F18. FLIGHT MANUAL (2008)

A1-F18EA-NFM-000

Once stopped on runway -

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

If short field arresting gear NOT available and right engine crossbleed IS desired/required -

If APU ACCUM caution light on (i.e., landing gear emergency extended) -

3. Recharge the APU accumulator.

a. Left throttle - ADVANCE to 80%rpm minimum

b. ENG CRANK switch - R

When HYD 2 pressure restored -

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

caution removed -

approximately 30 seconds total)

d. ENG CRANK switch - OFF

With APU ACCUM caution off -

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

5. ENG CRANK switch - R

When HYD 2 pressure restored -

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

mately 40 seconds total)

7. EMERG BRK handle - VERIFY RESET

8. Make a normal landing using normal brakes with antiskid.

Once stopped on runway -

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

16.3 SINGLE ENGINE WAVEOFF/BOLTER

During a single engine waveoff or bolter, use of the afterburner on the operating engine is not

restricted as long as on-speed AOA is maintained. Best single engine rate of climb occurs at or near

on-speed AOA regardless of configuration, lateral weight asymmetry, or gross weight. If MAX power

is used, pilot workload is higher due to higher asymmetric thrust effects. Up to full rudder pedal may

be required to oppose yaw/roll. If required, coordinated lateral stick should be used to maintain wings

level.

1. Throttles - MIL (MAX if required)

2. Maintain on-speed AOA and balanced flight.

V-16-3

ORIGINAL

A1-F18EA-NFM-000

3. Climb, then accelerate to a safe altitude/airspeed.

16.4 FORCED LANDING

The aircraft is not designed to land on an unprepared surface. If a suitable landing site is not

available, perform a controlled ejection.

16.5 LANDING GEAR UNSAFE/FAILS TO EXTEND

A landing gear position of three down and locked is indicated by three steady green position lights

in either cockpit with the landing gear warning light and warning tone out. See figure 16-1.

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

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

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

1. AOA indexer lights - CONFIRM ON

2. INTR LT MODE switch - CHECK DAY

3. Landing gear position lights - CHECK FLUSH

4. LT TEST switch - TEST

If bulb(s) test bad -

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

6. Get a visual inspection (if practical).

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

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

8. Make a normal landing.

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

1. AOA indexer lights - CONFIRM OUT

2. LT TEST switch - TEST

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

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

4. LG circuit breaker - CHECK IN

5. Get a visual inspection (if practical).

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

position and obvious damage.

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

V-16-4

ORIGINAL

A1-F18EA-NFM-000

Perform the following in order until 3 down and locked -

6. LG circuit breaker - CYCLE

7. Perform Landing Gear Emergency Extension Procedure.

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

indication.

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

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

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

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

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

and locked.

12. LDG GEAR handle - DN

13. Perform Landing Gear Emergency Extension procedure.

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

the unsafe gear down and locked.

If any gear still indicates unsafe -

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

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

16. LDG GEAR handle - DO NOT CYCLE

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

18. Pin the landing gear after landing.

16.6 LANDING GEAR EMERGENCY EXTENSION

1. Consider selective jettison of unwanted stores.

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

and locked.

2. FLAP switch - HALF or FULL

3. Slow below 170 KCAS.

4. LDG GEAR handle - DN

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

5. LG circuit breaker - PULL

V-16-5

ORIGINAL

A1-F18EA-NFM-000

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

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

7. Verify three down and locked.

8. Make a short field arrestment (if practical)

NOTE

If the landing gear was emergency extended with the LDG GEAR

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

with the gear down and locked.

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

If the forward pressure reducer valve is failed, normal gear extension and

normal braking will be inoperative. If emergency gear extension was

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

emergency brakes should be selected prior to landing. If the landing gear

was emergency extended with a good HYD 2A system, emergency brakes

should be selected, as failure of normal braking is anticipated.

If HYD 2B is operative -

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

approximately 30 seconds total)

V-16-6

ORIGINAL

A1-F18EA-NFM-000

16.7 PLANING LINK FAILURE

With the landing gear down and locked, a planing link failure is indicated by a flashing LEFT or

RIGHT landing gear position light, illumination of the landing gear warning light, and annunciation

of the landing gear warning tone.

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

direction of the failed gear.

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

providing the pilot with little to no reaction time between initial

annunciation and a violent yaw/swerve. If flyaway airspeed is avail-

able, pilots should be prepared to make the decision to execute the Go

Around procedure immediately at initial planing link failure annun-

ciation.

Planing link failure indications that are momentary or disappear after

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

If detected after touchdown and flyaway airspeed available -

*1. Go Around

If flyaway airspeed not available -

*1. Select emergency brakes (if appropriate).

*2. HOOK handle - DOWN (if required)

If detected airborne, or following go around -

1. LDG GEAR handle - DO NOT CYCLE

2. ANTI SKID switch - OFF

If arresting gear available -

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

If arresting gear not available -

3. Make a minimum sink rate landing.

4. Consider touchdown on good gear side of runway.

V-16-12

ORIGINAL

A1-F18EA-NFM-000

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

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

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

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

a sudden swerve in the direction of the failed gear.

• The ability to maintain directional control with braking on the

appropriate side, NWS, and rudder will rapidly decrease as the aircraft

decelerates on rollout.

• Lateral asymmetry on the failed side may aggravate severity of

yaw/swerve in the direction of failed gear.

8. Do not taxi once stopped.

16.8 ARRESTMENT - FIELD

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

Gear Data charts, figure 16-5.

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

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

runway. Arresting gear location varies as follows:

• SHORT FIELD - Located 1,500 to 2,000 feet past the approach end of the runway. May require

a request and slight delay to rig.

• MIDFIELD - Located near the halfway point of the runway. May require a request to rig for the

desired direction.

• LONG FIELD or ABORT - Located 1,500 to 2,000 feet short of the departure end of the runway.

Usually rigged for immediate use.

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

use.

A field may have none, all, or any combination of these arresting gear types. Knowing the type,

location, and compatibility with the aircraft of the installed gear is mandatory. Knowing the local

policy for rigging installed gear is also required.

Wrong direction engagement of chain-type arresting gear can severely

damage the aircraft.

V-16-13

ORIGINAL

A1-F18EA-NFM-000

16.8.2 Arrestment Decision. The decision to take an arrested landing is dependent on the emergency

situation. In an emergency, use all available means to determine the status of the aircraft (instruments,

other aircraft, LSO, RDO, tower or other ground personnel). Typically, emergencies related to the loss

of the utility hydraulic system (e.g., loss of normal brakes and NWS), or to questionable braking, or

directional control (e.g., planing link failure, blown tire, or brake problem) dictate making an arrested

landing. If in doubt, a precautionary arrested landing is always prudent. If fuel is streaming, a field

arrested landing is not recommended due to the high probability that sparks and heat from the hook

may ignite the fuel.

Once the decision to arrest has been made, determine the best available arresting gear type and

location. Notify the control tower as far in advance as possible and give estimated time to landing in

minutes. Unrigged gear may require 10 to 20 minutes to rig. If winds are light and the emergency

situation dictates, the tower may request an arrested landing on an off-duty runway to retain the

capability to launch and recover other aircraft. If unfamiliar with arresting gear location, consider

making a practice pass.

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

feet off the brakes until engagement. After arrestment, common sense and conditions determine

whether to keep engines running or to shut down the engines and evacuate the aircraft.

16.8.3 Arrestment - Short Field. Make a short field arrested landing for anticipated directional

control or brake problems or if minimum rollout is desired. If available, request LSO assistance. The

LSO should have radio communications and be stationed near the touchdown point.

Inform the LSO of the intended touchdown point, if other than immediately before the gear. Lower

the hook before starting the approach and, if possible, get a positive hook down check.

Determine maximum engagement speed at the expected landing gross weight (see figure 16-5). Final

approach speed depends on flap setting and the specific emergency. If required, adjust gross weight to

minimize approach speed. A constant glideslope approach to touchdown is allowed (mirror or fresnel

lens if available). Plan the approach to touchdown on centerline at or just before the arresting wire. If

the required approach speed is in excess of maximum engaging speed, land short, select IDLE power,

and decelerate into the gear. Be prepared for nose gear tire failure above 195 KGS or main gear tire

failure above 210 KGS. Plan for a long field arrestment, if maximum short field engaging speed cannot

be met. If landing at or below maximum engaging speed, maintain approach power until arrestment is

assured. After engagement, retard the throttles to IDLE. Use moderate braking, if available, during

deceleration to prevent aircraft from two-blocking the arresting gear at higher engagement speeds or

gross weights. Secure engines and evacuate the aircraft, if required. If the wire is missed, waveoff

immediately.

16.8.4 Arrestment - Long Field. Make a long field arrestment when there is a stopping problem (e.g.,

aborted takeoff or loss of brakes with no loss of directional control, etc.). If possible, go around and

make a short field arrestment. Lower the hook in time for it to fully extend before engagement

(normally 1,000 feet prior to the arresting gear). Line up on runway centerline. If possible, inform the

control tower of intention to engage the long field gear, so that aircraft landing behind can be waved

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

16.9 BARRICADE ARRESTMENT

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

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

V-16-14

ORIGINAL

A1-F18EA-NFM-000

2. External ordnance - JETTISON

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

- LANDING GUIDE - CARRIER LANDING

NOTE

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

missiles is not recommended. AIM-7

and AIM-120

missiles may

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

Inability to jettison/fire these missiles does not preclude successful

barricade engagement. Barricade may be engaged with empty external

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

jettisoned, barricade engagement should only be attempted with all

landing gear down.

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

When ″Cut-Cut″ called by LSOs -

5. Throttles - OFF

When aircraft motion ceases -

6. Egress.

16.10 CV RECOVERY MATRIX

See figure 16-6 for the CV recovery matrix.

V-16-15

ORIGINAL

A1-F18EA-NFM-000

AIRCRAFT GROSS WEIGHT (x 1,000 POUNDS)

MAXIMUM

LANDING

ABORTED TAKEOFF (3)

OFF-CENTER

TYPE OF

ENGAGE-

ARRESTING GEAR

MENT

31.5

50.6

(FEET)

MAXIMUM ENGAGING SPEED (Knots Groundspeed) (1)

E-28 (2)

170

156

138

130

M-21

150

145

140

130

125

120

115

M-31

158

120

150

BAK-9

160

158

148

138

128

BAK-12 (4)

160

150

132

(4)

DUAL BAK-12 (5)

160

BAK-13

160

156

138

130

NOTE

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

(2) Also for the E-28 systems at Keflavik and Bermuda (standard installations or with 920 foot tapes).

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

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

and 950 foot runout. No information available regarding applicability to other configurations. BAK-12

engaging speed limit is 96 knots at 59,000 pounds. Due to runout limitations, it is recommended this gear not

be engaged at weights greater than 59,000 pounds.

(5) Dual BAK-12 limits are based on 150 to 300 foot span, 1-1/4 inch cross deck pendant, 50,000 pound weight

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

For E-28 or BAK-13 arresting gear systems, two-blocking can occur at

aircraft weights above 50,000 pounds and at engaging speeds above 130

knots. Moderate braking should be utilized during deceleration, if avail-

able, to aid in stopping the forward motion of the aircraft and prevent an

aircraft with idle power from slowly pulling the gear to a two-block

position. If a two-block occurs and aircraft travel reverses, engine thrust

should be applied judiciously to minimize aircraft walkback. Brakes, if

available, should not be utilized during aircraft walkback, as they may

induce the aircraft to tip back onto the exhaust nozzles.

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

V-16-16

ORIGINAL

A1-F18EA-NFM-000

FOR E-5 CHAIN EMERGENCY ARRESTING GEAR

ARRESTING

LANDING or ABORTED

ABORTED TAKEOFF

GEAR

TAKEOFF UP TO 44,000 LB

TAKEOFF UP TO 50,600 LB

50,700 to

66,000 LB

RATING

STD Chain

Heavy Chain

STD Chain

Heavy Chain

STD Chain

Heavy Chain

E-5

E-5-1

E-5

E-5-1

E-5

E-5-1

E-5

E-5-1

E-5

E-5-1

E-5

E-5-1

E-5-2

E-5-3

E-5-2

E-5-3

E-5-2

E-5-3

E-5-2

E-5-3

E-5-2

E-5-3

E-5-2

E-5-3

FEET of CHAIN

MAXIMUM ENGAGING SPEED (Knots Groundspeed)

300-349

350-399

400-449

450-499

500-549

550-599

600-649

650-699

101

700-749

109

102

750-799

101

118

110

800-849

107

127

101

119

104

850-899

114

136

107

127

112

900-949

120

145

114

135

102

119

950-999

127

150

154

120

144

108

127

1000-1049

133

150

163

126

150

153

113

134

1050-1099

139

150

165

132

150

161

119

142

1100

146

150

165

138

150

165

125

149

NOTE

• Maximum engaging speed for E-5 chain gear is limited by arresting gear capacity.

• Off center engagement into an E-5 system must not exceed 25% of the runway span.

• Before making an E-5 arrestment, confirm the type and chain length of installed gear (tower or

FLIP IFR Supplement) to ensure the corresponding maximum engaging speed is not exceeded.

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

V-16-17

ORIGINAL

A1-F18EA-NFM-000

Malfunction

Pages NFM-000/-500

Divert

Pull Fwd

Next Avail

Normal

Notes

ENGINES

Bleed Warning

V-12-3, -4/E56, E57

1, 2, 5

Engine Fire

V-12-4/E58

1, 2, 5

Single Engine

V-16-1/E30

2, 5, 9

Engine Stall

V-12-32/E101

2, 5, 9

AMAD PR Caution

V-12-7/E63

2,5

ATS Caution

V-12-9/E67

Dual BLD OFF Cautions (both BLEED

V-12-12/E70

Warn Lights Out)

BOOST LO Caution

V-12-13/E71

ENG Caution

V-12-17/E78

2, 5, 9

OIL PR Caution

V-12-29/E97

2, 5, 9

FUEL

Fuselage Fuel Leak

V-15-4/E6

DUMP OPEN Caution

V-12-16/E76

3, 7

FUEL INLT Caution

V-12-20/E84

2, 5, 9

FUEL LO Caution

V-12-20/E84

FUEL HOT Caution

V-12-20/E83

FUEL XFER Caution

V-12-21/E85

THERMAL Caution

V-12-33/E102

2, 5, 9

HYDRAULIC

Triple HYD Circuit Cautions

V-12-56/E140

2, 5

HYD 1A/2B Circuit Cautions

V-12-52/E134

All Other Dual HYD Circuit Cautions

V-12-50, -55/E132 - E139

2, 5, 9

Single HYD Circuit Caution

V-12-48,-49/E129 - E131

2, 5, 9

APU ACCUM Caution

V-12-8/E65

BRK ACCUM Caution

V-12-13/E72

HYD HOT Caution

V-12-63/E148

2, 5, 9

ELECTRICAL

AV AIR HOT Caution

V-12-10/E68

Dual GEN Cautions

V-12-22/V-15-11/E11, E86

2, 4, 5, 8, 11

V-12-22/V-15-13, -14/E14,

Single GEN Caution

E15, E86

Dual T/R Failure

V-15-12/E8

2, 5, 8, 11

DC FAIL Caution

V-12-15/E75

CAUT DEGD Caution

V-12-14/E73

FCS

AHRS Four Channel Failure

V-12-37/E107

FCS HOT Caution

V-12-42/E115

AHRS 1/2 Channel Failure

V-12-36/E106

FC AIR DAT Caution

V-12-41/E113

FCES Caution

V-12-35/E105

FLAPS OFF (LEF Fail) Caution

V-12-43/E116

FLAPS OFF (TEF Fail) Caution

V-12-44/E118

FLAP SCHED Caution

V-12-45/E120

Loss Of Any Control Surface

V-12-35/E105

MISCELLANEOUS

BAY FIRE Caution

V-12-11/E69

BAY DISCH Caution

V-12-10/E69

Blown Tire

V-14-4/E19

L BAR Warning

V-12-6/E60

Remove CDP 1

and 4

2, Refer to Figure 16-2.

Landing Gear Failure

V-16-9/E26

Landing Gear Malfunction -

Landing Guide

Planing Link Failure

V-16-12/E16

OBOGS DEGD Caution

V-12-28/E96

SDC Failure

I-2-22, I-2-171

Birdstrike

NOTES:

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

for details. Possibility of malfunction affecting other engine. Make sure all possible effort is made to recover aircraft immediately.

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

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

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

5. For HYD 2A or Dual T/R failure, landing gear will be emergency extended and aircraft will be committed to a dirty bingo if unable to recover. Consider

bingo options before extending landing gear.

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

7. Approximately 4,400 pounds of fuel will be available in the engine feed tanks.

8. If battery gauge reads 24 volts (LOT 22 and up), or BATT SW caution light on (LOT 21), the essential bus is being powered by the aircraft battery and 5

to 10 minutes of flight remains.

9. Aircraft will be flying straight-in approach. If half-flap approach required, approach speed will be higher. Consult applicable ARB for WOD requirements.

10. Aircraft will be flying 10° AOA full or half flap straight-in approach. Approach speed will be higher; therefore, wind over deck requirements will increase.

Recovery WOD should be kept as close as possible to ARB recommendations.

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

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

matrix.

Figure 16-6. CV Recovery Matrix

V-16-18

ORIGINAL

A1-F18EA-NFM-000

CHAPTER 17

Ejection

17.1 EJECTION

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

during the ejection sequence, the seat will eject through the canopy.

17.1.1 Ejection Seat Restrictions. During ejection seat development and testing, the SJU-17(V) 1/A,

2/A, and 9/A NACES seats were qualified for use by aviators with nude weights from 136 to 213

pounds, while the SJU-17A (V)1/A, 2/A, and 9/A NACES seats were qualified for use by aviators with

nude body weights from 136 to 245 pounds. The minimum and maximum nude body weights allowed

by OPNAVINST 3710.7 Series for those on aviation duty are 100 pounds and 235 pounds, respectively.

Therefore, a gap exists between the ejection seat certified weight range and the weights of the current

aviator population.

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

qualified minimum nude weight, or more than the maximum qualified

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

• An increased risk of severe injury or death during parachute landing fall

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

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

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

• Pilots should be trained in additional ejection risks associated with

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

The ejection seat catapult was designed for the qualified weight range only. Ejection seat stability

is directly related to occupant restraint. All occupants should be properly restrained in the seat by the

torso harness for optimum performance and minimum injury risk. Inertial reel performance may be

degraded for occupants outside of the certified weight range

17.1.1.1 Injury Risks - Nude Weight Less than 136 Pounds. Lighter weight occupants are subject to

a higher risk of injury due to the following factors:

1. Excessive pull back during inertial reel retraction.

2. Poor positioning during ejection.

3. Greater acceleration during catapult firing.

4. Higher parachute opening shock during ejections near the upper end of Mode 1 (approaching 300

KCAS).

V-17-1

ORIGINAL

A1-F18EA-NFM-000

5. Seat instability during drogue deployment during ejections above 300 KCAS.

Lighter weight aircrew have greater risk of neck injury during ejection

while using the JHMCS configuration. Minimum nude aircrew weights

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

weighing less than the authorized minimum nude weight are restricted

from flying with the JHMCS helmet system.

17.1.1.2 Injury Risks - Nude Weight Greater than 213 Pounds (245 Pounds for SJU-17A). Heavier

weight occupants are subject to a higher risk of injury due to the following factors:

1. Poor positioning during ejection due to insufficient pull back during inertial reel retraction.

2. Insufficient altitude to clear the aircraft tail structure.

3. Insufficient altitude for full parachute inflation in zero/zero cases or at extremely low altitude/

airspeed.

4. Higher descent rates during parachute landing.

17.1.1.3 Airspeed during Ejection. Ejection analysis shows:

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

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

hazardous.

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

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

Never actuate the manual override handle in flight, as ejection would then be impossible and the

aircrew would be unrestrained during landing. When the manual override handle is actuated, the

ejection seat SAFE/ARMED handle is rotated to the SAFE position, the aircrew is released from the

seat, and the harness cannot be reconnected.

If the seat becomes unlocked and slides partially up the rails, ejection

and/or parachute deployment is still possible but the ejection handle

must be pulled, followed by activation of the manual override handle.

Under these circumstances, low altitude ejection capabilities are compro-

mised.

V-17-2

ORIGINAL

A1-F18EA-NFM-000

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

the JHMCS helmet system.

The JHMCS configuration can contribute to increased neck loads during

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

increase as ejection airspeed increases and may cause severe or fatal

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

neck and injury loads.

NOTE

Aircrew will brief system peculiarities and potential injury from out of

position and high speed ejections prior to each flight when using

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

17.1.2 Low Altitude Ejection. The minimum altitude required for a successful ejection is dependent

on sink rate, airspeed and bank angle, and airspeed and dive angle. The effects of sink rate are shown

in figure 17-1. The effects of airspeed and bank angle are shown in figure 17-2. The effects of airspeed

and dive angle are shown in figure 17-3.

The decision to eject at low altitude must be based on these factors to ensure a successful ejection.

Additionally, ejection seat trajectory is improved if the aircraft is zoomed to a higher altitude prior to

ejection initiation. The additional altitude increases time available for seat separation and parachute

deployment. However, do not delay the decision to eject if the aircraft is nose down and cannot be

leveled.

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

1. Ground level - zero airspeed.

2. Surface to 50,000 feet MSL - 600 KCAS maximum.

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

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

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

parachute shroud lines.

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

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

contribute to shroud line entanglement. Be prepared to cut shroud lines if the parachute is dragging

the survivor.

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

and/or create a fire hazard. If jet fuel is present, do not use a flare marker. The emergency oxygen

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A1-F18EA-NFM-000

system may be invaluable in this case. If emergency oxygen is required, do not discard the survival kit,

as this terminates the availability of emergency oxygen. However, totally discarding the survival kit

may be appropriate after considering weather, sea conditions, and rescue potential.

Low altitude ejection may result in parachute canopy disintegration due

to the aircraft impact fireball.

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

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

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

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

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

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

toward an unpopulated area, if possible.

17.1.4 Ejection Procedures. See figure 17-4.

17.2 DITCHING

In the event ejection has failed and the aircraft must be ditched, see figure 17-5.

17.3 SEAWATER ENTRY

If downed in seawater, SEAWARS releases the parachute canopy within 2 seconds. However, if able,

manually unlock each canopy release immediately on seawater entry. The SEAWARS does not operate

in freshwater.

V-17-4

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A1-F18EA-NFM-000

SJU-17

Ejection Preparations

EJECTION INJURIES AND BODY POSITIONING

THESE PROPER BODY POSITIONS

MUST BE TAKEN TO PREVENT INJURIES

1. Press head firmly against headrest.

5. Press buttocks firmly against the seat back.

2. Elevate chin slightly (10°).

6. Place thighs flat against seat.

3. Press shoulders and back firmly against seat.

7. Press outside of thighs against side of seat.

4. Hold elbows and arms firmly towards sides.

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

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

probably result from neck injury.

EJECTION INITIATION

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

single-hand grip.

Two-hand method -

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

toward body.

Keep elbows close to body.

Single-hand method -

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

other hand, palm toward body. Keep elbows close to body.

Both methods -

2. Pull handle sharply up and toward abdomen, keeping elbows in. Ensure handle

pulled to end of travel. Continue holding handle until seat/man separation.

NOTE

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

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

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

attention must be paid to maintaining proper body position.

Figure 17-4. Ejection Procedures (Sheet 5 of 13)

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A1-F18EA-NFM-000

The aircraft should be ditched only when ejection has failed.

DUTIES BEFORE IMPACT

1. Make radio distress call.

8. Oxygen mask - TIGHTEN

2. IFF - EMERGENCY

9. Lower seat, assume position for ditching

3. External stores - JETTISON

(feet on rudder pedals, knees flexed).

4. Landing gear - UP

10. Shoulder harness - LOCK

5. Flaps - DOWN

11. Canopy - JETTISON

6. Arresting Hook - DOWN

12. Fly parallel to swell pattern.

7. Visor - DOWN

13. Attempt to touch down along wave crest.

14. Throttles - OFF BEFORE IMPACT

DUTIES AFTER IMPACT

1. Manual override handle - PRESS BUTTON AND ROTATE AFT AND UP

2. Shoulder harness - RELEASE

3. Emergency oxygen - ACTIVATE

NOTE

In the event of under water egress, it is possible to survive underwater with

oxygen equipment until escape can be made.

4. Stand straight up without twisting to release survival kit sticker clips from the seat.

If the cockpit has flooded, the LPU may have inflated due to the FLU-8 water

activated automatic inflation device. If so, care must be taken during exit to avoid

catching the lobes causing entanglement or LPU damage.

5. Abandon aircraft.

6. If the LPU has not automatically inflated - INFLATE

7. Deploy survival kit and inflate life raft.

Should aircraft be abandoned under water, exhale while ascending to the surface to

prevent bursting of lungs due to pressure differential between lungs and outside of

body.

Figure 17-5. Ditching Procedures

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A1-F18EA-NFM-000

CHAPTER 18

Immediate Action

18.1 GENERAL

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

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

explanatory matter associated with particular procedures.

18.2 APU FIRE LIGHT

IN FLIGHT or on GROUND

*1. APU FIRE light - PUSH

*2. FIRE EXTGH READY light - PUSH

GROUND

*3. Throttles - OFF

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

*1. Throttles - Minimum practical

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

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

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

18.4 SINGLE L BLEED or R BLEED WARNING LIGHT

*1. Throttle affected engine - IDLE

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

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

*3. Throttle affected engine - OFF

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

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

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

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A1-F18EA-NFM-000

18.5 FIRE LIGHT

GROUND

*1. Throttles - OFF

*2. FIRE light affected engine - PUSH

*3. FIRE EXTGH READY light - PUSH AND HOLD UNTIL DISCH LIGHT COMES ON (5

seconds

maximum.)

IN FLIGHT

Dual FIRE lights -

*1. Throttles - Minimum practical

Single FIRE light or Dual when side confirmed -

*2. Throttle affected engine - OFF

*3. FIRE light affected engine - PUSH

*4. FIRE EXTGH READY light - PUSH AND HOLD UNTIL DISCH LIGHT COMES ON (5

seconds

maximum.)

*5. HOOK handle - DOWN

18.6 ENGINE CAUTIONS

L/R EGT HIGH, L/R ENG, L/R ENG VIB, L/R FLAMEOUT, L/R OIL HOT,

L/R OIL PR, L/R OVRSPD, and L/R STALL

*1. Throttle affected engine - IDLE

18.7 L/R FUEL INLT CAUTION

*1. Throttle affected engine - OFF

*2. FIRE light affected engine - PUSH

18.8 HYD1 (2) HOT CAUTION

*1. Throttle affected engine - OFF

18.9 OBOGS DEGD CAUTION//HYPOXIA/LOW MASK FLOW/NO MASK FLOW//LOSS OF CABIN

PRESSURIZATION/CABIN CAUTION LIGHT BELOW 47,000 FEET

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

*2. OXY FLOW knob(s) - OFF

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

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A1-F18EA-NFM-000

18.10 HOT START

If EGT climbs rapidly through 750°C -

*1. Throttle affected engine - OFF

18.11 BRAKE FAILURE/EMERGENCY BRAKES

If detected after touchdown and flyaway airspeed available -

*1. Go Around.

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

*2. Brakes - RELEASE

*3. EMERG BRK handle - PULL TO DETENT

*4. Brakes - APPLY gradually

18.12 EMERGENCY CATAPULT FLYAWAY

If flyaway airspeed available -

*1. Throttles - MAX

*2. Rudder pedal - FULL AGAINST YAW/ROLL

*3. EMERG JETT button - PUSH

*4. Maintain 10° to 12° pitch attitude with W symbol.

D Do not exceed 14° AOA (AOA tone).

If unable to arrest yaw/roll or stop settle -

*5. Eject

18.13 ABORT

*1. Throttles - IDLE

*2. Speedbrake - AS DESIRED

*3. Brakes - APPLY

*4. Stick - AFT below 100 knots (if required)

*5. HOOK handle - DOWN (if required)

18.14 LOSS OF DIRECTIONAL CONTROL DURING TAKEOFF OR LANDING/ PLANING LINK

FAILURE

If detected after touchdown and flyaway airspeed available -

*1. Go Around

If flyaway airspeed not available -

*1. Select emergency brakes (if appropriate)

*2. HOOK handle - DOWN (if required)

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A1-F18EA-NFM-000

18.15 COCKPIT SMOKE, FUMES, OR FIRE

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

*2. OXY FLOW knob(s) - OFF

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

*4. CABIN PRESS switch - RAM/DUMP

18.16 OCF RECOVERY

*1. Controls - RELEASE, FEET OFF RUDDERS, SPEEDBRAKE IN

If still out of control -

*2. Throttles - IDLE

*3. Altitude, AOA, airspeed, and yaw rate - CHECK

If command arrow present -

*4. Lateral stick - FULL WITH ARROW

When command arrow removed -

*5. Lateral stick - SMOOTHLY NEUTRAL

When recovery indicated by AOA and yaw rate tones removed, side forces subsided, and

airspeed accelerating above 180 KCAS -

*6. Recover

Passing 6,000 feet AGL, dive recovery not initiated -

*7. Eject

18.17 SINGLE ENGINE FAILURE IN LANDING CONFIGURATION

*1. Throttles - MIL or MAX

*2. FLAP switch - HALF

*3. Maintain on-speed AOA and balanced flight.

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A1-F18EA-NFM-000

CHAPTER 19

Instrument Flight

19.1 INSTRUMENT FLIGHT

19.1.1 Before Takeoff. If instrument flight is expected immediately following takeoff or flight in

RVSM airspace is planned, thoroughly check navigation equipment and crosscheck the HUD and

standby flight instruments. Check to ensure the HUD altitude is within 30 feet of parking spot

elevation, and the standby altimeter is within 60 feet of parking spot elevation. If flight in icing

conditions is anticipated, perform an engine anti-ice detector test (ENG ANTI ICE switch to TEST).

If icing conditions are anticipated immediately after takeoff, place the ENG and PITOT ANTI ICE

switches to ON just prior to takeoff roll.

19.1.2 Inflight. In RVSM controlled airspace, BALT autopilot mode must be engaged when level at

an assigned altitude on the HUD below Mach 0.90. This is required in order to fully comply with

RVSM requirements. After engagement, the Mach limit is Mach 0.92.

During instrument flight, particularly in icing conditions, and for flight in RVSM airspace,

frequently crosscheck standby flight instruments to verify that the primary systems are functioning

normally. A slowly flashing velocity vector indicates that the INS is providing valid attitude

information but the FCC air data functions are the source for the velocity vector.

The HUD altitude and standby altimeter readings will differ as a function of Mach number. In

RVSM controlled airspace, when at assigned altitude on HUD, periodically add standby altimeter

error (Standby Altimeter Error table below) to standby altimeter and compare to HUD altitude. If

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

MC OFP H5E AND UP, use the HSI/DATA/(A/C) page STBY CHK value to compare directly with

the standby altimeter. Both are uncorrected altitudes.

NOTE

The barometric setting is assumed to be 29.92 for all RVSM related

activities. Do not use the standby altimeter for RVSM altitude holding

requirements.

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

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In RVSM controlled airspace, compare left and right AOA values immediately after establishing

assigned altitude on HUD. If L and R AOA values on the FCS page differ by more than 2 degrees,

notify ATC that the aircraft is no longer RVSM compliant. Allow time for the probes to settle if in

turbulent air.

19.1.3 Approaches.

19.1.3.1 Descent. If fuel conservation is of concern, an enroute descent should be flown at 250 KCAS

and IDLE power. Advancing the throttles slightly to ‘‘pucker’’ the nozzles reduces drag and results in

a slightly more efficient descent.

19.1.3.2 Holding. Fly the holding pattern as directed/depicted. For maximum endurance, maintain

approximately 225 to 250 KCAS between 15,000 and 25,000 feet MSL. Total fuel flow should be

approximately 4,000 pph.

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

shall be aware that directing AN/APG-79 AESA transmissions toward airfields 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 civilian airfields. Reference Chapter 4.4

for AN/APG-79 AESA radar limitations.

19.1.3.4 Non-Precision. The navigation aids available provide excellent position keeping capability

with multiple redundancy and steering cues. INS offset data can be used to provide accurate steering

to a TACAN IAF and the CRS select option can be used to obtain a visual reference on the MPCD and

to provide steering cues on the HUD.

Penetration should be flown at 250 KCAS and approximately 75% N₂ rpm with the speedbrake as

required to control descent rate. Dirty up at 10 nm from touchdown.

19.1.3.5 Precision Approaches. The downwind leg should be flown at 230 to 250 KCAS with gear UP

and flaps AUTO. Transition to the landing configuration when directed or no later than 6 nmi from

touchdown. To begin descent, lower the velocity vector to approximately -3° and maintain onspeed

AOA. Small changes in velocity vector placement can be used to control glideslope. Set the RALT at

decision height and be prepared for missed approach.

19.2 DEGRADED SYSTEMS

If the INS fails, the ATT switch should be placed to STBY.

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A1-F18EA-NFM-000

CHAPTER 20

Extreme Weather Procedures

20.1 ICE AND RAIN

Before flight, check with the weather service for the location of the freezing level and probable icing

conditions. Flight through known or suspected icing conditions should be avoided, if possible, to

prevent engine FOD from ice ingestion.

Prolonged flight in icing conditions is an emergency situation. Flight duration which allows a

noticeable accumulation of ice (more than 3/8 inch) on the LEFs constitutes prolonged flight. Ice forms

rapidly on the inlet lip and, if allowed to accumulate, can be drawn into the engine causing compressor

stalls and/or major FOD. Severe icing conditions can result in rapid ice accumulation in a very short

time. An INLET ICE caution should serve as a warning to take action to avoid further ice

accumulation.

If icing is anticipated or encountered -

1. Perform an engine anti-ice detector test (ENG ANTI ICE - TEST) to verify proper detector

operation.

20.1.1 Ground Operation.

If ambient temperature between 0 and 7°C -

1. Minimize engine operation above IDLE to reduce the potential for ice accumulation on the engine

inlet lips. Inlet lip icing can occur at these conditions without the INLET ICE caution.

If visible moisture exists (rain, fog) and the temperature is 45°F (7°C) or less -

1. ENG ANTI ICE switch - ON (after engine start)

2. PITOT ANTI ICE switch - ON (after taxi but prior to takeoff)

If an INLET ICE caution appears prior to takeoff -

1. Do not takeoff. Return to the line and have the engines inspected for possible FOD.

20.1.2 In Flight.

If icing is anticipated or encountered -

1. Enter the clouds at the last possible moment. If on top, descend rapidly.

2. ENG ANTI ICE switch - ON

3. PITOT ANTI ICE switch - ON

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A1-F18EA-NFM-000

Figure 20-1. Icing Danger Zone

If no ice is visible on the LEFs -

4. Airspeed - Increase until INLET TEMP is at least +5°C (+10°C preferred) on ENG format (if

possible).

5. Climb or descend out of icing danger zone (figure 20-1).

Monitor INLET TEMP and Mach. If time and fuel permit, climb to a safe altitude. Altitudes

above about 25,000 feet or ambient temperatures below -30°C generally prevent ice formation

since the water droplets are frozen and do not adhere. Descend only if sure that ambient

temperature is well above freezing at a safe altitude below.

When clear of icing conditions -

6. ENG ANTI ICE switch - OFF

If ice is visible on the LEFs -

4. Throttles - Reduce below 80% N₂ rpm (if possible). Avoid throttle transients above 90% N₂ rpm.

5. Airspeed - Maintain above 250 KCAS.

6. AOA - Maintain less than 6° (if possible) to prevent ice accumulation on underside of LEX.

7. Avoid abrupt maneuvers and bank angles over 20°.

8. Descend rapidly below the freezing level.

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A1-F18EA-NFM-000

For landing -

9. WINDSHIELD switch - ANTI ICE or RAIN (as required)

The ANTI-ICE position should be used as required to clear the windshield of ice and/or visible

moisture.

Do not operate the windshield anti-ice/rain removal system on a dry

windshield. If a WDSHLD HOT caution appears, place the WIND-

SHIELD switch to OFF immediately to prevent heat damage to the

windshield.

10. Reduce airspeed and lower the landing gear at the last possible moment (minimizes ice

accumulation on the gear).

If a missed approach is necessary -

11. Slowly advance throttles to the minimum power required for a safe waveoff.

12. Raise landing gear and flaps as soon as possible.

Post-flight -

13. Report all icing encounters (INLET ICE caution) on VID MAF to ensure the engine is inspected

for FOD before the next flight.

20.1.3 Landing in Heavy Rain. Refer to the Wet Runway Landings section in chapter 7.

If landing in heavy rain -

1. WINDSHIELD switch - RAIN

Do not operate the windshield anti-ice/rain removal system on a dry

windshield. If a WDSHLD HOT caution appears, place the WIND-

SHIELD switch to OFF immediately after landing to prevent heat

damage to the windshield.

For wet (standing water) runway conditions -

2. Reduce gross weight to minimum practical.

3. ANTI-SKID switch - VERIFY ON (shore based)

4. Land onspeed or slightly slow with the power reduced to IDLE as soon as possible.

If directional control is comfortable after touchdown -

5. Use maximum anti-skid braking to minimize landing distance.

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CHAPTER 21

Hot Weather Procedures

21.1 GENERAL

On the ground, the avionics ground cooling fan should provide adequate avionics cooling up to an

ambient temperature of approximately 103°F. Inflight, the ECS controller should provide adequate

avionics cooling at all conditions.

With outside air temperature greater than 103°F, fuel recirculation through the heat exchangers

during ground operations may be insufficient at IDLE RPM to keep engine and AMAD oil temperature

within limits. Increasing the affected engine rpm increases circulation and should clear an OIL HOT

caution within 20 seconds (normal operating system).

Under adverse conditions (i.e. hot, heavy, and forward CG), takeoff speeds may be significantly

higher than those seen at nominal conditions. Knowing the aircraft predicted takeoff performance

should prevent a high speed abort in what is a normally functioning aircraft.

21.2 GROUND OPERATIONS

If OAT is approaching or is above 103°F -

1. Non-essential avionics equipment (radar, TCN, IFF, etc.) ON and BIT then OFF (if required)

2. Consider increasing one engine at or above 74% N₂ rpm (if possible)

3. ENG format - Monitor ENG OIL TEMP (149°C) and AMAD OIL TEMP (88°C)

4. Avionics equipment - ON JUST PRIOR TO TAKEOFF

If AV AIR HOT or L or R OIL HOT cautions appear -

5. Perform the appropriate caution corrective action procedures.

The AV AIR HOT caution corrective action procedures should remove the caution if the ECS system

is operating normally. If the caution cannot be cleared with the ECS MODE switch in AUTO,

maintenance action is required.

21.3 IN FLIGHT

At nominal ambient conditions, the aircraft fuel system should provide adequate cooling for the

FADECs and subsystem accessories. With extremely hot ambient conditions, feed tank fuel tempera-

tures can approach the 59°C inflight limit. During low altitude flight in hot conditions, particularly

with a low fuel state, an L or R FUEL HOT caution may appear. If sufficient cooling is unavailable,

the L or R OIL HOT cautions may also appear.

If OAT is approaching or is above 103°F -

1. Monitor feed tank fuel temperatures.

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A1-F18EA-NFM-000

If the L or R FUEL HOT, FADEC HOT, or OIL HOT cautions appear -

2. Perform the appropriate corrective action procedures.

3. Land as soon as practical.

21.4 DESCENT/RECOVERY

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. If possible, the maximum comfortable cockpit temperature should be maintained to aid in

windshield defog.

If OAT is approaching or is above 103°F -

1. Consider turning off non-essential avionics equipment before entering the landing pattern.

21.5 AFTER LANDING

During ground operations with fuel temperatures above 40°C, the LCS pump and ground cooling fan

are commanded on regardless of RADAR knob position to provide ram air cooling for the fuel system.

Placing the RADAR knob to OFF postflight removes the radar as a heat source, aids LCS/fuel cooling,

and should extend ground operating time.

Once clear of the runway -

1. Avionics equipment - OFF

2. RADAR knob - OFF

If line shutdown -

3. Canopy - LEAVE OPEN

If hotpits -

3. Monitor feed tank fuel temperatures.

NOTE

The ground L or R FUEL HOT caution thresholds are 79°C with less

than 5,000 pounds of fuel and 59°C with more than 5,000 pounds of

fuel.

If feed tank fuel temperatures are approaching limits -

4. Consider shutting down the left engine (significantly reduces the heat load).

If a L or R FUEL HOT caution appears -

5. Perform the corrective action items.

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A1-F18EA-NFM-000

CHAPTER 22

Cold Weather Procedures

22.1 EXTERIOR INSPECTION

If the aircraft has not flown within 4 hr -

1. Pay particular attention to the nosewheel oleo, and APU and brake accumulator pressures.

22.2 BEFORE ENTERING COCKPIT

If a battery/APU start is anticipated -

1. Consider using external power to raise the canopy to conserve battery power.

22.3 INTERIOR CHECK

1. Canopy - Consider leaving open until the right engine has been started to (1) conserve battery

power and (2) permit rapid egress.

If the aircraft has been cold soaked below -18°C (0°F) -

1. Rudder pedal adjustment may be difficult or impossible and the inertia reel may not retract

automatically until the cockpit warms up (typically 5 to 10 minutes).

22.4 ENGINE START

1. Perform normal engine starts (windmilling is not required).

APU starts should be successful if the battery and the APU accumulator are fully charged. The

FADEC modulates fuel flow as required to prevent a hung start. Successful engine starts have been

demonstrated at ambient temperatures down to -40°F without start anomalies; however, expect engine

starts to be slower than at nominal temperatures.

2. Avoid activating any hydraulic actuated system for 2 minutes after both engines are online.

This allows hydraulic fluid to warm both systems and prevents hydraulic seal damage and potential

hydraulic leaks.

3. Oil pressure on the EFD may appear as invalid if 200 psi is exceeded. Maximum oil pressure 2.5

minutes after engine start is 180 psi.

22.5 BEFORE TAXI

If ambient temperature between 0 and 7°C -

1. Minimize engine operation above IDLE to reduce the potential for ice accumulation on the engine

inlet lips. Inlet lip icing can occur at these conditions without the INLET ICE caution.

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A1-F18EA-NFM-000

If visible moisture exists (rain, fog) and the temperature is 7°C (45°F) or less -

1. ENG ANTI ICE switch - ON (after engine start)

2. PITOT ANTI ICE switch - ON (after taxi but prior to takeoff)

If the aircraft has not flown within 4 hr with ambient temperature below -18°C (0°F) -

1. Up to three selections of the FCS exerciser mode may be required in order to obtain a successful

FCS RESET after the initial 2 minute warm-up.

For cold weather operations below -18°C (0°F) -

1. Three arresting hook cycles should be performed to bring extension time within specification (2

seconds is nominal).

2. Proper operation of the OBOGS monitor may not occur until 2 minutes of warm up.

22.6 TAKEOFF

If snow or slush has accumulated on the landing gear -

1. Leave the gear down for 1 minute after takeoff to clear snow or slush.

2. The landing gear may be slow to retract (up to 30 seconds) following cold soak below -18°C (0°F).

Gear retraction times in excess of 15 seconds annunciate the landing gear warning tone.

3. Carefully monitor gear uplock signals (all three landing gear position lights out, landing gear

warning light out).

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A1-F18EA-NFM-000

CHAPTER 23

Communication-Identification

Equipment

23.1 MULTIFUNCTION INFORMATION DISTRIBUTION SYSTEM (MIDS)

MIDS is an advanced, high capacity, jam resistant, digital communication link. MIDS is an

omnidirectional radio that uses frequency-hopping techniques similar to HAVEQUICK, and encryp-

tion for security. It is like a Local Area Network (LAN) in that multiple users can access information

simultaneously. MIDS is used to exchange near real-time information among air, ground and sea

elements engaged in tactical operations. LINK 16 equipped platforms can transfer voice and data.

Refer to TACMAN Vol 3 for Tactical information. Refer to Chapter 24 for navigation information.

23.2 ICS - INTERCOM SYSTEM

The ICS provides amplification and distribution of intercockpit voice communications, aircrew-to-

ground crew voice communications, ICS voice alerts and tones, as well as advisory tones originating

external to the ICS.

Volume controls are provided to control headset volume for:

1. Voice Activated Intercom (VOX)

2. Transmit sidetone/aircrew intercom audio/ground crew intercom audio

3. MIDS A audio

4. MIDS B audio

5. RWR audio

6. WPN delivery audio

7. TACAN ident

8. Auxiliary audio (available for other uses).

The ICS is also used to control the following COMM/IFF related functions:

1. Selection of PLAIN voice or CIPHER relay modes (RLY switch).

2. Selection of guard transmit (G XMT) for COMM 1 and 2 (G XMIT switch).

3. Hold or zeroize of IFF crypto code (CRYPTO switch).

4. Selection of IFF Mode 4 cautions, advisories, and voice alerts (MODE 4 switch).

5. Selection of IFF NORM or EMERG operating modes (IFF MASTER switch).

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ORIGINAL

A1-F18EA-NFM-000

23.2.1 ICS Function Selector Switch (F/A-18F). The ICS function selector switch is located in each

cockpit and is used to select the operating mode for ICS voice communications.

23.2.1.1 ICS Function Selector Switch Front Cockpit (F/A-18F). The switch is located on the ANT

SEL panel on the outboard left console in the front cockpit. In order for a crewmember to communicate

on the ICS, the ICS function switch in that cockpit must be in HOT MIC and the ICS VOL knob must

be set (as desired) above the LO position.

RADIO

Selects HOT MIC in both cockpits and ensures ICS volume is louder than COMM

ORIDE

volume.

HOT MIC Enables the front (rear) cockpit microphone for ICS transmissions.

COLD MIC Disables front (rear) cockpit microphone.

23.2.1.2 ICS Function Selector Switch Aft Cockpit (F/A-18F). The switch is located on the VOL

control panel on the left console in the aft cockpit. In order for a crewmember to communicate on the

ICS, the ICS function switch in that cockpit must be in NORM and the ICS VOL knob must be set (as

desired) above the LO position.

RADIO

Selects HOT MIC in both cockpits and ensures ICS volume is louder than COMM

ORIDE

volume.

NORM

Enables aft cockpit microphone for ICS transmissions.

23.2.1.3 ICS Aft Cockpit Kick Switches (F/A-18F Lot 26 and up). Two ICS kick switches are located

on the inboard side of each rudder pedal. These switches are in addition to COMM transmit switches

on the rudder pedals. Either switch will activate the ICS for intercockpit communication.

23.3 VHF/UHF COMMUNICATION SYSTEM

The aircraft has two ARC-210 voice communication radios. The VHF/UHF radios, COMM 1 and

COMM 2, provide air-to-air/air-to-ground voice communications; and, in conjunction with automatic

direction finding (ADF), equipment (If installed), provide a DF function. The radios can be operated

in plain mode, anti-jam (Have Quick 1 or 2) mode, secure mode (KY-58), or relay mode; in either

normal or secure voice. An additional function is generation by either COMM 1 or COMM 2 of a 1,020

hz tone (AM) or a 15 hz tone (FM) which serve as audio cues to the pilot. The COMM 1 and COMM

2 radios operate in the frequency bands listed below. When enabled, integral guard receivers

continuously monitor the emergency guard channels for each frequency band.

VII-23-2

ORIGINAL

F18. FLIGHT MANUAL (2008) - page 27