F18. FLIGHT MANUAL (2008)

A1-F18EA-NFM-000

Figure 24-29. ACL Control - Marshal to Touchdown (Sheet 5)

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

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

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

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

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

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

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

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

replaces ENT.

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

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

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

South (S) entries for latitude and longitude entries.

VII-24-78

ORIGINAL

A1-F18EA-NFM-000

CHAPTER 25

Backup/Degraded Operations

25.1 MISSION COMPUTER FAILURE

25.1.1 Mission Computer Failure (Non-AMCD Aircraft). If there is a failure of MC 1 (navigation

computer) there are certain capabilities which are lost. Some basic navigation capabilities are provided

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

functions, G limiter and roll limiter, map and navigation situations display, and GPS and the HUD

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

selection, position updating, target marking, and data entry and display are not provided when MC 1

is failed. The functions provided by MC 2 are the basic HUD flight data; backup HSI display with INS,

TACAN and ADF information; mode II ACL capability; and automatic throttle control. The control of

CNI equipment by the UFCD is not affected by an MC 1 failure, and ILS steering is available on the

standby attitude indicator. No backup position keeping is provided if the INS fails when MC 1 is failed.

In this case the standby attitude reference indicator is used by MC 2 for attitude information and the

velocity vector is not displayed on the HUD.

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

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

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

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

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

operation and the velocity vector may be caged/uncaged.

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

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

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

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

ACL mode option pushbutton is displayed for selection.

25.1.2 Mission Computer Failure (AMCD Aircraft)

25.1.2.1 Mission Computer Failure (AMCD Aircraft) - Single. In the event of an MC failure, backup

functions are the same in either computer. Basic navigation and situational awareness functions are

available, and cautions and advisories are displayed. TACAN and IFF can be turned off/on in backup

mode. TACAN station ID or IFF mode code changes can be entered during backup mode operation.

The radar altimeter cannot be turned on/off, but the RALT bug can be entered via the UFCD. ACL

Mode II is available in MC backup mode. Autopilot, G-limiter and roll limiter are not available in MC

backup mode.

25.1.2.2

Mission Computer Failure (AMCD Aircraft) - Dual. When both MCs are offline or in

initialization, the SDC acts as the backup bus controller and transmits a limited HUD display of

essential flight information to the forward MPCD and forward UFCD. The FCC provides calibrated

VII-25-1

ORIGINAL

A1-F18EA-NFM-000

Figure 25-1. SDC Backup HUD Display (AMCD Aircraft)

airspeed, AOA, Mach, vertical velocity, and baro altitude. The CSC provides pitch and bank attitude

reference and radar altitude. See figure 25-1. The SDC also provides L ATS and R ATS cautions.

25.1.2.3 Backup Navigational Information on Backup HUD. The navigational information on the

backup HUD is identical to the full-up HUD. Limited A/A and no A/G support is available.

25.2 BACKUP ATTITUDE AND NAVIGATION SYSTEM

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

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

attitude navigation computations. The backup system consists of standby attitude reference indicator,

static power inverter, and magnetic azimuth detector.

25.2.1 Standby Attitude Reference Indicator. The standby attitude reference indicator (figure 25-2)

is a self-contained pitch and roll instrument which is mounted on the main instrument panel. An

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

erection system automatically cuts off when lateral accelerations exceed approximately 0.15 g. The

gyro spin speed and erection system provides a minimum of 3 minutes of attitude information with a

total power loss. Pitch and roll servos provide back up pitch and roll attitude for use by other systems.

The attitude presentation is 360° in roll, 92° in climb, and 78° in dive.

VII-25-2

ORIGINAL

A1-F18EA-NFM-000

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

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

reference indicator operation.

NOTE

The aft cockpit standby attitude reference indicator is not powered by

the essential bus. Hence, it only operates for 3 minutes after a loss of

aircraft ac power.

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

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

maintained in the horizontal component of the earth magnetic field. The air data functions process the

detected magnetic heading and develop the magnetic error compensation signals.

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

tors for the backup system are on the MPCD (or aft cockpit 8 x 10 display for LOT 26 AND UP) and

the standby attitude reference indicator.

25.2.4.1 MPCD (or 8 x 10 Display). The MPCD (or 8 x 10 display) provides horizontal situation and

steering control displays.

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

tors on the standby attitude reference indicator (figure 25-2) are described as follows:

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

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

attitude relative to the horizon. The miniature aircraft is adjustable through ±5° of pitch trim by

rotating the pull to cage knob clockwise or counterclockwise when the knob is pushed in.

3. Pull to cage knob. The knob is pulled out and held to orient the gyro spin axis to the ARI case

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

becomes caged.

Do not lock the gyro in the caged position with the pull to cage knob if

the gyro is spinning. Damage to the gyro might occur if the indicator or

the aircraft is moved while the gyro is spinning and caged. If the knob is

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

can be turned counterclockwise.

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

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

a 90° per minute rate of turn.

6. Test switch. The vertical and horizontal pointers and rate of turn needle are deflected when the

test switch is pressed.

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

VII-25-3

ORIGINAL

A1-F18EA-NFM-000

Figure 25-2. Standby Attitude Reference Indicator

8. Elevation deviation bar. This bar provides direction information for pitch steering.

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

by the bank angle index during maneuvers.

10. Azimuth deviation bar. This bar provides direction information for azimuth steering.

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

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

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

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

25.3 NAVIGATION BACKUP

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

information, and velocity. The INS normally provides position keeping for the aircraft. Under various

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

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

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

information are air data (true airspeed and angle of attack) or radar doppler velocities. Air data vertical

velocity is an alternate velocity source if only the vertical component of INS velocity is invalid. The

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

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

data position keeping is automatically selected in case of an INS failure. If MIDS is installed and

operating, MIDS is automatically selected as the aircraft position keeping source when INS or GPS

fails. Because MIDS position keeping is unreliable, POS/ADC should be manually selected if

VII-25-4

ORIGINAL

A1-F18EA-NFM-000

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

data functions, and the last computed wind or the wind inserted by the pilot on the UFCD. The wind

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

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

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

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

position keeping.

The radar doppler velocities are automatically used by the mission computer if available and no

other velocity sources are available (INS, GPS and FCC air data failed). This applies whether or not

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

doppler beam sharpened (DBS) mode or PVU mode. The MC automatically uses the doppler velocities

under these conditions if a DBS mode is selected or if velocity update is selected without accepting or

rejecting the update.

25.3.1 Navigation Controls and Indicators.

25.3.1.1 HSI Display. The symbols and digital readouts that normally appear on the HSI during

backup system operation are the same as in the INS operation except for the POS option display.

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

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

to compute aircraft latitude and longitude in waypoint steering computations.

25.3.2 Backup Heading Mode Control. If the INS computer fails or if the INS switch is rotated to

the GYRO position the INS reverts to the gyro mode and true heading is no longer available from the

INS. The mission computer slaves the INS platform heading with the MAD to provide damped

magnetic heading. The slaving of the INS platform to the MAD occurs in straight and level flight.

During maneuvers, when roll is greater than ±5° or pitch is greater than ±10°, the MAD output is not

used. Upon reversion to the Slaved heading mode, the bottom row of option selections on the HSI are

HDG/SLV, SYNC, and ERECT. The SYNC option can be used to quickly synchronize the heading

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

the MAD output when the heading error is greater than 11.25° during level flight. Pressing the ERECT

option commands the INS to increase the gains in the INS erection loops, fast-leveling the platform.

SYNC and ERECT are momentary options and should be used only in straight and level flight.

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

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

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

and the necessary controls for that option. For failure conditions the next best available source is

automatically selected.

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

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

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

source to compensate for the difference between true north, platform heading (wander angle), and

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

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

changes in magnetic variation must be entered using the UFCD because the aircraft uses the last

known value of magnetic variation.

VII-25-5

ORIGINAL

A1-F18EA-NFM-000

If the aircrew selects the compass heading mode, if the INS is turned off, or if the INS fails

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

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

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

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

INS is operating in the AHRS mode. The MC uses the last known magnetic variation to compute true

heading.

25.4 BACKUP FREQUENCY CONTROL

Backup frequency control for the radios in case of an UFCD or MPCD malfunction is provided by

the multiplex bus and a DDI display. The UFC backup (UFC BU) display can be selected from the

SUPT menu. Both comm 1 and comm 2 can be controlled from the UFC BU display. When the COM1

or COM2 button is pressed, the frequency on which that radio is operating is displayed below the

legend COM1 or COM2, as appropriate. A new frequency is selected by selecting OVRD and using the

numerical buttons along the sides of the display and the ENT button at the bottom. Frequencies can

be entered to 5 KHz of resolution. As the new frequency is entered, it is displayed in the scratchpad

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

scratchpad is stored in the mission computer as the preset frequency for the radio. Pressing the CLR

button clears the scratch pad if an error is made when entering a backup frequency. Selecting the

OVRD option in the upper right corner of the display boxes the option and the radio operates on the

preset frequency stored in the mission computer, overriding the normal frequency control from the

UFCD. Frequency control reverts to the UFCD when OVRD is deselected. The frequency displayed

below the COM1 or COM2 legend is always the frequency on which the radio is operating, whether or

not OVRD is selected. Upon power up with WonW, the preset frequencies stored in the mission

computer for COM1 and COM2 are initialized to be the same as the last valid radio operating

frequencies.

VII-25-6

ORIGINAL

A1-F18EA-NFM-000

CHAPTER 26

Visual Communications

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

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

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

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

GENERAL SIGNALS

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Thumbs up, or nod of

Flashlight moved verti-

Affirmative. (‘‘Yes’’, or,

head.

cally up-and-down re-

‘‘I understand.’’)

peatedly.

Thumbs down, or turn

Flashlight moved hori-

Negative. (‘‘No’’, or, ‘‘I

of head from side to

zontally back-and-forth

do not understand.’’)

side.

repeatedly.

Hand cupped behind ear

Question. Used in con-

As appropriate.

as if listening.

junction with another

signal, this gesture indi-

cates that the signal is

interrogatory.

Hand held up, with

Wait

palm outward.

Hand waved back and

Letter N in code, given

Ignore my last signal.

forth in an erasing mo-

by external lights.

tion in front of face,

with palm turned for-

ward.

Employ fingers held ver-

Numerals as indicated.

A nod of the head (‘‘I

tically to indicate de-

understand’’). To verify

sired numeral 1 through

numerals, addressee re-

5. With fingers horizon-

peats. If originator nods,

tal, indicate number

interpretation is correct.

which added to 5 gives

If originator repeats nu-

desired number from 6

merals, addressee should

to 9. A clenched fist in-

continue to verify them

dicates 0. (Hold hand

until they are under-

near canopy when sig-

stood.

naling.)

Figure 26-1. Visual Communications (Sheet 1 of

VII-26-1

ORIGINAL

A1-F18EA-NFM-000

GENERAL SIGNALS (CONT)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Make hand into cup

I am going to dump fuel.

shape, then make re-

peated pouring motions.

Slashing motion of index

I have stopped dumping

finger across throat.

fuel.

MALFUNCTIONING EQUIPMENT (HEFOE CODE)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Weeping signal and then

Flashlight held close to

Number of fingers or

Day: nod, or thumbs

indicating by finger -

top of canopy, pointed

dashes means:

up. (‘‘I understand.’’)

numbers 1 to 5 the af-

toward wingman, fol-

fected system.

lowed by 1 to 5 dashes to

1. Hydraulic/FCS

Night: Vertical move-

indicate system affected.

ment of flashlight.

2. Electric

Pass lead to disabled

3. Fuel

plane or assume lead, if

indicated.

4. Oxygen

5. Engine

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

VII-26-2

ORIGINAL

A1-F18EA-NFM-000

TAKEOFF, CHANGING LEAD, LEAVING FORMATION, BREAKUP, LANDING

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

1. Section/Division

1. I am ready to take

1. Standby for re-

Lead gives thumbs up.

Lead turns formation

position on the runway.

sponse from wingman.

lights off.

2. Wingman gives

2. Wingman turns for-

2. I am ready to take

2. Lead calls for take-

thumbs up.

mation lights off.

position on the runway.

off.

2a. Wingman turns

2a. I am ready for

2a. Section/Division

formation lights on.

takeoff roll.

Lead formation lights

on.

3. Section/Division

3. I am executing

3. Wingman roll in

Lead kisses off wingman.

Lead turns formation

takeoff roll.

order.

lights on.

1. Leader pats self on

1. Lead aircraft turns

Leader shifting lead to

1. Wingman pats head

the head, points to wing-

strobe lights ON.

wingman.

and assumes lead.

man.

2. If external lights

2. Wingman turns

are inoperative, leader

strobe lights OFF and

shines flashlight on

assumes lead.

hard-hat, then shines

light on wingman.

If external lights are

inop-

3. Wingman shines

flashlight at leader, then

on his hard hat and as-

sumes lead.

Leader pats self on head

Leader shifting lead to

Wingman relays signal;

and holds up two or

division designated by

division leader desig-

more fingers.

numerals.

nated assumes lead.

Pilot blows kiss to

I am leaving formation.

Leader nods (‘‘I under-

leader.

stand’’) or waves good-

by.

Leader blows kiss and

Aircraft pointed out

Wingman indicated

points to aircraft.

leave formation.

blows kiss and executes.

Leader points to wing-

Directs plane to investi-

Wingman indicated

man, then points to eye,

gate object or vessel.

blows kiss and executes.

then to vessel or object.

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

VII-26-3

ORIGINAL

A1-F18EA-NFM-000

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

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Division leader holds up

Section break off.

Wingman relays signal

and rotates two fingers

to section leader. Section

in horizontal circle, pre-

leader nods (‘‘I under-

paratory to breaking off.

stand’’) or waves

good-by and executes.

Leader describes hori-

Series of ‘‘I’s’’ in code,

Breakup (and rendez-

Wingman take lead, pass

zontal circle with fore-

given by external lights.

vous).

signal after leader breaks

finger.

and follow.

Landing motion with

Refers to landing of air-

open hand:

craft, generally used in

conjunction with another

signal.

1. Followed by patting

1. I am landing.

1. Nods. (‘‘I under-

head.

stand’’) or waves good-

by.

2. Followed by pointing

2. Directs indicated air-

2. Aircraft indicated

to another aircraft.

craft to land.

repeats signal, blows a

kiss and executes.

Open hand held verti-

Adjust wing position for-

Wingman moves in di-

cally and moved forward

ward or aft.

rection indicated.

or backward, palm in

direction of movement.

Open hand held horizon-

Adjust wing position up

Wingman moves up or

tally and moved slowly

or down.

down as indicated.

up or down, palm in di-

rection of movement.

Open hand used as if

Adjust wing position lat-

Wingman moves in di-

beckoning inboard or

erally toward or away

rection indicated.

pushing outboard.

from leader.

Hand opened flat and

I am going to dive or

Prepare to execute.

palm down, simulating

climb.

dive or climb.

Hand moved horizon-

Leveling off.

Prepare to execute.

tally above glare shield,

palm down.

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

VII-26-4

ORIGINAL

A1-F18EA-NFM-000

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

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Two fingers pointed to-

1. Turn IFF to

Repeat then execute.

ward eyes (meaning IFF

STANDBY.

signals), followed by:

2. Set mode and code

1. CUT

indicated: first numeral-

mode, second and third

2. 3-digit numerals

numerals-code.

Head moved backward.

Slow down.

Execute.

Head moved forward.

Speed up.

Execute.

Headed nodded right or

I am turning right or

Prepare to execute.

left.

Thumb waved backward

Series of 00s in code,

Take cruising formation

Execute.

over shoulder.

given by external lights.

or open up.

1. Holds up right (or

1. Single letter R (or

1. Wingman cross un-

1. Execute.

left) forearm vertically,

K) in code, given by ex-

der to right (or left) ech-

with clenched fist or

ternal lights.

elon or in direction of

single wing-dip.

wing-dips.

2. Same as above, except

2. Series of RRs (or

2. Section cross under

2. Execute.

with pumping motion or

KKs) in code, given by

to right (or left) echelon

double wing-dip.

external lights.

or in direction of wing-

dips.

Triple wing-dip.

Division cross under.

Execute.

Series of VVs in code,

Form a Vee or balanced

Execute.

given by external lights.

formation.

Series of zooms.

Series of XXs in code,

Close up or join up; join

Execute.

given by external lights.

up on me.

Rocking of wings by

Prepare to attack.

Execute preparation to

leader.

attack.

Rocking of wings by any

We are being, or are

Stand by for and ex-

other member of flight.

about to be, attacked.

ecute defensive maneu-

vers.

Lead plane swishes tail.

All aircraft in this for-

Execute. Leader speeds

mation form step-down

up slightly to facilitate

column in tactical order

formation of column.

behind column leader.

Figure 26-1. Visual Communications (Sheet 5 of

VII-26-5

ORIGINAL

A1-F18EA-NFM-000

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

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Shaking of ailerons.

Long dash, given with

Execute signal; used as

Execute last signal

Head raised then low-

external lights.

required in conjunction

given.

ered.

with another signal.

Open and close four fin-

Three dashes with exter-

Extend or retract speed

Repeat signal. Execute

gers and thumb.

nal lights.

brake as appropriate.

upon head nod from

leader or when leader’s

speed brake extends/

retracts.

Rotary movement of

Two dashes with exter-

Lower or raise landing

Repeat signal. Execute

clenched fist in cockpit

nal lights.

gear and flaps, as appro-

when leader changes

as if cranking wheels,

priate.

configuration.

followed by head nod.

Pointing index finger

One dash with external

Landing runway or ball

Ashore: Take position

toward runway/ship in

lights.

and ship in sight.

for landing.

stabbing motion, repeat-

edly, followed by lead

Carrier: Break off and

change signal.

land.

Raised fist with thumb

How much fuel have

Repeat signal, then indi-

extended in drinking

you?

cate fuel in hundreds of

position.

pounds by finger-

numbers.

Leader lowers hook.

Letter H in code, given

Lower arresting hook.

Wingman lower arresting

by external lights.

hook. Leader indicates

wingman’s hook is down

with thumbs-up signal.

Open hand held up, fin-

Course to be steered is

Nod of head (‘‘I under-

gers together, moved in

present compass head-

stand’’).

fore-and-aft chopping

ing.

motion (by leader).

ELECTRONIC COMMUNICATIONS AND NAVIGATION

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Tap earphones, followed

Take over communica-

Repeat signals, pointing

by patting of head, and

tions.

to self, and assume com-

point to other aircraft.

munications lead.

Tap earphones, followed

I have taken over com-

Nod (‘‘I understand’’).

by patting of head.

munications.

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

VII-26-6

ORIGINAL

A1-F18EA-NFM-000

ELECTRONIC COMMUNICATIONS AND NAVIGATION (CONT)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Tap earphones and indi-

Shift to channels indi-

Repeat signal and ex-

cate by finger-numerals,

cated by numerals.

ecute.

number of channel to

which shifting.

Vertical hand, with fin-

What is bearing and dis-

Wait signal, or give mag-

gers pointed ahead and

tance to the TACAN sta-

netic bearing and dis-

moved in a horizontal

tion?

tance with finger-

sweeping motion with

numerals. The first three

four fingers extended

numerals indicate mag-

and separated.

netic and the last two or

three, distance.

VISUAL EMERGENCY SIGNALS (AIR-TO-AIR)

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

Arms bent across fore-

Horizontal motion of

General emergency sig-

Carry out squadron doc-

head weeping.

flashlight shone at other

nal meaning, I am in

trine for escort of dis-

aircraft.

trouble.

abled aircraft.

Landing motion with

Circular motion of flash-

I must land immediately. Assume lead if indicated

open hand.

light shone at other air-

and return to base or

craft.

nearest suitable field.

Point to pilot and give

Flash series of dots with Are you having diffi-

Thumbs up: I am all

series of thumbs down

exterior lights.

culty?

right.

movements.

Thumbs down: I am

having trouble.

Lights off once then on

steady: I am all right.

Lights flashing: I am

having trouble.

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

VII-26-7

ORIGINAL

A1-F18EA-NFM-000

ARMAMENT

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

1. Pistol-cocking mo-

1. Ready or safety

1. Repeat signal and

tion with either hand.

guns.

execute.

2. Followed by

2. How much ammo

2. Thumbs up - ‘‘over

question-signal.

do you have?

half’’;

thumbs down - ‘‘less

than half.’’

3. Followed by

3. I am unable to fire.

3. Nod head (‘‘I un-

thumbs-down signal.

derstand’’).

1. Shaking fist.

1. Arm or safety

1. Repeat signal and

bombs, as applicable.

execute.

2. Followed by

2. How many bombs

2. Indicate with ap-

question-signal.

do I have?

propriate finger-

numerals.

3. Followed by

3. I am unable to drop.

3. Nod head (‘‘I un-

thumbs-down signal.

derstand’’).

1. Shaking hand, with

1. Arm or safety

1. Repeat signal and

fingers extended down-

missile/rockets as appli-

execute.

ward.

cable.

2. Followed by

2. How many missiles/

2. Indicate with ap-

question-signal.

rockets do I have?

propriate finger-

numerals.

3. Followed by

3. I am unable to fire.

3. Nod head (‘‘I un-

thumbs-down signal.

derstand’’).

Jettison external stores.

Repeat signal and ex-

ecute.

Pistol cocking motion

1. Strobe light ON and

1. Set up your

with either hand, fol-

OFF by lead aircraft.

switches for jettison.

1. Set up jettison/

lowed by fore and aft

ordnance switches.

pulling motion with a

2. Strobe light turned

2. You are cleared to

clenched fist.

ON for second time (al-

drop.

2. Execute.

low time for setting up

switches).

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

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ORIGINAL

A1-F18EA-NFM-000

AIR REFUELING

SIGNAL

MEANING

RESPONSE

DAY

NIGHT

One finger turn-up sig-

By receiver: start tur-

Tanker execute. Re-

nal.

bine.

ceiver gives thumbs-up

when turbine starts.

Form cone-shape with

Tanker execute. Re-

hand, all fingers ex-

ceiver give thumbs-up if:

tended aft (make signal

close to canopy).

1. Cone moved aft

1. By receiver: extend

1. Drogue extends

drogue.

properly.

2. Cone moved for-

2. By receiver: retract.

2. Drogue retracts

ward

fully and air turbine

feathers.

Make hand into cup-

By tanker: I am going to

By receiver: Nod. Give

shape, then make re-

dump fuel.

thumbs-up when fuel

peated pouring motions.

dumping commences.

Slashing motion of index

By tanker: I have

By receiver: Give

finger across throat.

stopped dumping fuel.

thumbs-up if fuel dump-

ing has ceased

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

VII-26-9

(Reverse Blank)

ORIGINAL

A1-F18EA-NFM-000

CHAPTER 28

Aircrew Coordination

28.1 DEFINITION

Aircrew coordination is the use and integration of all available skills and resources to collectively

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

28.2 CRITICAL SKILLS OF AIRCREW COORDINATION

28.2.1 Situation Awareness. The degree of accuracy by which one’s perception of the current

environment mirrors reality. It is the ability to identify the source and nature of problems, extract and

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

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

awareness of all members of the flight and of outside agencies.

28.2.2 Assertiveness. An individual’s willingness to actively participate, state, and maintain a

position until convinced by the facts that the other options are better.

28.2.3 Decision-Making. The ability to choose a course of action using logical and sound judgement

based on available information. Effective decision making requires assessing the situation, verifying

information, identifying solutions, anticipating the consequences of decisions, making the decision,

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

risk management and minimize errors. Poor decisions can increase errors, lead to mission failure, and

are a leading cause of mishaps.

28.2.4 Communication. The ability to clearly and accurately send and acknowledge information,

instructions, or commands and provide useful feedback. Effective aircrew communication skills ensure

timely transfer and assimilation of accurate information and provide useful feedback. Open, profes-

sional communication that avoids defensiveness and encourages accurate understanding of the

intended message is critical to information flow in the flight. Aviators should be aware of the basic

sociological, psychological, and environmental barriers to communications, and attempt to overcome

them.

28.2.5 Leadership. The ability to direct and coordinate the activities of other crewmwmbers or

wingmen, and to stimulate the flight to work together as a team. The ultimate responsibility for safety

of flight rests with the aircraft commander/pilot in command; however, every crewmember has a

responsibility for safety of flight, compliance with NATOPS and SOP, and mission accomplishment.

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

commander with timely recommendations and back up as directed.

28.2.6 Adaptability/Flexibility. The ability to alter a course of action based on new information,

maintain constructive behavior pressure, and adapt to internal and external environment changes. The

critical aspects are anticipating problems, recognizing and acknowledging any changes or abnormali-

ties, taking alternative actions, providing and asking for assistance, and interacting constructively with

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

manage flight resources to meet situational demands.

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28.2.7 Mission Analysis. The ability to develop short-term, long-term, and contingency plans; and to

coordinate, allocate, and monitor crew and aircraft resources. Effective planning leads to flight conduct

that removes uncertainty, increases mission effectiveness, and enhances safety.

28.2.8 Factors That Degrade Aircrew Coordination.

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

2. Confusion.

3. Violation of NATOPS/FLIGHT minimums.

4. Violation of SOP.

5. No one in charge.

6. No lookout doctrine.

7. Failure to meet mission/planning milestones.

8. Absence of communication.

28.3 FLIGHT MEMBER POSITIONS

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

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

phases of the assigned mission except those aspects of safety-of-flight which relate to the physical

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

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

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

of the mission. Mission commander responsibilities include, but are not limited to:

1. Allocation of assets.

2. Supervision and allocation of planning tasks.

3. Assessment of capabilities and limitations of the flight.

4. Establishment of go/no-go criteria.

5. Assignment of roles and responsibilities.

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

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

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

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

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

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

leader when so designated.

28.3.3 Formation Leader. A formation of one or more naval aircraft shall be under the direction of

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

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A1-F18EA-NFM-000

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

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

when so designated.

28.3.4 Weapon Systems Operator (WSO). The WSO is directly involved in all operations and weapon

systems employment of the F/A-18F aircraft except actual control of the aircraft. The WSO integrates

with the pilot to collectively achieve and maintain crew efficiency, situational awareness, and mission

effectiveness. When designated as mission commander, the WSO is also responsible for all phases of

the assigned mission.

28.4 AIRCREW RESPONSIBILITIES BY FLIGHT PHASE

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

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

shall be conducted with all members of the flight present. Any supporting assets (such as GCI, fighter

escort, EW, etc.) shall be briefed face-to-face, if possible. Flights requiring special coordination or

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

briefing requirements.

28.4.2 Pretakeoff. Aircraft discrepancy book (ADB) review, preflight, prestart, and poststart evolu-

tions are conducted individually with the aid of ground maintenance crews (plane captains, trouble

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

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

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

wingman should not focus on other tasks or get behind.

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

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

and abort capability:

• Interval for FOD avoidance

• Staggered line-up for abort

• Crosswind handling characteristics

• Jet exhaust/turbulence patterns

• Abort criteria and configuration changes prior to IMC

• Wingman positioning

• Airspeed

• Runway length/conditions

• Abort speed/procedures

Departure procedures are dependent upon weather and mission requirements.

The following are some considerations that may require crew coordination:

• Clearance compliance

• Climb schedule and interval of multi-plane formations

• Weather avoidance or penetration

• Individual departure to join on top

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

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

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

may require aircrew coordination:

• Navigation and communication systems management

• Course rules and re-entry procedures

• Approach and landing weather

• Landing type and capabilities (e.g., gross weight, crosswind limitations, asymmetry limitations,

etc.)

• Fuel for normal and alternate recoveries

• Formation size and composition based upon maneuverability and landing area congestion

• Instrument recovery/penetration procedures (single aircraft and/or formation)

• Power and maneuvering margins for wing men

• Jet wash and turbulence avoidance

• Terminal control/LSO procedures

• Landing interval and priorities

• FOD avoidance during landing and taxi

• De-arming procedures

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

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

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

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

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

areas and exploitation of strong areas.

28.5 SPECIAL CONSIDERATIONS

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

OPNAVINST 4790.2 (Series) and are to be performed using the applicable functional check flight

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

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

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

warning lights, and radar and navigation displays in the rear cockpit shall be compared throughout the

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

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

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

crew coordination to ensure mission accomplishment and to reduce mid-air collision potential.

28.6 EMERGENCIES

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

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

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

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

bird strike emergencies and divert fields along a low-level navigation route. Part V contains procedures

to correct an abnormal or emergency condition. Modify these procedures as required in cases of

multiple emergencies, adverse weather, or other peculiar factors. Use common sense and sound

judgement to determine the correct course of action.

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A1-F18EA-NFM-000

CHAPTER 29

Crew Coordination Standards

29.1 PHILOSOPHY

F/A-18F crews tactically employ the aircraft utilizing community-wide standards for task-

assignment and crew coordination. The F/A-18F community’s disciplined and standardized approach

to crew coordination enables any combination of pilot and WSO to benefit from life-saving, individual

habit patterns while implementing a time-tested system of checks and balances.

Crews must approach F/A-18F employment with an understanding that mission accomplishment

depends upon effective crew coordination and that crew coordination is an obligation equally shared.

The pilot is responsible for safety of flight, formation keeping, threat awareness, and weapons

employment. The WSO is responsible for avionics, weapons and sensors interface, communication, and

copilot duties. The most effective crews will complete their individual assignments while monitoring

the progress of the mission as a whole.

What follows are the crew coordination standards for administrative phases of flight. The

information contained herein is not meant to be used as a checklist, but should serve as a guide for

ensuring the aircrew work together effectively as a team. For tactical crew coordination standards, refer

to the Strike Fighter Squadron One Two Two Crew Coordination Standardization Manual.

29.2 MISSION PLANNING

Pilots and WSOs share mission planning responsibilities as delegated by the mission commander.

29.3 CREW BRIEFING

Individual crews shall discuss mission related coordination points and review relevant crew

coordination standards before each flight.

29.4 COMMUNICATIONS

Pilot

1. Make administrative inter-flight communications to include dressing the formation, fuel and g

checks, and configuration changes.

WSO

1. Change radio frequencies as required.

2. Perform all other non-administrative, inter-flight communications.

29.4.1 Intra-Cockpit Communications (ICS). Crews will strive to fly with minimal ICS communi-

cation. Following crew coordination standards and using standard F/A-18F terminology and guidelines

minimizes ICS requirements and builds situational awareness.

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ORIGINAL

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29.4.2 Guidelines for Effective Communications.

• ICS communication regarding aircraft/aircrew survivability has priority over all other commu-

nications (ICS or radio).

• Use ICS Standard Communication Brevity Terms, delineated in paragraph 29.9, to minimize

and standardize ICS communication.

• Adjust ICS volumes and VOX sensitivities throughout flight so that administrative communi-

cations and tactical communications/tone (weapon/RWR) are appropriately balanced.

• Do not communicate via ICS over incoming or outgoing radio transmissions unless a safety of

flight or time-critical mission situation exists.

• Time ICS communications to allow the flight to gain/maintain SA via radio transmissions.

• Lead with directive communication and follow-up with descriptive communication.

• Limit descriptive communication during critical flight phases.

• Communicate visual acquisitions and lost sight situations ASAP.

• Communicate information pertinent to the entire flight via radio communications.

• Either aircrew may change the Master Mode, Bingo bug, or RALT setting, but must alert the

other crewmember of the change via ICS. Changes to navigation system by either crewmember

should also be enunciated.

29.5

PRE-FLIGHT

Pilots and WSOs shall both read the Aircraft Data Book. The pilot in command signs for the aircraft.

Whenever possible the crew will walk together to the aircraft. Both the pilot and WSO shall account

for the aircraft pins and verify the VDEDP codes are correct. After the VDEDP codes are verified, the

pilot and WSO will split apart to conduct individual pre-flight inspections in accordance with Chapter

7. The pilot will walk clockwise around the aircraft while the WSO will walk counter-clockwise. Notify

the other crewmember, as well as maintenance personnel, of any discrepancies found during the

inspection. Both the pilot and WSO shall verify all panels are closed before manning the aircraft.

29.6 FLIGHT PHASES

General

1. Both aircrew are responsible for maintaining lookout doctrine, to include terrain clearance, at all

times.

29.6.1 Start/Taxi/Takeoff.

Pilot

1. Perform all checks in accordance with Chapter 7.

2. Report ″rolling″, ″saluting″, or ″lights on″, as appropriate during CV operations, to WSO.

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A1-F18EA-NFM-000

WSO

1. Perform all checks in accordance with Chapter 7.

2. Monitor engine instruments, airspeed, and runway remaining.

29.6.2 Departure.

Pilot

1. Relay engine instrument readings to the WSO.

2. Advise the WSO of any abnormal aircraft issues or events.

3. Confirm assigned headings and altitudes with the WSO, if required.

4. Maintain proper lookout doctrine.

WSO

1. Copy and acknowledge all clearances.

2. Provide a departure brief after completing takeoff checks, but before taking the runway.

Departure brief will include departure and transition name, runway, departure heading, initial

altitude restriction, the first turn, and navigation system setup. If the first turn is an arc, add the arc

distance. After takeoff, the WSO shall update the pilot on the SID staying one step ahead so that the

pilot is neither getting too much information at once nor feels the need to reference the approach

plate.

3. During section takeoff, check engine instruments/aircraft status if in wing aircraft and monitor

the wingman’s airplane/position if in the lead aircraft.

4. Monitor airspeed and runway remaining.

5. Monitor instruments.

6. Maintain proper lookout doctrine.

7. Monitor the published or clearance departure procedures and alert the pilot to any significant

deviations from the prescribed heading, airspeed, or altitude.

29.6.3 Rendezvous and Formation.

Pilot

1. Execute rendezvous.

WSO

1. Crosscheck the pilot on rendezvous mechanics (airspeed, angle of bank, altitude, closure rate,

relative bearing, and altitude separation).

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ORIGINAL

A1-F18EA-NFM-000

29.6.4 Cruise.

Pilot

1. Maintain situational awareness of geographical position relative to divert fields.

2. Monitor fuel status, navigation systems, and frequencies assigned.

3. If experiencing vertigo/disorientation, notify the WSO immediately.

WSO

1. Maintain proper lookout doctrine.

2. Maintain an instrument scan.

3. Maintain navigation system.

4. Maintain situational awareness of geographical position relative to divert airfields along the route

of flight, winds at operating altitude, and bingo profile altitude.

5. Copy all clearances and acknowledge all heading/altitude changes.

6. Monitor fuel status.

7. If the pilot experiences vertigo/disorientation, carefully monitor instruments/HUD video and

inform pilot of attitude, altitude, and airspeed as required. Be prepared to direct the pilot how to

maneuver the aircraft back to a wings-level attitude.

29.6.5 Inflight Refueling.

Pilot

1. Complete the air-refueling checklist in accordance with Chapter 9.

2. Ensure the amber light is visible before commencing approach.

3. Notify WSO of the position of the fuel switches prior to and after tanking.

4. After disengagement, stay behind the drogue until all members of the flight are sighted.

5. Complete the post-refueling checklist.

WSO

1. Acquire the tanker with aircraft sensors and visually.

2. Monitor azimuth, range, and closure during rendezvous.

3. Visually clear the immediate airspace around the tanker prior to maneuvering into pre-contact

position and prior to maneuvering from behind tanker when tanking is complete.

4. Monitor closure and advise the pilot if an unsafe condition is developing.

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ORIGINAL

A1-F18EA-NFM-000

5. Make required voice reports as briefed.

6. Count up every 1000 pounds of fuel over the ICS and report to pilot when fuel transfer is

complete.

7. Advise the pilot of unusual fuel spillage or unsafe probe/drogue conditions.

8. Verify status of fuel switches with pilot.

29.6.6 Approach.

Pilot

1. Determine as a crew the type of approach desired with respect to existing weather.

2. Complete the descent/instrument penetration checklist.

3. Monitor UHF communication conducted by the WSO.

4. When executing a CCA, conform to procedures contained in this manual, CV NATOPS manual,

and approach control’s instructions.

5. Confirm headings and altitudes with the WSO as required.

6. Advise the WSO if the fuel dump switch has been activated/deactivated.

7. Advise the WSO if experiencing vertigo/disorientation.

WSO

1. Determine as a crew the type of approach desired with respect to existing weather.

2. Verify the descent/instrument penetration checklist complete.

3. Whenever flying to an unfamiliar field, WSOs will give the pilot a field brief. Field briefs will

include field elevation, runway description, approach lighting, TACAN location, arresting gear, and

minimum safe altitude.

4. Alert the pilot to significant deviations from published/assigned course or altitude.

5. Maintain situational awareness to the ship’s/field position relative to bingo fuel.

6. Decrement the HSI range scales at approximately 20 and 10 nautical miles and set courseline to

appropriate runway heading.

7. Aid in planning holding/marshall entry and pattern timing.

8. Monitor altitude, attitude, and airspeed during holding, penetration, and approach.

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A1-F18EA-NFM-000

9. Provide a timely approach brief as described in figure 29-1.

Approach Type

Approach Brief

Missed Approach

Precision

Airfield name, runway, final ap-

Give the initial heading, altitude

(Prior to enroute descent)

proach course, and decision

restriction, and first turn.

height.

Update missed approach instruc-

Non-Precision

Airfield name, approach name,

tions staying one step ahead

(Prior to the initial approach fix) runway, initial approach fix, ini-

thereafter.

tial heading, and initial altitude

restriction.

Visual

VFR course rules.

(Prior to the initial point)

Figure 29-1. Approach Briefs

10. Monitor the appropriate approach plate and advise pilot of required heading and altitude

changes as prescribed by the approach.

11. Report to the pilot during penetration and/or descents through each 5000 feet of altitude above

5000 feet AGL and each 1000 feet below 5000 feet AGL, until reaching the desired altitude.

12. Monitor the fuel quantity when dumping.

13. Be prepared to talk down the pilot through distance/altitude checkpoints when executing a CCA

utilizing radar, TACAN, and INS/GPS (i.e., during a self-contained emergency approach).

14. Inform the pilot when changing radio, TACAN, or IFF.

29.6.7 Landing.

Pilot

1. Perform the landing checklist in accordance with Chapter 7.

WSO

1. Monitor traffic pattern entry altitude and airspeed as prescribed by local course rules or CV

NATOPS Manual, while maintaining a proper lookout doctrine and assisting the pilot in determin-

ing the interval.

2. Verify landing checklist completion in accordance with Chapter 7.

3. Calculate on-speed.

4. Make UHF transmissions.

5. Be alert for, and report traffic to the pilot.

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A1-F18EA-NFM-000

6. On roll-out be prepared to advise of arresting gear location (field landing).

7. Report to the pilot airspeed in conjunction with runway remaining if prudent to do so.

29.6.8 Post Flight.

Pilot

1. Perform post flight checks in accordance with Chapter 7.

2. Download AMU/maintenance card.

WSO

1. Perform post flight checks in accordance with Chapter 7.

2. Advise pilot when ready for shutdown.

3. Complete NALCOMIS.

29.7 DEBRIEFING

Mission Commander

1. Conduct a thorough debrief to include specific comments on errors and techniques, and review

procedures for correcting/improving them.

Formation Leader/Mission Commander

1. Conduct a thorough flight debrief.

29.8 SPECIAL CONSIDERATIONS

29.8.1 Functional Check Flights

PMCF aircraft demand closer scrutiny than normal during aircraft discrepancy book screening,

preflight, flight, and postflight maintenance debriefing. During the flight brief, the PMCF aircrew

should give special attention to briefing those malfunctions or emergencies that are more likely to occur

as a result of a maintenance action taken.

29.8.2 Emergencies.

The primary responsibility of the aircrew during the resolution of an aircraft malfunction or

emergency is to fly the aircraft safely. During an emergency, the assistance of the WSO is of the utmost

value. After backing up the pilot on completion of NATOPS boldface procedures, the WSO should

review the appropriate emergency checklist with the pilot while monitoring the flight performance of

the aircraft. It is recommended a challenge-reply format be used for working through the checklist and

it is important the WSO set a pace that ensures no steps are missed.

Pilot

1. Maintain safe control of the aircraft.

2. Perform the boldface procedures.

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A1-F18EA-NFM-000

3. Perform emergency procedures as challenged by the WSO.

4. Ensure aircraft is properly configured for emergency landing (if applicable).

WSO

1. Monitor flight performance.

2. Initiate challenge and reply procedures utilizing PCL. (Review all boldface procedures to ensure

appropriate actions are complete.)

3. Summarize Notes, Warnings, and Cautions that apply to the emergency.

4. Configure navigation system for emergency divert, as applicable.

5. Coordinate with air traffic controllers as required.

29.9 STANDARD ICS TERMS

Refer to figure 29-2 for standard ICS terms.

Terms

Action(s)

″FIRE TEST″

PILOT IS INITIATING THE FIRE TEST SWITCH. EX-

PECT TO SEE FIRE/APU/BLEED LIGHTS WITH VOICE,

TWICE.

″GOOD WAYPOINT 0″

IMPLIES GOOD WAYPOINT 0 AND MAGVAR. USED

WHEN NOT USING THE WAYPOINT 0 LOADED ON

THE MU. SHORE OPS ONLY.

″CANOPY″

PILOT CALL BEFORE RAISING OR LOWERING THE

CANOPY. LISTEN FOR ″CLEAR″ OR ″STANDBY″ FROM

WSO.

″FOUR DOWN″

PILOT IS ACCOMPLISHING THE FOUR DOWN POR-

TION OF NATOPS CHECKS. HANDS ABOVE THE

CANOPY RAIL IF IN F(T).

″MOVING″

PILOT INFORMATIVE CALL THAT THE AIRCRAFT IS

TAXIING.

″ORDIES″

BOTH AIRCREW HANDS UP FOR WEAPON ARMING.

Figure 29-2. Standard ICS Terms (Sheet 1 of 3)

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Terms

Action(s)

″FENCE COMPLETE″, ″FENCE

INFORMATIVE THAT ALL THE AIRCREW’S SYSTEMS

COMPLETE, EXCEPT __″

ARE SET ACCORDING TO STAN/BRIEF. IMPLIES

READY FOR TAXI. NORMALLY WSO REPORTS FIRST

AFTER DOUBLE CHECKING THE EW SUITE IF RE-

QUIRED.

″WINGS″

PILOT CALL BEFORE SPREADING OR FOLDING

WINGS. LISTEN FOR ″CLEAR″ OR ″STANDBY″ FROM

WSO.

″SEATS″

CALL TO EITHER SAFE OR ARM EJECTION SEATS.

FOR BOTH SAFING AND ARMING THE SEATS, WHO-

EVER INITIATES THE CALL, THE OTHER AIRCREW

MUST REPORT SAFE OR ARMED FIRST.

″GOING FLYING″

PILOT CALL AT BRIEFED MAX ABORT SPEED ON

TAKEOFF ROLL.

″CONTINUE, (CAUTION)″

TAKEOFF ROLL CAUTION. WSO CALL AND OPINION

TO CONTINUE.

Ex: ″CONTINUE, MU LOAD″

″ABORT″

ABORT TAKEOFF, DIVE, ETC.

″CODES CHECKED″

WSO CALL THAT BOAS, BITS, MSP’S, AND FLIR CODES

CHECKED.

″GOOD UPDATE″

INS IS UPDATED.

″READY FOR SHUTDOWN″

INFORMATIVE CALL FROM WSO THAT ALL ELECTRI-

CAL EQUIPMENT IS OFF.

″SHUTTING DOWN″

INFORMATIVE CALL FROM PILOT THAT THE LAST

MOTOR IS BEING SHUT DOWN.

″COUPLED (WAYPOINT, TACAN

PILOT INFORMATIVE CALL THAT THE AIRCRAFT AU-

SEQUENCE)″

TOPILOT IS COUPLED TO WHAT IS MENTIONED.

Note: Also shows on the advisories.

″UNCOUPLE(D) (WAYPOINT,

DIRECTIVE TO UNCOUPLE OR INFORMATIVE THAT

TACAN, SEQUENCE)″

THE AIRCRAFT IS UNCOUPLED FROM THE AUTOPI-

LOT.

Figure 29-2. Standard ICS Terms (Sheet 2)

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Terms

Action(s)

″YOUR (SENSOR, AVIONICS,

DIRECTIVE FOR OTHER AIRCREW TO OPERATE THE

MENU, ETC.)″

SPECIFIED DISPLAY/SENSOR. INITIATING AIRCREW

IS RELINQUISHING CONTROL.

Ex: ″YOUR RADAR″, ″YOUR TDC″, ″YOUR HSI″

″MY (SENSOR, AVIONICS,

I AM OPERATING THE SPECIFIED DISPLAY/SENSOR.

MENU, ETC.)″

Ex: ″MY RADAR″, ″MY FLIR″, ″MY HSI″

″CHECK (SENSOR, AVIONICS,

PIMP OTHER AIRCREW TO CHECK WHAT IS SPECI-

MENU, ETC.)″

FIED.

Ex: ″CHECK AZ/EL″, ″CHECK ALE-47 PROGRAM″,

″CHECK ALTITUDE″

″SET (SENSOR, AVIONICS,

DIRECTIVE FOR OTHER AIRCREW TO SET WHAT IS

MENU, ETC.) ___″

SPECIFIED.

Ex: ″SET RADALT 450″, ″SET 35 ALPHA″

″(SENSOR, AVIONICS, MENU,

INFORMATIVE TO OTHER AIRCREW.

ETC.) SET ___″

Ex: ″RADALT SET 450″, ″BINGO SET 3.5″, ″STORES SET″,

″ALTIMETER SET 2992″, ″EW SUITE SET″

Note: Mandatory ICS calls when changing Bingo, Radalt, or

Altimeter.

″CYCLE (WEAPON, AVIONICS,

DIRECTIVE TO CYCLE OFF AND ON WHAT IS

ETC.)″

REQUESTED.

Ex: ″CYCLE TACAN″

″GO (RADAR MODE, WEAPON,

DIRECTIVE FOR OTHER AIRCREW TO SELECT WHAT

MASTER MODE, ETC.)″

IS REQUESTED.

Ex: ″GO WINDER″, ″GO WACQ″, ″GO AIR TO GROUND″

″GOING (RADAR MODE,

INFORMATIVE THAT THE AIRCREW IS SELECTING

WEAPON, MASTER MODE,

WHAT IS STATED AFTER A SHORT PAUSE FOR OB-

ETC.)″

JECTIONS.

Ex: ″GOING WACQ″, ″GOING AIR TO GROUND″

Note: Mandatory ICS call before changing Master Modes

Figure 29-2. Standard ICS Terms (Sheet 3)

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CHAPTER 30

NATOPS Evaluation

30.1 CONCEPT

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

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

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

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

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

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

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

officers as well as flight crewmembers.

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

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

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

following initial and subsequent evaluations. Individual and unit NATOPS Evaluations are conducted

annually; however, instruction in and observation of adherence to NATOPS procedures must be on a

daily basis within each unit to obtain maximum benefits from the program. The NATOPS Coordina-

tors, Evaluators, and Instructors shall administer the program as outlined in OPNAVINST 3710.7

series. Evaluees who receive a grade of Unqualified on a ground or flight evaluation shall be allowed 30

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

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

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

meaning within the NATOPS program.

30.1.2.1 NATOPS Evaluation. A periodic evaluation of individual flight crewmember standardiza-

tion consisting of an open book examination, a closed book examination, an oral examination, and a

flight evaluation.

30.1.2.2 NATOPS Reevaluation. A partial NATOPS Evaluation administered to a flight crewmem-

ber who has been placed in an Unqualified status by receiving an Unqualified grade for any of his

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

noted need be observed during a reevaluation.

30.1.2.3 Qualified. A qualified evaluation means that a flight crewmember is well standardized and

demonstrates highly professional knowledge of and compliance with NATOPS standards and proce-

dures. Momentary deviations from or minor omission in non-critical areas are permitted if prompt and

timely remedial action is initiated by the evaluee.

30.1.2.4 Conditionally Qualified. A conditionally qualified evaluation means that a flight crewmem-

ber is satisfactorily standardized. One or more significant deviations from NATOPS standards and

procedures, but had no errors in critical areas and no errors jeopardizing mission accomplishment or

flight safety.

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30.1.2.5 Unqualified. An unqualified evaluation means that a flight crewmember is not acceptably

standardized and fails to meet minimum standards regarding knowledge of and/or ability to apply

NATOPS procedures, one or more significant deviations from NATOPS standards and procedures

which could jeopardize mission accomplishment or flight safety.

30.1.2.6 Area. A performance area consisting of preflight, flight, or postflight.

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

during an evaluation flight.

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

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

of the flight.

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

neous recognition, analysis, and proper action.

30.1.2.10 Malfunction. An aircraft component or system failure or condition which requires recog-

nition and analysis, but which permits more deliberate action than that required for an emergency.

30.2 GROUND EVALUATION

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

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

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

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

this section in preparing portions of the written examinations.

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

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

evaluate the knowledge of appropriate publications and of the aircraft.

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

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

and aircraft limitations. Questions designated critical shall be so marked.

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

experience of the Instructor/Evaluator. Questions should be direct and positive and should in no way

be opinionated.

30.2.1.4 OFT/WST Procedures Evaluation. An OFT may be used to assist in measuring flight

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

and malfunctions. In areas not served by an OFT, this may be done by placing the flight crewmember

in an aircraft and administering appropriate questions.

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

Trainer facilities may be utilized to evaluate flight crewmember knowledge of aircraft systems and

normal and emergency procedures.

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

to an adjective grade of Qualified or Unqualified.

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

minimum score of 3.5.

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

minimum score of 3.3.

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

Unqualified shall be assigned by the Instructor/Evaluator.

30.3 FLIGHT EVALUATION

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

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

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

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

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

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

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

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

The areas and sub-areas in which flight crewmembers may be observed and graded for adherence to

standardized operating procedures are outlined in the following paragraphs.

NOTE

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

tion to include evaluation of standardized training methods and

techniques.

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

the procedures outlined in the NATOPS Instrument Flight Manual.

30.3.1 Mission Planning/Briefing.

1. Flight Planning.

2. Briefing.

3. Personal Flying Equipment (*)

30.3.2 Preflight/Line Operations. Because preflight/line operations procedures are graded in detail

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

1. Aircraft Acceptance

2. Start

3. Before Taxiing Procedures

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30.3.3 Taxi.

30.3.4 Takeoff (*).

1. ATC (air traffic control) Clearance

2. Takeoff

30.3.5 Climb/Cruise.

1. Departure

2. Climb and Level-Off

3. Procedures Enroute

30.3.6 Approach/Landing (*).

1. Tacan, GCA, ILS/ACLS, Radar, ADF

2. Landing

30.3.7 Communications.

1. R/T Procedures

2. Visual Signals

3. IFF Procedures

30.3.8 Emergency/Malfunction Procedures

(*).

this

area,

the

flight

crewmember

shall

evaluated only in the case of actual emergencies, unless evaluation is conducted in the OFT/WST or

F/A-18F.

30.3.9 Post Flight Procedures.

1. Taxi

2. Shutdown

3. Inspection and Records

4. Flight Debriefing

30.3.10 Mission Evaluation. This area includes missions covered in the NATOPS Flight Manual,

F/A-18 Tactical Manual, and NWP NWIPs for which standardized procedures/techniques have been

deployed.

30.3.11 Applicable Publications. The NATOPS Flight Manual contains the standard operations

criteria for F/A-18 aircraft. Publications relating to environmental procedures peculiar to shorebased

and shipboard operations and tactical missions are F/A-18

Tactical Manual, NWPs, NWIPs,

ATC/CATCC Manual, Local Air Operations Manual, and Ship Air Operations Manual.

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30.3.12 Flight Evaluation Grading Criteria. Only those sub-areas provided or required will be

graded. The grades assigned for a sub-area shall be determined by comparing the degree of adherence

to standard operating procedures with adjectival ratings listed below. Momentary deviations from

standard operating procedures should not be considered as disqualifying provided such deviations do

not jeopardize flight safety and the evaluee applies prompt corrective action.

30.3.13 Flight Evaluation Grade Determination. The following procedure shall be used in deter-

mining the flight evaluation grade: A grade of Unqualified in any critical area/sub-area shall result in

an overall grade of Unqualified for the flight. If not unqualified, flight evaluation (or area) grades shall

be determined by assigning the following numerical equivalents to the adjective grade for each

sub-area. Only the numerals 0, 2 or 4 shall be assigned in a sub-area. No interpolation is allowed.

Unqualified

0.0

Conditionally qualified

2.0

Qualified

4.0

The numerical grade is determined for each area and the overall grade for the flight, adding all the

points assigned to the sub-areas and dividing this sum by the number of sub-areas graded. The

adjective grade shall then be determined on the basis of the following scale.

Unqualified

0.0 to 2.19

Conditionally qualified

2.2 to 2.99

Qualified

3.0 to 4.0

EXAMPLE: (Add Sub-area numerical equivalents)

(4+2+4+2+4) ÷ 5 =3.20 Qualified

30.3.13.1 Final Grade Determination. The final NATOPS Evaluation grade shall be the same as the

grade assigned to the flight evaluation. An evaluee who receives an Unqualified on any ground

examination or the flight evaluation shall be placed in an Unqualified status until achieving a grade of

Conditionally Qualified or Qualified on a reevaluation.

30.3.13.2 Records and Reports. A NATOPS Evaluation Report (OPNAV Form 3510-8) shall be

completed for each evaluation and forwarded to the evaluee’s commanding officer only. This report

shall be permanently filed in the individual NATOPS Flight Personnel Training/Qualification jacket.

30.3.13.3 Critique. The critique is the terminal point in the NATOPS evaluation and shall be given

by the Evaluator/Instructor administering the check. Preparation for the critique involves processing,

reconstructing data collected, and oral presentation of the NATOPS Evaluation Report. Deviations

from standard operating procedures shall be covered in detail using all collected data and worksheets

as a guide. Upon completion of the critique, the flight crewmember receives the completed copy of the

NATOPS Evaluation Report for certification and signature. The completed NATOPS Evaluation

Report is then presented to the Unit Commanding Officer.

30.3.13.4 NATOPS Evaluation Question Bank. The following bank of questions is intended to assist

the unit NATOPS Instructor/Evaluator in the preparation of ground examinations and to provide an

abbreviated study guide. The questions from the bank may be combined with locally originated

questions in the preparation of ground examinations. The closed book exam shall consist of no less

than 50 questions. The time limit for the closed book exam is 1 hour and 30 minutes. The requirements

for the open book exam are the same as those for the closed book exam, except there is no time limit.

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30.4 NATOPS EVALUATION QUESTION BANK

1. What is the F/A-18E/F basic weight?

2. What is the takeoff gross weight (operating weight plus full internal fuel, ammo, 2 AIM-7s, 2

AIM-9s)?

3. What is military thrust of the F414-GE-400 engine?

4. What is afterburner thrust of the F414- GE-400 engine?

5. When will you get engine ignition?

6. True/False: Afterburner ignition is activated anytime main engine ignition is commanded.

7. How is a limited amount of fuel provided for negative G or inverted flight?

8. True/False: The F/A-18’s IDLE rpm is the same on the ground as inflight.

9. Which one of the following caution and advisory displays will not activate the “engine left (right)”

voice alert?

a. L or R OVRSPD

b. L or R EGT HIGH

c. L or R BOOST LO

d. L or R OIL PR

10. What are the modes of operation of the automatic throttle control (ATC)?

11. What conditions must be met to engage the approach mode of the automatic throttle control?

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12. What conditions must be met to engage the cruise mode of the automatic throttle control?

13. Which fuel tanks are transfer tanks?

14. Which fuel tanks are feed tanks?

15. What does a TK PRES LO or TK PRES HI caution display on the DDI indicate?

a. On the ground -

b. Inflight -

16. Normal internal fuel is transferred using

17. External fuel is transferred by

18. True/False: With external tank control switch in stop transfer and hook handle down, fuel will

transfer when FUEL LO caution display comes on.

19. What two fuel valves close when an engine fire light is pressed?

20. List four events which individually will cause fuel dump to stop.

21. True/False: The fuel low level indicating system is completely independent of the fuel quantity

indicating system.

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22. What fuel state illuminates the FUEL LO light, MASTER CAUTION light, and activates fuel

low voice alert?

23. True/False: There is no voice alert associated with BINGO fuel.

24. Either AMAD may be driven pneumatically through an

by the APU, opposite engine bleed

air, or external air.

25. Each AMAD mechanically drives a

, and

26. True/False: Operation of APU is totally automatic after the APU switch is placed ON.

27. What provides electrical power for APU ignition and start control circuits?

28. What is used to start the APU?

29. True/False: If ATS caution is on when a DDI comes on, shut down the affected engine to avoid

starter damage.

30. What is the cockpit warning of a single TR failure?

31. What is indicated by the BATT SW light coming on in the air with the battery switch on?

32. What seven circuit breakers are located in the cockpit?

33. True/False: The exterior lights master switch must be on for operation of the position and

formation lights, but not for the strobe lights.

34. What failure(s) will illuminate the emergency instrument light and the BATT SW caution light?

35. The right or HYD system 2 provides power to

36. What are the primary flight controls?

37. What does pressing the T/O trim button in flight do?

38. What is the FCS reset button used for?

39. With the spin switch in NORM, when will the spin recovery mode be activated?

40. On takeoff, accelerating with the FLAP switch in HALF, at what speed will the flaps begin

AUTO scheduling?

41. True/False: Once EMERG has been selected on FCS COOL switch, selection of NORM will

switch FCC A and right TR cooling back to avionics air.

42. Rudder toe-in is a function of FLAP switch position and . . . with maximum toe-in being

43. True/False: Stabilator position on the FCS status display on the DDI shows a (+) for trailing

edge up (or nose up), and a (-) for trailing edge down (or nose down).

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44. What occurs with gear handle UP, airspeed below 175 KCAS, altitude less than 7,500 feet, and

rate of descent greater than 250 feet per minute?

45. True/False: Pressing and holding the nosewheel steering button a second time will select the

high mode (±75°) and NWS HI is displayed on the HUD.

46. True/False: The hook light remains on except when the hook is up and latched.

47. Normally, what kind of power is needed to fold or spread the wings?

48. Is it normal to have L PITOT HT and R PITOT HT advisories displayed on the DDI while on

the ground with pitot heat switch in AUTO?

49. What will the standby attitude indicator be powered by if the right 115 volt ac bus fails?

50. The APU fire detection/extinguishing systems operates from

power, provided the

switch is ON.

51. The bleed air shutoff valves are closed when the fire and bleed air test switch is placed to TEST

A and TEST B positions. How do you get the valves back open?

52. True/False: The canopy can be jettisoned in the closed position only.

53. Why would you not pull the manual override handle in flight before ejection?

54. What conditions must be met to utilize the emergency jettison button?

55. The

switch must be in the

position to use the selective jettison system.

56. What occurs when the unlighted MASTER CAUTION light is pressed?

57. True/False: For cautions with voice alert, the master caution tone comes on after the voice alert.

58. What two ways can you stop any BIT test in progress and return the equipment to normal

operation?

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59. What two systems require additional switchology other than pressing the associated button

when performing initiated BIT checks?

60. How much has the fuel quantity in tank 1 been reduced in the F/A-18F aircraft?

61. True/False: The rear cockpit does not have an internal canopy switch or an internal manual

canopy handcrank.

62. True/False: There are provisions for normal landing gear extension from the rear cockpit.

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

and to enhance

64. Failure to route the restraint lines properly through the garters could cause

65. True/False: High gain nosewheel steering should be used on takeoff roll up to 50 KIAS.

66. On a section takeoff, turns into the wingman will not be made at altitudes less than

feet

AGL.

67. True/False: The second section may commence the takeoff roll after the first section has rolled

1,000 feet.

68. True/False: Before descent it is necessary to preheat the windshield by increasing defog airflow.

69. True/False: For optimum braking above 40 KIAS, with anti-skid, full brake pressure should be

used.

70. True/False: Ensure anti-skid is OFF for all shipboard operations.

71. Nosewheel steering low mode (may/may not) be engaged while the launch bar is down (circle

correct answer).

72. A carrier landing pattern starts with a level break at

feet, on the

bow of the ship.

73. True/False: The seat rocket thrusters may ignite spilled fuel or hydraulic fluid and may injure

ground crew in the immediate vicinity.

74. True/False: If you must land with the launch bar extended, you should request that the field

arresting gear cables be removed.

75. A time critical situation exists if you have directional control problems during takeoff. If you

suspect nosewheel steering failure, the first thing you should do is

76. If the aircraft begins to settle after a catapult launch and the settling cannot be stopped you

must

77. What are the emergency procedures if you have lost thrust on takeoff?

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78. True/False: It is unlikely that a blown nose tire will FOD an engine.

79. During flight brief consideration of takeoff abort possibilities, the following items should be

considered:

a. Weight

b. Speed

c. Runway length remaining

d. All of the above

80. When making an arrested abort, allow time for the arresting hook to extend; as a guide, lower

the hook

feet before the cable.

81. If the landing gear fails to retract you should perform the following:

a. Pull the landing gear control circuit breaker.

b. Cycle the gear and pull negative g’s.

c. Put the landing gear handle down and do not cycle

d. Press on - it’s probably a false light.

82. What two methods may be used to retain both hydraulic systems if the engine core is rotating:

83. True/False: If the right engine is being rotated with crossbleed to provide normal systems

operation and fuel flow on the left engine is reduced below 2,000 pph (as during landing) the right

engine hydraulic pump may not provide sufficient flow for nosewheel steering and normal brakes.

84. True/False: Most engine stalls are self clearing.

85. True/False: Engine stalls may produce audible bangs.

86. True/False: If a stalled engine will not clear, you may shut down the engine and attempt a

restart.

87. What airspeed may be required to maintain 12% windmilling rpm?

88. True/False: Engine crossbleed may not be used to achieve a 12% rpm for engine restart.

89. With one engine windmilling below 12%, the remaining engine should be operated at or above.

%rpm and

PPH fuel flow to utilize the crossbleed airstart capability.

90. True/False: Hydraulic system 2A failure is the only single hydraulic system failure which

requires flight crewmember action.

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91. Hydraulic system 1A does not power which of the following:

a. Right Aileron

b. Right Trailing Edge Flaps

c. Leading Edge Flaps

d. Left Trailing Edge Flaps

92. True/False: With HYD 2A failure, anti-skid is available.

93. With HYD 2A failure what type of landing should be considered?

a. Normal landing

b. Formation landing

c. Long field arrestment

d. Short field arrestment if practical

94. True/False: Gravity fuel flow is sufficient to sustain minimum afterburner operation.

95. True/False: You are in the spooldown restart envelope at 450 KIAS, 23,000 feet and N₂ 50%.

96. True/False: You are in the windmill restart envelope at Mach 0.75, 25,000 feet and 14%N₂.

97. True/False: A crossbleed restart is recommended at Mach 0.68 and 10,000 feet.

98. True/False: As a last resort, you may attempt an APU restart at 250 KIAS and 10,000 feet.

99. True/False: An APU restart should be one of the first procedures you utilize after an engine

failure.

100. True/False: One generator is insufficient to carry the total aircraft electrical load.

101. The battery will provide limited dc power for approximately

minutes.

102. True/False: The most probable source of visible smoke or fumes in the cockpit is from the

engine bleed or residual oil in the ECS ducts.

103. True/False: With both generators inoperative and a good battery your landing gear position

indicator will function normally.

104. True/False: With both generators inoperative and a good battery your hydraulic pressure

indicator will be inoperative.

105. True/False: Weight must be off the main landing gear or landing gear handle must be up for

the emergency jettison system to be operational.

106. True/False: Failure of FCS channels 1 and 3 will not affect the flying qualities of the aircraft.

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107. True/False: With FLAPS OFF caution, a reset of the system may cause the leading edge and

or trailing edge flaps to retract.

108. True/False: If the trailing edge flaps are failed in the 0° position, final approach airspeed is not

significantly affected.

109. True/False: A single-engine landing is made at HALF flaps.

110. With 1,000 feet per minute sink rate, at 130 to 150 KIAS, the minimum altitude for a successful

ejection is

feet in the F/A-18F at 0° angle of bank.

111. The correct procedure for an APU ACCUM caution airborne is:

112. List the steps for an out-of-control (OCF).

113. Thunderstorm penetration should be made between optimum cruise and

KIAS below

35,000 feet, and no less than

KIAS above 35,000 feet.

114. What precautions must be observed when using the windshield rain removal?

115. The COM-NAV functions not available when MC1 has failed are:

116. True/False: The right and left DDIs are physically and functionally interchangeable.

117. The bank angle scale pointer, on the HUD, is limited at ... and ...when the limit is exceeded.

118. The velocity vector represents:

119. True/False: Do not lock the gyro in the caged position with the pull to cage knob if the gyro is

spinning.

120. Using Stall Speed chart:

Mil power

Gross weight - 42,900 pounds

Gear/flaps - DOWN

Determine - Stall Speed 0° Bank=

121. Determine - Stall Speed 45° Bank=

122. Using Landing Approach Speed chart:

Gross weight - 42,900 pounds

Flaps - HALF

123. Determine - Recommended Approach Speed=

124. What action must the flight crewmember take in order to slew the moving map with the TDC?

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125. The GYRO position on the INS mode selector switch

a. Connects the gyros to the attitude heading reference system in order to complete an inflight

alignment

b. Enables the mission computer to use the gyros in computations for air-to-air weapons delivery

c. Is the attitude mode where the INS operates in the gyro mode

d. All of the above

126. REJ 1 removes what from the HUD display?

127. If you see the following in the upper left corner of the HSI display or MPCD, what does it tell

you?

237/108

18:00

NLC

Your aircraft is 108 miles from Lemoore TACAN on the 237° radial

Your aircraft is 108 miles from Lemoore TACAN on the 057° radial

Your aircraft is 18 miles from Lemoore TACAN on the 057° radial, 108° magnetic heading

Your aircraft is 18 miles from Lemoore TACAN on the 108° radial, 237° magnetic heading

128.

During a data link ACLS (SPN-42) approach the HUD displays:

A TD box overlying the touchdown point

A fly-to tadpole symbol

Fly-to needles (similar to ILS)

A course arrow and elevation steering bar

129.

True/False: During an ILS approach the standby attitude indicator displays the ILS needles.

130.

What is the internal fuel capacity of the F/A-18E

pounds, F/A-18F:

pounds.

131.

State the following limitations:

Maximum steady state EGT -

Maximum start EGT -

Maximum transient rpm (N₂)

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132. State the ranges for the following:

a. Ground idle rpm -

b. Flight idle rpm -

c. Maximum oil pressure (2 minutes after start with ambient temperature below -18°C,

0°F)

Minimum oil pressure (ground idle) -

d. Inflight oil pressure:

(1) Idle -

(2) 95% rpm -

(3) Military -

133. The maximum speeds of the following are:

a. Refueling probe -

b. Gear retraction/extension -

c. Gear emergency extension -

d. Trailing edge flaps -

e. Canopy open -

134. State the following limitations:

a. Maximum gross weight field takeoff -

b. Maximum landing weight (field landing - flared) -

c. Maximum weight (touch and go) -

d. Maximum air refueling altitude -

e. Maximum closure on refueling drogue -

f. Maximum time at negative g -

g. Minimum time between negative g maneuvers -

X-30-15

ORIGINAL

F18. FLIGHT MANUAL (2008) - page 30