown feature which

powers down all UFCD controlled avionics when both throttles are

secured (ac power removed). Therefore, UFCD controlled avionics do

not need to be secured prior to shutdown.

13. EXT and INTR LT knobs - OFF (both cockpits)

14. Canopy - CHECK CLEAR/OPEN

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A high voltage (100,000 volt) static electrical charge may build up inflight

and be stored in the windscreen and canopy. If possible, ensure that

ground crew discharge the static electricity prior to egress. Otherwise,

avoid direct contact with the outside of the windscreen and canopy to

prevent electrical shock.

15. QDC - DISCONNECTED AND STOWED

Failure to disconnect QDC prior to pilot egress will damage the lower IRC

connection.

7.8.4 Engine Shutdown Checks.

1. Brake accumulator gauge - CONFIRM 3,000 PSI

2. Paddle switch - PRESS (disengage NWS)

3. Confirm 5 minute engine cool down.

NOTE

Before engine shutdown, both engines should be operated at ground

idle

(75%N₂ or less) for 5 minutes to allow engine temperatures to

stabilize and to prevent engine seizure and rotor damage.

4. BLEED AIR knob - OFF

NOTE

If an engine is shutdown before placing the BLEED AIR knob to OFF,

the corresponding primary bleed air shutoff valve may not fully close,

resulting in residual engine fumes in the cockpit on subsequent start of

that engine.

5. Throttle - OFF (alternate sides)

6. Verify proper switching valve operation.

After hydraulic pressure decays through 500 psi -

a. FLAP switch - FULL

b. If aileron, rudder, or LEF surfaces X and the Xs do not clear after one FCS reset attempt,

maintenance action is required.

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CHAPTER 8

Carrier-Based Procedures

8.1 GENERAL

The CV and LSO NATOPS Manuals are the governing publications for carrier-based operations and

procedures. All flight crewmembers shall be familiar with CV NATOPS procedures prior to carrier

operations.

8.2 DAY OPERATIONS

8.2.1 Preflight Checks.

1. Exterior Inspection - Perform IAW NATOPS

Conduct a normal preflight inspection with particular attention given to the landing gear, day ID

light, struts, tires, and arresting hook. Check the underside of the fuselage and stabilators for

possible arresting cable damage. Note the relationship of the APU exhaust port and the arresting

hook to the deck edge and, for example, catwalk fire extinguishers. If APU exhaust is a factor, the

aircraft may need to be respotted prior to start. Do not lower the hook during poststart checks

unless the hook point will drop onto the flight deck. A hook check may have to be delayed until

the aircraft is taxiied forward. Make sure sufficient clearance exists for cycling ALL control

surfaces.

The maximum wind allowed for canopy opening is 60 kt. Opening the

canopy in headwinds of more than 60 kt or in gusty or variable wind

conditions may result in damage to or loss of the canopy.

2. Interior Checks - Perform IAW NATOPS with two exceptions:

a. External lights master switch - OFF (Required for proper operation of the Day ID strobe light

on the nose landing gear)

b. ANTI SKID switch - OFF

Ensure the ANTI SKID switch is OFF for all carrier operations to ensure

that full brake authority is available (including locking a tire).

8.2.2 Hangar Deck Operation. Occasionally the aircraft may be manned on the hangar deck. Follow

the same procedures as those concerning flight deck operations.

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Tiedowns shall not be removed from the aircraft unless the emergency brake accumulator pressure

gauge indicates at least 2,600 psi. Emergency brakes shall be used for stopping the aircraft anytime it

is being moved while the engines are not running. The signal to stop an aircraft that is being towed is

either a hand signal or a whistle blast. The whistle signifies an immediate or emergency stop. Once in

the cockpit, leave the canopy open and helmet off to ensure hearing the whistle. Keep the taxi director

in sight at all times. If unable to see the taxi director, or if in doubt of safe aircraft movement, stop the

aircraft immediately.

If the aircraft is not already on the elevator, it will be towed or pushed (with the pilot in the cockpit)

into position to be raised to the flight deck. Ensure tiedowns are in place; set the parking brake; and

close the canopy. Ensure the parking brake is set anytime the aircraft is stopped on the elevator.

8.2.3 Engine Start. Do not start the engines until directed to do so by the tower/Air Boss, typically

30 minutes prior to the stated launch time. APU starts should be made whenever possible. Crossbleed

starts must be approved by the Air Boss due to the relatively high power setting required, and the

potential for injury from jet blast.

8.2.3.1

Before Taxi Checks.

Before Taxi Checks - Perform IAW NATOPS and ensure:

FLAP switch - FULL

TRIM - SET FOR CATAPULT LAUNCH

Ensure the T/O TRIM button is pressed until the TRIM advisory is displayed (stabilators 4°

TEU). Horizontal stabilator trim should be manually set for catapult launch IAW figure 8-1

Tables A thru G. Launches with less than 15 knot excess endspeed require additional trim to

compensate for the reduced launch speed. If the aircraft is loaded asymmetrically, lateral trim

(differential stabilator with WonW) should also be manually set IAW figure 8-1 Table G. Trim

laterally into the light wing (unloaded wing down). The trim settings are designed to keep roll

off less than

5° for 3 seconds after WoffW. Obviously, not all possible external store

configurations could be evaluated. Therefore, some external store configurations may exhibit

more or less roll off at the Table G trim setting. Launches above 15 knots excess would require

less lateral trim. Higher excess endspeeds, mis-set trim conditions were tested and the aircraft

is easily controlled with lateral stick. The key is to trim in the correct direction, which is

unloaded wing down.

Correct stabilator trim is critical to aircraft fly-away performance (hands-off). The stabilator

trim setting determines the aircraft’s initial pitch rate and sets the reference AOA that the FCS

attempts to hold after launch. Reference AOA is set to 12° when the stabilators are trimmed

to 6° TEU or higher. Between 4° and 6° TEU stabilator, reference AOA is steeply changed

from 4° to 12°. The recommended launch trim settings are designed to provide the aircraft

with a consistent 10° to 12°/sec pitch rate regardless of gross weight, CG, or catapult endspeed.

Trim settings above those recommended in tables D and E or launches with greater than 15

knot excess endspeed will maintain the 12° reference AOA but will be characterized by

increased pitch rates. Normal catapult launches are characterized by an initial rotation as high

as 13° AOA before AOA and pitch rate feedbacks reduce AOA to the reference value. For light

gross weight launches, peak pitch rates will be higher and peak AOA’s will be lower due to the

Vmc based launch speed. At heavier gross weights, a range of 10° thru 14° AOA can be

expected during launch and is the best compromise between minimizing sink-off-bow and

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A1-F18EA-NFM-000

CATAPULT TRIM CALCULATIONS

1. Enter with:

Example

Gross Weight

_______ (60K)

CG from Form-F

_______ (19%)

Lateral Weight Asymmetry

_______ (9,000 ft-lb)

2. Using Gross Weight and Table A, determine type power setting for launch (MIL or MAX)

Catapult Power Setting Requirements

Weight Board

Power Setting

(1,000 lb)

64 to 66 (66.8*)

MAX only

MAX (MIL optional if density

58 to 63

altitude is ≤ 3,000 ft)

46 to 57

MIL (MAX optional)

32 to 45

MIL only

Table A

* 5 Wet Tanker only

Example

Type Launch 60,000 lb with 3,500 ft DA

______ (MAX)

To reduce engine susceptibility to steam ingestion and compressor

stalls, transition from MIL to MAX during the catapult stroke shall

not be performed except in an emergency.

Figure 8-1. Launch Trim (Sheet 1 of 5)

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Using Gross Weight and Lateral Asymmetry, determine expected endspeed. Use Table B if

symmetric or the higher endspeed of Tables B and C if asymmetric.

Catapult Launch Endspeed

(Symmetrical Loading 0-2,500 ft-lb)

Endspeed (MIN +15)

(KCAS)

(1,000)

MIL

MAX

66.8*

164*

161

165

160

163

161

51-60

160

≤50

153

Table B

* 5 Wet Tanker only

Catapult Launch Endspeed

(Station 2 -10 Asymmetric Loading)

Weight Board

Station

2-10

Asymmetry

Endspeed (Min +15)

Designation

Level (ft-lb)

(KCAS)

(xx,Xxx)

Sym Level 0 (0-2,500)

Table B

Asym Level 1 (2,501-9,000)

165

Asym Level 2 (9,001-17,000)

170

Asym Level 3 (17,001-29,000)

174

Table C

Example:

Expected Endspeed: 60 Klb, 9,000 ft-lb asymmetry, MAX Power_______ (165 KCAS)

Figure 8-1. Launch Trim (Sheet 2 of 5)

4. Determine required baseline longitudinal trim using Table D (MIL Power) and Table E (MAX

Power). Enter with launch endspeed from Table B or C and Form-F CG. Determine longitudinal trim

setting, interpolating between CG columns if required. The trim settings contained in Tables D and E

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are set up for 15 knot excess endspeed launches. Launches with greater than 15 knots excess will have

higher pitch rates but will maintain the same capture AOA target.

Longitudinal Trim - MIL Power

Form - F CG (%MAC)

Endspeed

(KCAS)

≥23

153

160

161

163

164

165

170

174

Catapult Launch Trim MIL Power - Table D

Note: A 10 knot excess endspeed launch would require 4° additional nose up trim from the nominal

settings.

Longitudinal Trim - MAX Power

Form - F CG (%MAC)

Endspeed

(KCAS)

≥24

153

160

161

163

164

165

170

174

Catapult Launch Trim MAX Power - Table E

Note: A 10 knot excess endspeed launch would require 4° additional nose up trim from the nominal

settings.

Example:

Baseline Longitudinal Trim: 165 KCAS, 19% CG_______ (12°)

Figure 8-1. Launch Trim (Sheet 3 of 5)

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5. Longitudinal trim MUST be adjusted for the aft CG shift that occurs during normal fuel burn.

The CG can shift as much as 3% MAC (F/A-18E) or 1% MAC (F/A-18F) when Tank 2 fuel drops to

approximately 2,200 lb and Tank 1 fuel drops to approximately 1,000 lb. This CG shift can affect

longitudinal trim by as much as 7° and must be accounted for to prevent catapult launch with a

significant over-trim. Once Tank 1 has dropped to approximately 1,000 lb, fuel scheduling maintains

the CG at an essentially neutral position. Table F is a rule-of-thumb for decreasing longitudinal trim

based solely on Tank 1 fuel quantity. Decrease baseline longitudinal trim by the ‘‘Trim Delta’’ value

down to but in no case less than 7° TEU stabilator.

Trim Adjustments for Normal Fuel Burn

Trim Delta - (°)

Tank 1 Fuel

Quantity (lb)

F/A-18E

F/A-18F

2,100

-3

1,500

-5

1,000

-7

-2

Table F

Example

Baseline Longitudinal Trim from Step 4: _______ (12°)

Adjusted Longitudinal trim: Tank 1 fuel 2,000 lb _______(9°)

Failure to make Tank 1 fuel quantity trim adjustment will result in an

over trimmed condition, which may aggravate aircraft controllability,

particularly following a single engine failure.

NOTE

If longitudinal trim must be adjusted after differential stabilator has

been input for a lateral weight asymmetry, push the T/O TRIM

button, adjust longitudinal trim and re-input differential stabilator.

Figure 8-1. Launch Trim (Sheet 4 of 5)

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6. If asymmetric, determine required differential stabilator (lateral trim) from Table G. Input

differential stabilator after longitudinal trim has been set, trimming into the light wing (unloaded

wing down).

CATAPULT LAUNCH LATERAL TRIM

Station 2-10 Lateral Weight

Differential Stabilator -

Asymmetry (ft-lb)

Unloaded Wing Down (°)

0 - 2,500

2,501 - 5,500

5,501 - 9,500

9,501 - 13,500

13,501 - 16,500

16,501 - 19,500

19,501 - 25,500

25,501 - 29,000

Table G

Example:

Lateral weight asymmetry: _______________(9,000 ft-lb)

Differential Stabilator (unloaded wing down):_____________(2°)

Therefore, if you set longitudinal trim of 9° nose up, a 2° differential stabilator trim would result in

an 8/10 or 10/8 nose up stabilator trim (depending on asymmetric loading) setting on the DDI FCS

page.

Failure to input differential stabilator trim for catapult launches with

asymmetric stores can aggravate aircraft controllability, particularly

following a single engine failure.

Figure 8-1. Launch Trim (Sheet 5 of 5)

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8.2.5 Taxi. The canopy should be down with oxygen mask on and the ejection seat armed prior to

aircraft breakdown and during taxi. Taxiing aboard ship is similar to confined area taxiing ashore.

However, be aware of jet exhaust from other aircraft and the relative position of own nozzles. Typically,

the wings are folded until the aircraft is positioned behind the jet blast deflector (JBD), so full-time

NWS HI should normally be available. NWS HI is recommended for carrier operations and should

provide excellent turning capability for directional control aboard ship. Taxi speed should be kept

under control at all times, especially on wet decks, in the landing area, and approaching the catapult.

Taxi signals from the flight deck directors (yellow shirts) are mandatory.

Be prepared to use the emergency brakes should normal braking fail. In the event of loss of brakes,

inform the tower and lower the tailhook immediately to indicate brake loss to deck personnel.

8.2.6 Takeoff Checks.

For MAX power catapult launches -

1. ABLIM option - BOX

2. ABLIM advisory - VERIFY DISPLAYED

All catapult launches -

3. T.O. checklist - COMPLETE (from bottom to top - EJECT SEL thru TRIM)

8.2.6.1

Catapult Hook-Up. The aircraft will be taxiied over the JBD and aligned with the catapult

track. Approach the catapult track slowly, lightly riding the brakes with NWS engaged. Use the

minimum power required to keep the aircraft rolling. Close attention to taxi director signals is required

to properly align the aircraft with the catapult track entry wye. If the taxi director is obscured by steam

from the catapult, stop the aircraft.

Prior to taxi past the shuttle -

4. Weight board - ″Roger″ gross weight and asymmetry level (if in accordance with figure 8.1, Tables

B and C). The hundreds place on the weight board designates the asymmetry level (see figure 8-1

Table C) in order to set the proper catapult settings for launch. For example, if the aircraft’s gross

weight is 60,000 lb with 9,000 ft-lb of asymmetry, the 9,000 ft-lb falls within asymmetry level 1,

and the aircrew will ″Roger″ a weight board that reads 60,100.

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5. WINGFOLD switch - SPREAD and report: SPREAD and LOCKED, BEER CANS DOWN,

CAUTION OUT, SWITCH LEVER-LOCKED

Ensure the WINGFOLD switch is lever-locked in the SPREAD position.

If the wings are commanded to unlock or fold during a catapult shot, the

wings will unlock, the ailerons will fair, the wings may fold partially, and

the aircraft will settle.

6. Missile arming - COMPLETE (if required)

When directed -

7. L BAR switch - EXTEND (green LBAR light on)

8. NWS button - PRESS and HOLD (if required to position launch bar)

Once the launch bar has been lowered, do not engage NWS unless directed to do so, since catapult

personnel may be in close proximity to the launch bar. Once the launch bar enters the catapult track,

do not use NWS. The catapult crew will install the holdback bar as the aircraft taxis forward. Taxi

forward slowly, following the signals of the taxi director or Catapult Officer. When the launch bar

drops over the shuttle spreader, the aircraft will be stopped by the holdback bar engaging the

catapult buffer.

8.2.7 Catapult Launch.

When ″Take Tension″ and ″Launch Bar Up″ signals received -

9. Throttles - MIL

10. L BAR switch - RETRACT (green LBAR light out)

Due to the close proximity of the FLAP and LAUNCH BAR switches,

ensure that the FLAP switch is not inadvertently placed to AUTO.

Launching with the flaps in AUTO will result in an excessive settle.

Failure to place the LAUNCH BAR switch to RETRACT prior to

catapult launch may result in hydraulic seal failure and possible loss of

HYD 2A.

11. Controls - CYCLE and report FREE and CLEAR (Takeoff Checks complete)

Wait 5 seconds and ensure all warning and caution lights are out.

12. Engine instruments - CHECK

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When ″Select AB″ signal received (MAX power launches only) -

13. Throttles - MAX

When ready for launch -

14. Salute with right hand. Hold throttles firmly against the detent and place head against the

headrest.

Throttle friction may be used to help prevent inadvertent retraction of the throttles during the

catapult stroke. If required, it can be overridden if afterburner is needed due to aircraft/catapult

malfunction. Immediately after the end of the catapult stroke, the aircraft will rotate to capture the

12° reference AOA (hands-off). To avoid PIO with the FCS, do not restrain the stick during catapult

launch or make stick inputs immediately after catapult launch. The pilot should attempt to remain

out of the loop but should closely monitor the catapult sequence.

To reduce engine susceptibility to hot gas reingestion and compressor

stalls, transition from MIL to MAX during the catapult stroke shall not

be performed except in an emergency.

Once safely airborne -

15. LDG GEAR handle - UP

16. Clearing turn - PERFORM (if required)

With positive rate of climb and clearing turn complete -

17. FLAP switch - AUTO

NOTE

During catapult launches performed at heavy gross weight, the TEFs

may begin to retract prior to FLAP switch actuation (at approximately

190 KCAS) in order to follow the loads alleviation schedule.

8.2.7.1

Catapult Suspend. To stop the launch while in tension on the catapult, signal by shaking the

head negatively and transmitting “SUSPEND, SUSPEND” on land/launch frequency. Do not use a

thumbs down signal or any hand signal that might be mistaken for a salute. The Catapult Officer will

reply with a “SUSPEND” signal followed by an “UNTENSION AIRPLANE ON CATAPULT” signal.

The shuttle spreader will be moved aft and the launch bar will automatically raise clear of the shuttle

spreader. Maintain power at MIL or MAX until the Catapult Officer steps in front of the aircraft and

gives the “throttle-back”. The same signals will be used when a catapult malfunction exists.

8.2.7.2

Catapult Endspeed Requirements. Catapult endspeeds are established to provide safe

flyaway during normal launch conditions and to allow the pilot to maintain aircraft control in the event

of a single engine failure. The catapult endspeeds are not based on single engine rate of climb (SEROC)

capability, nor do they guarantee single engine flyaway performance. The minimum endspeed

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requirement is calculated to provide sufficient airspeed and altitude to maintain aircraft control while

executing emergency catapult flyaway procedures.

F/A-18E/F minimum catapult launch endspeeds are governed by three limiting factors: Flaps FULL

minimum single engine control speed (Vmc), maximum longitudinal acceleration capability, and

sink-off-bow. Vmc is the airspeed below which the aircraft is not controllable with a single engine

failure. The Vmc airspeed governs the endspeed for most of the gross weight range in both MIL and

MAX power (up to 60K MIL and 65K MAX, see figure 8-1, Table B). Vmc is also a function of lateral

weight asymmetry; therefore, endspeed must be increased for asymmetric loadings (see figure 8-1,

Table C). The catapult endspeed above 60K in MIL is governed by aircraft longitudinal acceleration

capability which limits maximum gross weight for MIL power launches (see figure 8-1, Table A).

Endspeeds above 65K in MAX are governed by the aircraft CG 10 foot sink-off-bow limit. Actual

catapult endspeeds in the Aircraft Launching Bulletins are computed to launch at the minimum

endspeed plus 15 knots (Vmin +15) (figure 8-1, Table B and C). FULL flap launches are required to

meet wind-over-deck requirements at heavy gross weights. HALF flap launches have not been tested,

and would increase launch wind-over-deck by approximately 10 knots.

8.2.7.3

Catapult Launch Flyaway Characteristics. Launches at light gross weights are characterized

by higher pitch rate and attitude, higher rate of climb, and lower peak AOA when compared to heavy

gross weight launches. Forward stick may be required following the rotation to control pitch attitude

as the aircraft accelerates.

There is a noticeable difference in aircraft flyaway characteristics from light to heavy weights due to

the transition from the Vmc based launch speeds to either the longitudinal acceleration or sink-off-bow

based airspeeds. Heavy weight launches will be characterized by reduced pitch rates and attitudes, and

higher peak AOA when compared to the light weight launches. Light buffet may be felt as the aircraft

rotates through 11° AOA during launch at heavier gross weights. The longitudinal trim settings will

provide the required 10-12°/sec pitch rate and capture a target AOA of 12°; however, peak AOA may

reach 15° momentarily. Maintaining hands off the stick during rotation is crucial to optimizing launch

performance and reduces the tendency for pilot induced oscillations during rotation and initial

flyaway. With normal endspeed and steady deck conditions, the aircraft CG settles up to 3 feet. The

pilot perceives the catapult launch to be level, as rotation keeps the pilot’s eye approximately level even

though the aircraft CG sinks. With less than 15 knots of excess endspeed, more settle will occur up to

a maximum of 10 feet of settle with zero excess endspeed. Launches anticipated with less than the

normal 15 knot excess endspeed require additional longitudinal trim to compensate for the reduced

launch speed. A 10 knot excess endspeed launch would require 4° additional nose up trim from the

nominal settings in figure 8-1, Tables D and E.

8.2.8 Landing Pattern. Refer to Chapter 4, for carrier operating limitations. While maneuvering to

enter the traffic pattern, attempt to determine the sea state. This information will be of value in

predicting problems that may be encountered during the approach and landing.

Enter the carrier landing pattern at 800 feet AGL (figure 8-2) with the hook down. Make a level

break from a course parallel to the Base Recovery Course (BRC), close aboard to the starboard side of

the ship. Below 250 KCAS lower the gear and flaps. The speedbrake function automatically retracts

when the FLAP switch is moved to HALF or FULL. Descend to 600 feet AGL when established

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downwind and prior to the 180° position. Complete the landing checklist and crosscheck AOA and

airspeed (136 KCAS at 44,000 lb GW minus 1.5 KCAS for each 1,000 lb decrease in GW).

NOTE

Flaps HALF or FULL may be used for landing provided the minimum

wind-over-deck (WOD) requirements of the Aircraft Recovery Bulletin

(ARB) are met. As WOD increases above 30 kt, handling qualities in

flaps HALF are slightly improved over flaps FULL and are

recommended to avoid ″settle at the ramp″ situations.

To assist in achieving the desired abeam distance of 1.1 to 1.3 nm: select the 10 nm scale on the HSI

display, select ship’s TCN, and adjust the course line to the BRC. On downwind fly to place the wingtip

of the HSI airplane symbol on the course line. Ensure the ground track pointer is on the exact

reciprocal of the BRC. Select ILS if desired and available.

With 25-30 kt winds over deck begin the 180° turn to the final approach when approximately abeam

the LSO platform or when the ″white″ of the round down becomes visible. Use an instrument scan from

the 180 to the 90. Fly the pattern as described in the VFR Pattern and Approach section of Chapter

7. Adjust the 90 altitude up slightly to account for the height of the ship’s deck, usually 500 feet AGL

versus 450 feet AGL. Target 360 feet crossing the wake. The rate of descent required to maintain

glideslope may be slightly less than on FCLP approaches due to wind over deck. Expect slightly higher

throttle settings. When the meatball is acquired, transmit “SIDE NUMBER, RHINO, BALL, (fuel

state in thousands of pounds to the nearest 100 pound), AUTO” (if using ATC for approach) e.g. ″206,

RHINO, BALL, 7.5, Auto″. If unable to see any or all of the following: the meatball, datums, or

centerline, transmit

(SIDE NUMBER, CLARA/CLARA datums/CLARA lineup.″

(e.g.

″206,

CLARA″). See figure 8-3 for a typical Carrier Controlled Approach.

8.2.8.1

ATC Approach Mode Technique. Refer to the ATC Approaches section of Chapter 7 for

basics on ATC operations. ATC stick-to-throttle gains are designed to allow correction of settles or

updrafts with small, rapid stick movements. Close-in corrections are very critical. If a large attitude

correction for a high-in-close situation develops, the recommended procedure is to stop ball motion,

making no attempt to recenter the ball. A low-in-close condition is difficult to correct with ATC and

may result in an over-the-top bolter. It may be necessary to downgrade from ATC and fly manually to

safely recover from a low-in-close condition. The force required to manually disengage ATC is

significant and may prevent salvaging the pass. Large deviations from glideslope may be difficult to

correct with ATC. Typically, ATC should be disengaged if more than one ball from center (or upon

LSO direction) and the approach continued manually.

8.2.8.2

Glideslope. The technique for maintaining glideslope is basically the same as FCLP except

that more power may be required. Maintaining centerline will most likely require more line-up

corrections due to the angled deck. With rough seas and a pitching deck, some erratic ball movement

may be encountered. If this is the case, listen to LSO calls and attempt to average out ball movement

to maintain a safe, controlled approach.

8.2.8.3

Waveoff. When the waveoff signal is received, select MIL (MAX if required) and maintain

on-speed AOA with the E-bracket until rate of descent is arrested and 10° pitch attitude is captured

for climb to pattern altitude. Best rate of climb occurs at on-speed AOA regardless of loading or

configuration. This requires slight back stick pressure as the aircraft accelerates. If ATC is engaged,

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A1-F18EA-NFM-000

immediately disengage ATC or apply enough force to override ATC while advancing the throttles to

MIL or MAX. Do not over-rotate.

An in-close or late waveoff, coupled with an over-rotation can lead to an

in-flight engagement, which can severely damage the aircraft and/or

arresting gear.

8.3 ACL MODE 1 AND 1A APPROACHES

A typical Mode 1 and 1A approach is shown in figure 8-4. The Mode 1/1A approach does not require

ATC, but ATC should normally be used. The following procedure is typical for a Mode 1 (1A) approach

from marshal to touchdown (or 0.5 mile).

1. Request a Mode 1 or Mode 1A approach from Marshal.

2. HSI format - SELECT (box) ACL

When the ACL option is boxed, the LINK 4 format automatically appears on the LDDI, and the

ACL mode automatically starts its self test. At this time, the ILS, data link, and radar beacon are

automatically turned on (if not previously on), and IBIT is run on the data link and radar beacon

systems. Also, the uplinked universal test message is monitored for valid receipt.

3. Onboard ACL Capability - CHECK

a. LINK 4 format - CHECK FOR ACL 1

Mode 1/1A capability is not available if ACL 1 is not displayed.

b. BIT page, NAV Sublevel - Verify AUG GO/PBIT GO

An augmentor degrade does not inhibit ACL coupling. A degraded

augmenter may lead to a significant lineup error, most often tending

right-of-centerline.

4. Report departing marshal - ″SIDE NUMBER, COMMENCING″

5. Normal CCA - PERFORM

Descend at 250 KCAS and 4,000 fpm to 5,000 feet, (platform) then reduce rate of descent to 2,000

fpm. When selected, ILS steering is automatically displayed on the HUD once valid signals are

received and must be manually deselected, if the symbology is not desired.

a. At 5,000 ft MSL, report - ″SIDE NUMBER, PLATFORM″

b. Continue descent to 1,200 ft MSL.

c. At 10 nm, report - ″SIDE NUMBER, 10 MILES″

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A1-F18EA-NFM-000

6. LDG GEAR handle - DN (at 10 nm but NLT 8 nm)

7. FLAP switch - FULL or HALF

NOTE

• Flaps may be switched between FULL and HALF while remaining

coupled outside of one nautical mile from touchdown.

• When coupled, changing flap position inside one nautical mile from

touchdown is prohibited.

8. Landing checklist - COMPLETE

a. Check the LDDI for ID LT indication.

9. Slow to approach speed at 6 nm.

10. ATC - ENGAGE

11. RALT hold mode - ENGAGE (if desired)

ACL acquisition occurs at approximately 3.5 to 8 nm and is indicated by ACL RDY on the LINK 4

format and the data link steering (TADPOLE) on the HUD. It is desired but not required, to have

ACL coupled at least 30 seconds before tipover. T/C is replaced by MODE 1 on the LINK 4 format.

After ACL Acquisition -

12. Report needle position - e.g., ″UP AND ON″ or ″UP AND RIGHT″.

For Mode 1, when directed -

13. CPL option - SELECT on UFCD

If T/C is engaged, press CPL once to uncouple T/C then press CPL again to couple ACL. When

the aircraft is not coupled, ACL RDY is displayed on the HUD. ACL couple is indicated by CMD

CNT and MODE 1 on the LINK 4 format and CPLD P/R on the UFCD and HUD. At this time,

the uplinked command displays of heading, airspeed, altitude, and rate of descent are removed

from the LINK 4 format and the HUD.

14. When coupled, report - ″COUPLED″

15. When aircraft responds to automatic commands, report - ″COMMAND CONTROL″

For Mode 1A Approach -

16. Downgrade to Mode 2 at 0.5 mile by

a. Paddle switch - PRESS

b. ATC button - DISENGAGE (if desired)

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17. Report - ″SIDE NUMBER, RHINO, BALL or CLARA, FUEL STATE, AUTO″ (if ATC

engaged).

For Mode 1 Approach -

11. Report - ″SIDE NUMBER, RHINO, BALL or CLARA, FUEL STATE, COUPLED″.

12. At approximately 12.5 seconds before touchdown, the uplinked 10 SEC cue is displayed on the

LINK 4 format and the HUD.

13. After touchdown, ACL and ATC should be automatically disengaged.

NOTE

After Mode 1 or 1A downgrade or touch-and-go, actuate the paddle

switch to ensure complete autopilot disengagement.

8.4 ACL MODE 2 APPROACH

A typical ACL Mode 2 approach is shown in figure 8-5. For a Mode 2 approach, the HUD data link

steering is used to fly a manual approach.

HSI format - SELECT (box) ACL

When the ACL option is boxed, the LINK 4 format automatically appears on the LDDI, and the

ACL mode automatically starts its self test. At this time, the ILS, data link, and radar beacon are

automatically turned on (if not previously on), and IBIT is run on the data link and radar beacon

systems. Also, the uplinked universal test message is monitored for valid receipt.

LINK 4 format - CHECK FOR ACL 1 or ACL 2

Mode 2 capability is not available if ACL 1 or ACL 2 is not displayed.

Report departing marshal - ″SIDE NUMBER, COMMENCING″

Normal CCA - PERFORM

Descend at 250 KCAS and 4,000 fpm to 5,000 feet, (platform) then reduce rate of descent to 2,000

fpm. When selected, ILS steering is automatically displayed on the HUD once valid signals are

received and must be manually deselected, if the symbology is not desired.

a. At 5,000 ft MSL, report - ″SIDE NUMBER, PLATFORM″

b. Continue descent to 1,200 ft MSL.

c. At 10 nm, report - ″SIDE NUMBER, 10 MILES″

LDG GEAR handle - DN (at 10 nm but NLT 8 nm)

FLAP switch - FULL (HALF if required)

Landing checklist - COMPLETE

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A1-F18EA-NFM-000

a. Check the LDDI for ID LT indication.

8. Slow to approach speed at 6 nm.

9. ATC - ENGAGE (if desired)

10. RALT hold mode - ENGAGE (if desired)

ACL acquisition occurs at approximately 3.5 to 8 nm and is indicated by ACL RDY on the LINK 4

format and the data link steering (TADPOLE) on the HUD.

After ACL Acquisition -

11. Report needle position - e.g., ″UP AND ON″ or ″UP AND RIGHT″.

12. Report - ″SIDE NUMBER, RHINO, BALL or CLARA, FUEL STATE, AUTO″ (if ATC

engaged).

8.5 ARRESTED LANDING AND EXIT FROM THE LANDING AREA

1. Fly an on-speed, on centerline, centered-ball approach all the way to touchdown.

At touchdown -

2. Throttles - MIL

To reduce aircraft and arresting gear loads and required recovery wind-

over-deck, selection of MAX power at touchdown shall not be performed

except in an emergency.

When forward motion ceases -

3. Throttles - IDLE and allow the aircraft to roll aft.

When directed -

4. Brakes - APPLY

5. HOOK handle - UP

If the wire does not clear the hook, the taxi director will signal to lower the hook for aircraft

pullback.

6. FLAP switch - AUTO

7. WINGFOLD switch - HOLD or FOLD (HOLD if wingtip missile dearming required)

8. NWS button - ENGAGE NWS HI

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When the come ahead signal is received, add power, release brakes, and exit the landing area

cautiously and expeditiously. Taxi the aircraft as directed. Do not use excessive power. If one or both

brakes fail, utilize the emergency brakes; advise the tower; and drop the arresting hook.

Once spotted, keep the engines running until the taxi director signals engine shutdown and the

aircraft is properly chocked and chained.

8.6 SECTION CCA

A section CCA may be necessary when a failure occurs which affects navigation aids, communica-

tions equipment, or other aircraft systems. Normally, the aircraft experiencing the difficulty flies the

parade position on the starboard side during the approach. When the meatball is sighted, but no lower

than 300 feet AGL, the section leader breaks away from the wingman in a climbing left turn. The

section leader should climb to 1,200 feet AGL, or below an overcast, in the bolter configuration, and

position himself at the wingman’s 11:00 o’clock position. If the wingman bolters or waves-off, he should

rendezvous in the bolter configuration on the section leader. If a wave-off is required prior to flight

break-up, the flight leader executes a climbing right turn to 1,200 feet AGL and follows the directions

of CATCC. Necessary lighting signals between aircraft are contained in Chapter 26.

NOTE

A section penetration should not be made to the ship with less than

non-precision minimums.

8.7 NIGHT OPERATIONS

8.7.1 General. Night carrier operations have a much slower tempo than day operations and it is the

pilot’s responsibility to maintain this tempo. Standard daytime hand signals from deck crew to pilot

are executed with light wands. The procedures outlined here are different from, or in addition to,

normal day carrier operations.

8.7.2 Preflight. Conduct the exterior preflight using a white-lensed flashlight. Ensure that the

exterior lights are properly set for night launch and the external lights master switch is OFF before

engine start. Ensure that instrument and console light knobs are on. This will reduce the brilliance of

the warning and advisory lights when the generators come online.

8.7.3 Before Taxi. Adjust cockpit lighting as desired and perform Before Taxi Checks.

8.7.4 Taxi. Slow and careful handling by taxi directors and pilots is mandatory. If any doubt exists

as to taxi director signals, stop the aircraft. At night it is very difficult to determine speed and motion

over the deck, so the pilot must rely on the taxi director signals, following them closely.

8.7.5 Catapult Hook-Up. Maneuvering the aircraft for catapult hook-up at night is identical to that

used in day operations; however, it is difficult to determine speed or degree of motion over the deck.

If the taxi director is obscured by steam from the catapult, stop the aircraft.

8.7.6 Catapult Launch. At night, catapult procedures are the same as daytime, except signals are

provided by lights instead of hand signals. The exterior lights are utilized to signal that the pilot is

ready for launch. After the control wipeout, select the ADI for display on a DDI or the UFCD in case

the HUD should be lost during or immediately after launch. When ready for launch, place external

lights master switch to ON.

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A1-F18EA-NFM-000

All exterior lights (position, formation, and strobes) should be on. If instrument meteorological

conditions are expected shortly after launch, the strobes may be left off at the discretion of the pilot.

After launch, monitor rotation of the aircraft to 12° AOA, crosschecking all instruments to ensure

a positive rate of climb. When comfortably climbing, retract the landing gear and flaps and proceed on

the departure IAW CV NATOPS.

8.7.7 Catapult Suspend. To stop the launch while in tension on the catapult, do not turn on the

exterior lights and transmit “SUSPEND, SUSPEND”. Maintain MIL/MAX power until the catapult

officer walks in front of the wing and gives the throttle-back signal. If the external lights master switch

has been placed on prior to ascertaining that the aircraft is down, transmit “SUSPEND, SUSPEND”

and turn off the exterior lights and leave the throttles at MIL until signaled to reduce power.

8.7.8 Night Landings. Night and instrument recoveries will normally be made using case III

procedures IAW CV NATOPS. Prior to departing marshal, change the IDENT switch on the exterior

lights panel to the NORM position. Make sure the strobe lights are flashing a 3 flash, pause, repeat

pattern.

8.7.9 AN/APG-79 AESA Considerations. Aircrew operating AN/APG-79 AESA equipped aircraft

shall be aware that directing AN/APG-79 AESA transmissions toward the ship while on approach may

cause strong electromagnetic interference (EMI) affecting the safety of aircraft on approach. Unless

specifically authorized for operational necessity or required for safety of flight, aircrew shall cease

AN/APG-79 AESA radar transmissions whenever operating within 10 nm of the ship while on

approach during IMC/Case III conditions. Reference Chapter 4.4 for AN/APG-79 AESA radar

limitations.

8.7.10 Arrestment and Exit From the Landing Area. During the approach, all exterior lights should

be on with the exception of the landing/taxi light. Following arrestment, immediately turn the external

lights master switch off. Taxi clear of the landing area following taxi director signals. If brakes are lost,

signal by lowering the hook, turning on exterior lights, and transmitting on land/launch frequency.

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A1-F18EA-NFM-000

CHAPTER 9

Special Procedures

9.1 FORMATION FLIGHT

9.1.1 Formation Taxi/Takeoff. During section taxi, ensure adequate clearance between flight lead’s

stabilator and wingman’s wing/missile rail is maintained. The leader will take position on the

downwind side of the runway with other aircraft in tactical order, maintaining normal parade bearing.

See figure 9-1. For three aircraft formations, line up with the lead on the downwind side, number 2 on

the centerline, and number 3 on the upwind side. Wingtip/launch rail overlap should not be required

but is permitted if necessary. For four plane formations, line up with the lead’s section on the

downwind half of the runway and other section on the upwind half. When Before Takeoff checks are

completed and the flight is in position, each pilot looks over the next aircraft to ensure the speed brake

is retracted (spoilers down), the flaps are set for takeoff, all panels are closed, no fluids are leaking,

safety pins are removed, rudders are toed-in, nosewheel is straight, and the launch bar is up. Beginning

with the last aircraft in the flight, a “thumb up” is passed toward the lead to indicate “ready for

takeoff”.

9.1.1.1

Section Takeoff. For section takeoff, all aspects of the takeoff must be prebriefed by the

flight leader, to include flap settings; use of nosewheel steering; power changes; power settings; and

signals for actuation of landing gear, flaps, and afterburner. Engines are run up to approximately 80%,

instruments checked, and nosewheel steering low gain ensured. On signal from the leader, brakes are

released and throttles are advanced to military power minus 2% rpm. If afterburner is desired, the

leader may go into mid range burner immediately without stopping at military power. Normal takeoff

techniques should be used by the leader, with the wingman striving to match the lead aircraft attitude

as well as maintain a position in parade bearing with wingtip separation. The gear and flaps are

retracted on signal. Turns into the wingman shall not be made at altitudes less than 500 feet above

ground level.

9.1.2 Aborted Takeoff. In the event of an aborted takeoff, the aircraft aborting must immediately

notify the other aircraft. The aircraft not aborting should add max power and accelerate ahead and out

of the way of the aborting aircraft. This allows the aborting aircraft to steer to the center of the runway

and engage the arresting gear, if required.

9.1.3 Parade. The parade position is established by superimposing the front of the wingtip missile

rail over the pilot’s headbox. Superimposing the two establishes a bearing line and step down. Proper

wingtip clearance is set by reference to the exhaust nozzles. When the left and right nozzles are aligned

so that there is no detectable curve to the nozzles, the reference line is correct. The intersection of the

reference line with the bearing line is the proper parade position. See figure 9-2.

Parade turns are either standard (VFR) or instrument turns. During day VFR conditions, turns

away from the wingman are standard turns. To execute, when lead turns away, the wingmen roll the

aircraft about its own axis and increase power slightly to maintain rate of turn with the leader. Lateral

separation is maintained by increasing g. Proper step down is maintained by keeping the lead’s fuselage

on the horizon.

Turns into the wingmen and all IFR or night turns in a parade formation are instrument turns.

During instrument turns maintain a parade position relative to the lead throughout the turn.

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ORIGINAL

A1-F18EA-NFM-000

Figure 9-2. Formations (Sheet 2 of 2)

After initially joining up in echelon, three and four plane formations normally use balanced parade

formation. In balanced parade number 3 steps out until the exhaust nozzles on number 2 are flush. This

leaves enough space between number 3 and lead for number 2 to cross under into echelon.

When it is necessary to enter IFR conditions with a three or four plane formation, the lead directs

the flight to assume fingertip formation. In this formation number 3 moves up into close parade on the

lead. All turns are instrument turns.

9.1.4 Balanced Cruise Formation. The balanced cruise position is a looser formation which allows

the wingmen more time for visual lookout. Balanced cruise provides the wingmen with a cone of

maneuver behind the leader which allows the wingman to make turns by pulling inside the leader, and

requires little throttle change.

The balanced cruise position is defined by the wingman aligning his headbox with the front of lead’s

wingtip missile rail and headbox, and lead’s arresting hook fairing with the opposite wing formation

light. The wingmen are free to maneuver within the cone established by that bearing line on either

wing. In a division formation, number 3 should fly the bearing line but always leave adequate room for

number 2 and lead. Number 4 flies balanced cruise about number 3.

9.1.5 Section Approaches/Landing. The aircraft is comfortable to fly in formation, even at the low

airspeeds associated with an approach and landing. The rapid power response enhances position

keeping ability. The formation strip lighting provides a ready visual reference at night and the dual

radios generally ensure that intra-flight comm is available.

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A1-F18EA-NFM-000

During section approaches all turns are “instrument” turns about the leader. When a penetration is

commenced the leader retards power to 75% rpm and descends at 250 KIAS. If a greater descent rate

is required the speed brake may be used. Approximately 5 miles from the final approach fix or GCA

pickup the lead gives the signal for landing gear.

9.1.5.1

Section Landing. If a section landing is to be made, lead continues to maintain ON-SPEED

for the heaviest aircraft and flies a centered ball pass to touchdown on the center of one side of the

runway. Wingman flies the normal parade position, taking care not to be stepped up.

When “in-close”, wingman adds the runway to his scan and takes a small cut away from the lead to

land on the center of the opposite side of the runway while maintaining parade bearing. Use care to

ensure that drift away from the lead does not become excessive for the runway width. Remember,

flying a pure parade position allows 4 feet of wingtip clearance.

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

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

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

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

9.2 AIR REFUELING (RECEIVER)

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

Procedures.

NOTE

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

31-301

(A/A42R-1) buddy store are authorized tankers for air

refueling. Maximum refueling pressure is 55 psi.

9.2.1 Air Refueling Checklist. The air refueling checklist should be complete prior to plug-in.

1. RADAR - STBY/SILENT/EMCOM (″nose cold″)

2. MASTER ARM switch - SAFE (″switches safe″)

3. ALE-50 transmit power - OFF (if decoy deployed)

4. INTR WING switch - NORM (or as required)

5. EXT TANK switch(es) - AS DESIRED

If feed tank fuel level is critical, selecting STOP ensures the fastest transfer of fuel to the feed

tanks.

NOTE

For ARS configured aircraft: If fueling of the ARS is not desired

during aerial refueling, as the receiver, CTR ORIDE must be selected

since CTR STOP will not prevent fuel from entering the ARS.

Selecting CTR ORIDE will pressurize all external fuel tanks and

significantly reduce refueling rate.

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A1-F18EA-NFM-000

6. PROBE switch - EXTEND

7. Visor - DOWN (recommended)

For night air refueling -

8. Exterior lights - SET FOR REFUELING

9. Tanker lights - REQUEST AS DESIRED

9.2.2 Refueling Technique. The following procedures, as applied to tanker operations, refer to single

drogue refueling from the F/A-18E/F and the aerial refueling store. All other tanking evolutions are

dependent on the type of tanker being utilized. Refer to Chapter 26, Visual Communications, for

proper hand signals during air refueling operations.

A sharp lookout doctrine must be maintained due to the precise flying imposed on both the tanker

and receiver pilots. Other aircraft in the formation may assist the tanker in maintaining a sharp

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

balanced with operational needs. This typically covers a practical envelope from the surface to 40,000

feet and 180 to 300 KCAS (while engaged), depending on the buddy store part number. (See figure

4-13).

9.2.2.1

Approach. When cleared to commence an approach and the refueling checklist is complete,

assume a ready position 10 to 15 feet in trail of the drogue with the refueling probe in line both

horizontally and vertically. Once in a stabilized position, trim the aircraft and make sure the tanker

ready light (amber) is on. Referencing the probe and drogue for alignment, increase power to establish

a 3 to 5 knot closure rate.

• If the tanker ready light is not on, do not engage drogue until signaled

by tanker aircraft as hose-reel response may be inoperative, causing

damage to tanker and receiver aircraft.

• Avoid damage to the right AOA probe by contact with the basket as a

4 channel AOA failure may result.

• An excessive closure rate may cause a violent hose whip following

contact and/or increase the danger of structural damage to the aircraft

in the event of misalignment.

NOTE

An insufficient closure rate results in the pilot fencing with the drogue

as it oscillates in close proximity to the aircraft nose.

Make small corrections during the approach phase using the rudder pedals for lateral misalignment

and longitudinal stick for vertical misalignment. Avoid lateral stick inputs as they cause both vertical

and lateral probe displacement. During the final phase of the approach, the drogue has a tendency to

move up and to the right as it passes the nose of the receiver aircraft due to the aircraft-to-drogue air

stream interaction.

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A1-F18EA-NFM-000

9.2.2.2

Missed Approach. A missed approach is executed by reducing power and backing to the rear

with a 3 to 5 knot opening rate. Execute a missed approach if:

1. The receiver probe and the drogue basket cannot be properly aligned during the final phase of the

approach.

2. The receiver probe passes forward of the drogue basket.

3. The receiver probe impinges on the rim of the drogue basket.

4. Any unsafe condition develops.

Analyze alignment problems prior to commencing another approach.

9.2.2.3

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

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

forward 5 feet by the receiver aircraft before fuel transfer can be started. This position is evident by

the tanker ready light (amber) going out and the (green) fuel transfer light (green) coming on. During

refueling, maintain a position directly behind and slightly below tanker aircraft.

NOTE

If streaming fuel is observed around the refueling probe, the probe is

not properly seated in the drogue. Disengage, stabilize in the ready

position, and then reengage the drogue.

9.2.2.4

Disengagement. The receiver aircraft disengages by reducing power in order to open from

the tanker at 3 to 5 knots. Back straight away and down, following the flight path of the tanker. The

receiver probe separates from the reception coupling when the hose reaches full extension. When clear

of the drogue, place the PROBE switch in the RETRACT position. Make sure that the PROBE UNLK

caution display is out before resuming normal flight operations.

• Disengagement must be made straight back, parallel to the tanker

flight path, and descending along the natural trail angle of the hose to

prevent damage to the tanker and/or refueling aircraft.

• When installed on the F/A-18 E/F tanker, the ARS hose/drogue/

coupling exhibits a strong tendency to re-center in its natural trail

position. Off-center disconnects may result in drogue contact and

damage to the aircraft. Avoid off-center disconnects and maintain a

constant separation rate until clear.

9.2.2.5

KC-10 Refueling Operations. The KC-10 tanker is equipped with a centerline hose reel

system and/or two Wing Aerial Refueling Pods (WARP). Maximum in-flight refueling airspeed and

altitude for the F/A-18E/F when refueling from the KC-10 is 275 KCAS and 25,000 feet with an

optimum airspeed of 220 KCAS. At airspeeds above 250 KCAS, tanker induced light turbulence causes

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random drogue movement of 2 to 3 feet while 1 foot of movement will be encountered at airspeeds less

than 250 KCAS. The recommended closure rate is 2 to 3 knots.

When joining a flight of receiver aircraft, do not close astern of the KC-10

within 1 to 3 miles from co-altitude to 500 feet below. Loss of aircraft

control can occur if wake turbulence is encountered.

Excessive closure rates may exceed the capabilities of the take-up reel. If

this should happen, a sine wave develops in the hose. Immediate

disengagement is required to prevent damage to the aircraft.

9.2.2.6

KC-135 Refueling Operations. The KC-135 may be configured with a Multi-Point Refueling

System (MPRS) and/or a Boom to Drogue Adapter (BDA) kit.

9.2.2.6.1

KC-135 BDA Refueling. The KC-135 hose has a fixed length of 9 feet attached by a

swiveling coupling to the end of a telescoping boom. The hose terminates in a hard, non-collapsible

drogue and has no reel retraction capability. The following refueling parameters are recommended:

• Airspeed of 200 to 275 KCAS or Mach 0.8 (whichever is less).

• Closure rate of 2 knots or less.

Aerial refueling from the KC-135 is fundamentally different from the standard Navy hose-drogue

systems. After assuming a standard ready position, add power to create a closure rate of 2 knots or less.

Due to the short length of hose and the weight of the drogue, the aircraft-to-drogue air stream

interaction is minimized.

Excessive closure rates (greater than 2 knots) may result in damage to the

aircraft or the refueling drogue.

Once contact has been made, the drogue must be pushed in approximately 4 feet and held in that

position within ±2 feet fore and aft for fuel to flow (the hose forms a U-shape when in the correct

position). If the F/A-18E/F is positioned too far aft with the hose near the trail position, slight aft or

radial movement results in disconnect. The potentially more hazardous situation occurs when the

drogue is pushed too far forward, such that the hose could be looped around the drogue on the probe.

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A1-F18EA-NFM-000

When disengaging, align the drogue with the boom and back straight away with reference to the

boom.

Off-center disconnects can result in damage to the refueling probe or

nozzle because of the excessive sideloads generated by the KC-135

boom-drogue adapter.

9.2.2.6.2

KC-135 MPRS Refueling. The KC-135 MPRS incorporates the use of wing tip mounted

aerial refueling pods to support receivers designed for hose/drogue refueling operations. The refueling

hose is slightly shorter than the KC-130 and located near the wing tips. The extreme outboard wing

location subjects the hose and drogue to wing tip flowfield disturbances at higher refueling speeds.

• Maximum recommended refueling speed 285 KCAS (up to 300 KCAS/0.86 IMN allowed)

• Optimum refueling airspeeds 260 - 285 KCAS.

While flying at the approach position (20 ft aft of the drogue), small lateral trim inputs may be

required to counter a tendency to roll toward the tanker. Deviations inboard and outboard may require

additional lateral stick inputs. Deviations of more than 10 feet high can result in a strong sideslip (on

right tanker wing, full left ball). Light buffet is a good indication to reposition down with respect to the

tanker.

Maintaining a slow controlled constant closure rate (less than 5 knots) will result in the best

engagement results. Tanking at 300 knots is demanding due to increased bow wave effects and high

drogue position.

9.3 AIR REFUELING (TANKER)

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

Refueling Procedures.

9.3.1 Air Refueling Store (ARS). The ARS is a missionized component for in-flight refueling. The

ARS control panel (figure 9-3) provides power, fuel transfer operation, fuel status indicators, BIT

status, and normal hose extension/retraction, and hose jettison capability.

Figure 9-3. ARS Control Panel

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ORIGINAL

A1-F18EA-NFM-000

9.3.1.1

Power Switch (PWR). The PWR switch provides electrical and hydraulic power to the store.

NOTE

For the -4/-5 ARS stores, once powered on (220 KCAS min), airspeed

may be reduced to as slow as 180 KCAS to transfer fuel below 5,000 ft

MSL. Attempts to power on below 220 KCAS will be unsuccessful and

accelerating to 220 KCAS will not recover the RAT. Store power must

be turned off and airspeed increased to 220 KCAS or greater before

re-applying power.

ON Electrical power is routed in the store and the ram air turbine (RAT) unfeathers, which

provides hydraulic power.

OFF Feathers the RAT and removes electrical and hydraulic power.

DUMP Disabled and safety guarded.

NOTE

If the hose is extended, the PWR switch is bypassed (cannot be turned

OFF).

9.3.1.2

STORE Switch. The STORE switch controls fuel transfer between the store and tanker (own

aircraft).

FROM Pressurizes the store to transfer fuel from store to own aircraft.

OFF Depressurizes store.

Replenish ARS with own aircraft fuel.

9.3.1.3

REFUEL Display. The four digit display indicates fuel (in pounds) delivered or scheduled, a

three digit BIT code - when commanded, or a 0E when a serious malfunction occurs. The display

initially powers up with 2,500 lb scheduled.

9.3.1.4

Refuel RST Button. A momentary pushbutton that returns LBS scheduled or delivered to

original settings. Pounds scheduled returns to 2,500 pounds or previously scheduled quantity. Pounds

delivered returns to zero.

9.3.1.5

Refuel Data Display Switch. The refuel data display switch is a three position toggle switch

which is spring-loaded to the delivery (DEL) position. The switch can be toggled to the BIT CODE or

scheduled (SCH) positions.

BIT

Three digit number indicates a malfunction code.

CODE

DEL Pounds of fuel being transferred (25 lb increments).

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SCH Pounds of fuel scheduled to be transferred. When scheduled point is reached, automatic

transfer is terminated. 2,500 lb automatically scheduled at power up.

9.3.1.6

Refuel SLEW Switch. The SLEW switch is a three position toggle switch which is spring-

loaded to the center position. If the refuel data display switch is in the SCH position, moving the switch

up increases pounds of fuel scheduled for transfer, and down decreases the fuel scheduled for transfer.

In SCH, the SLEW switch moves the selected indications as follows:

0 to 100 lb, 75 lb/sec in 25 lb increments

100 to 1,000 lb, 300 lb/sec in 100 lb increments

>1,000 lb, 600 lb/sec in 200 lb increments

9.3.1.7

BITE Flag Indicator. The BITE flag indicator indicates failures in the control panel assembly.

9.3.1.8

ALERT Indicators. There are two ALERT lights on the right side of the ARS panel.

LOW A red warning light illuminates when the hydraulic reservoir level drops below ½ full

RESV and begins flashing when the reservoir level drops below ¼ full.

DUMP ARS DUMP is not functional.

9.3.1.9

HOSE CUT/SAFE Switch. The HOSE CUT/SAFE switch is a two position switch spring-

loaded to the SAFE position and held in SAFE by a spring-loaded guard. The switch is wired through

the WonW interlock to prevent accidental activation on the deck.

SAFE Normal position.

CUT Refueling hose is cut and crimped. ARS is deactivated hydraulically and electrically. In

flight, the switch must be held for several seconds.

9.3.1.10 Dimming (BRT/DIM) Switch. The BRT/DIM switch controls the intensity of the receiver

pilot advisory lights on the ARS tailcone and control panel displays. BRT is used for day operations,

and DIM is used for night operations.

9.3.1.11 Status Lights. There are four status lights on the ARS control panel.

STOW Green light comes on when hose is approximately one foot from complete stowage. If

hose/drogue is not fully stowed, the indication is through a MASTER CAUTION and

aural tone, and the ARS DROGUE caution appears on the DDI.

RDY Green light illuminates when the hose is fully deployed and automatic hose response is

established.

PRESS Green light illuminates when hydraulic pressure drops below 1,700 psi. Light goes out

when pressure exceeds 2,000 psi.

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XFR Green light illuminates when a minimum of 20 gallons/min of fuel is being transferred

to the receiver.

9.3.1.12 TRANS Switch. The three position transfer switch is lever locked in the AUTO position and

controls fuel transfer to the receiver aircraft.

OVRD The ARS fuel pump is turned on regardless of hose position, fuel schedule, or fuel

remaining in the store. The OVRD position should only be used during emergency refu-

eling situations.

AUTO When connected to receiver aircraft, fuel flows when the following conditions are met:

• The hose is within the refueling range (approximately 5 to 20 feet of full trail),

• ARS (fuel is above 175 pounds) is not low on fuel; and,

• The scheduled amount of fuel is not exceeded.

OFF Turns the pump off regardless of hose position.

9.3.1.13 HOSE Switch. The three position switch controls the hose reel. The HOSE switch lever locks

in the RETR and EXT positions and is spring-loaded to EXT from the RESET position.

RETR The hose retracts or remains retracted.

EXT The hose extends or remains extended.

RESET Reset is used to establish a new reference pressure (after release to EXT) when air-

speed varies more than 10 KCAS from the last reference airspeed (either at extension

or at the time of the last RESET).

Do not select RESET when a receiver aircraft is plugged in. RESET

causes momentary loss of auto response and may damage receiver

aircraft.

Failure to reset hose reference pressure may result in hose auto retraction

if decelerating, or non-responsiveness if accelerating.

9.3.1.14 ARS DROGUE Caution. An ARS DROGUE caution on the DDI indicates that the ARS

PWR switch is OFF and the refueling drogue has not fully retracted.

9.3.2 ARS (Tanker) Procedures.

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F18. FLIGHT MANUAL (2008) - page 22