NATOPS FLIGHT MANUAL NAVY MODEL AV--8B/TAV--8B 161573 AND UP AIRCRAFT (2008)

A1-AV8BB--NFM--000

23.10.2.1.7 Range

To enter range select the RNG option on the ODU. A colon appears next to the RNG option indicating selection and

the scratch pad displays the stored range for the selected offset. Range is displayed in nautical miles or meters.

Successive depression of the cued RNG option provides alternate displays of range in nautical miles or meters. On

the UFC keyboard enter the new range. Entries of 100.000 or less are interpreted as nautical miles. Entries greater

than 100 are interpreted as meters. Nautical mile entries can be to the hundredths of a mile with OMNI 7.1 or to the

thousandths ofmilewith C1+ and H4.0 if adecimal is entered. Meterentries must be an integer from 101 to 185,200.

A range entry of zero forces the bearing entry to zero and sets the elevation equal to the waypoint or markpoint and

blanks the offset data on the DDI. With H4.0, it is possible to create an offset with 0 range, by entering an elevation

that is different than the waypoint’s elevation. Entering a range of 0 still removes the offset from the waypoint.

23.10.3 Transfer Data Page (with H4.0)

Selection of the TFER option on the SDAT page, displays the data point transfer page. See Figure 23-22. This page

provides the ability to transfer waypoints, GPS waypoints, markpoints, and targetpoints (current, pre--planned, and

another aircraft’s flight position) that have been located on the DSU or the AMU mission card, into a selected

waypoint, markpoint, or targetpoint. The aircrew must select both the point to be transferred (the transfer--from point

on the left side of the MPCD) and the point into which the data will be transferred (the transfer--to point on the right

side of the MPCD). The point data for both points is displayed at the top of each column.

23.10.3.1 Transfer--from Point

Waypoints, markpoints, targetpoints, and stored GPS points can be selected using PB 2--5. They are listed in

alphabetical order with the waypoint, markpoint, or targetpoint number displayed to the right of the point’s name.

The arrows at PB 1, 16, 17, and 20 can then be used to select the actual point number to be transferred. Since there

are only 10 markpoints, PB 16, 17 and 20 are not displayed if the transfer--from point is a markpoint. There are up

to three pages of targetpoint data available for selection. The first page contains T0--T4. The second page contains

the first twenty of the pre--planned targetpoints. The third page contains the last twelve pre--planned targetpoints.

Figure 23-22. Transfer Data (TFER) Page

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23.10.3.2 Transfer--to Point

Quick access must be used to switch between point types. The arrows at PB 12 and 13 can then be used to select the

actual point number to be overwritten.

23.10.3.3 Flight Position Transfer Page

Depression of the FPOS option (PB 19) displays the first page of the flight position data. See Figure 23-23. The

arrows at PB 1, 16, 17, and 20 are used to select the desired targetpoint set for transfer. Selection of the FPOS transfer

option moves all targetpoints (T1--T4) and the associated targetpoint data (terminal heading, impact angle, TOT, etc.)

from that FPOS into the current aircraft targetpoints. If less than four targetpoints are transferred, the aircraft will reset

the remainder to default values and set them null.

23.10.3.4 XFER

Depressing the XFER option (PB 14) transfers data into the selected point. Offsets are only transferred between

waypoints, markpoints, and stored GPS points that are not read from the MAGR. Targetpoint data (terminal

parameters, pattern data, TOT, and fuze data) is transferred with the rest of the targetpoint data when transferred into

another targetpoint. If a waypoint, markpoint, or stored GPS point is transferred into a targetpoint, the targetpoint

remains the terminal parameters, pattern data, TOT, and fuze data.

23.11 UTM DATA ENTRY (OMNI 7.1 AND C1+)

Data may be entered in universal transverse mercator (UTM) coordinates for all 25 waypoints and 3 marks. The UTM

system subdivides 6° by 8° earth zones into a 300 km by 300 km segment (see Figure 23-24). This segment is

subdivided into nine 100 km by 100 km segments which are each further subdivided into 10 km by 10 km segments.

The UTM coordinates of a selected waypoint and offset are entered into the MC as 10 digit numbers if they are both

located within the same 100 km by 100 km grid segment. If the offset is located in an adjacent grid segment it must

have a 11 digit UTM number. Using the single waypoint entry method, only one waypoint or markpoint needs to be

in the same or adjacent grid segment for each offset. In this method accuracy is a function of latitude, offset range,

and declination angle. To use UTM data, the selected waypoint (within a 100 km by 100 km segment) must be entered

into the system in both earth and UTM coordinates. To manually enter UTM data, perform the following:

1. On the upfront control the latitude and longitude of the selected waypoint has been initially selected.

2. Press UTM pushbutton.

A colon appears to the left of the option display window. Stored UTM coordinates are displayed on the scratch

pad.

3. Type in ten--digit UTM numbers representing Eastings and Northings taken from a standard UTM grid map,

then press ENT.

The new UTM coordinates for the selected waypoint are displayed on the scratch pad and on the DDI.

4. Select UTM again, which brings up declination (DECL). UTM toggles between UTM and DECL.

A colon appears to the left of the option display window.

5. Type declination angle (difference between true north and UTM grid north), then press ENT.

The scratch pad and DDI display declination angle. The declination angle is a four key entry, E or W plus X°

XX’, and is limited to 9° 59’ East or West.

6. Press WYPT pushbutton on the ODU.

The ODU displays offset options in the display windows.

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TGPT4-XXXX

N 36° 00.000'

W 117° 00.000'

WGS-84

1000

E 10.0°

Figure 23-23. Flight Position Data Page

7. Type in 10 or 11 digit UTM of the offset or target, then press ENT.

The UTM coordinates for the selected offset or target are displayed on the scratch pad and on the DDI. The

UTM will only be 10 digits if it lies within the same grid segment as the waypoint. If the offset range extends

toanadjacentgridsegment, thefirst digitentered isthenumberoftheadjacent gridsegment inwhich theoffset

is located. For ease of entry, the adjacent grid segments correspond to the numbered buttons on the upfront

control and their position in relation to one another. The next 10 digits represent the offset Eastings and Nor-

things.

When the entries are completed, the range and bearing to the offset (target) from the waypoint is displayed on

the DDI. If required, these steps may be repeated to enter offsets for all the waypoints and markpoints.

On TAV--8B and Day Attack aircraft, there are two different ways to enter UTM coordinates as follows:

1. If UTM data has been transferred from the data storage set the ODU will initialize with the first of four

selections of two--letter alpha identifiers of the UTM coordinates for the waypoint/mark point selected and the

adjacent grid segments (see Figure 23-25). Pressing the UTM option scrolls through the four quadrants of

selection. The two--letter alpha identifier corresponds to the applicable segment on the mercator chart. The

numeric preceding the alpha (e.g., 3--QM) corresponds to the same numeric on the UFC keyboard. Each grid

segment corresponds to a keyboard number. To enter the UTM coordinates select the desired alphas on the

ODU. The scratchpad displays the corresponding grid segment alpha identifier and related keyboard number.

Enter the ten--digit Northing and Easting on the keyboard. Entering a Northing or Easting, or selecting a new

alpha grid segment will recalculate the UTM bearing and range. If waypoint data for segment five is altered

the alphas on the ODU will be blanked.

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2. If UTM alpha segment identifiers are not available the offset UTM segment must be selected using the UFC

keyboard. As with the alpha segment identifier method, the waypoint or mark point is always the center key,

number five. The adjacent keys correspond to the eight surrounding UTM grid segments. To enter the UTM

coordinates select the desired segment on the keyboard and enter the ten--digit offset Easting and Northing.

If the UTM offset lies within the same grid segment as the waypoint or mark point only the offset Easting and

Northing needs to be entered.

On Radar and Night Attack aircraft, alpha segment identifiers are not available for waypoint or markpoint offset data

entry. The UTM segment is selected and the Northings and Eastings are entered using the UFC keyboard as stated

in the previous paragraph.

23.11.1 UTM Error vs Range (OMNI 7.1 and C1+)

When using the UTM to define offset, the system derives true bearing and range using declination data and a

comparison of the waypoint/markpoint UTM coordinates. Since this calculation makes a flat plate earth assumption,

the accuracy of the derived target location suffers as range from the waypoint/markpoint and the offset increase. See

Figure 23-26.

Figure 23-26. UTM Error vs. Range

23.12 UTM DATA ENTRY (WITH H4.0)

Positional data may be entered in universal transverse mercator (UTM) coordinates for all 60 waypoints and their

offsets, for all 10 markpoints and their offsets, and for all 5 targetpoints. The UTM system subdivides 6 degree by

8 degree earth zones into a 300 km segment (see Figure 23-24). This segment is subdivided into nine 100 km by 100

km segments segments which are each further subdivided into 10 km by 10 km segments. The UTM coordinates of

a selected waypoint and offset are entered into the MC as 10 digit numbers if they are both located in the same 100

km by 100 km grid segment. If the new point location or offset is located in an adjacent grid segment it must have

an odd digit UTM number (7, 9, or 11). The first digit entered is the number of the adjacent grid segment in which

the offset is located. For ease of entry, the adjacent grid segments correspond to the numbered buttons on the upfront

control and their position in relation to one another. The next 10 digits represent the offset Easting and Northing. The

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system does not allow the selection of an adjacent grid segment if that segment lies in another major grid zone (see

Figure 23-24). In other words, if the current row alpha is A then none of the segments south of the current segment

can be selected; if the current row alpha is V then none of the segments north of the current segment can be selected;

if the current column alpha is A then none of the segments west of the current segment can be selected; and if the

current column alpha is Z then none of the segments east of the current segment can be selected.

1. Press UTM pushbutton on the WYPT or TGPT ODU. A colon appears to the left of the option display window.

The stored 10--digit UTM coordinates of the point are displayed on the scratch pad preceded by an asterisk.

2. Type in 6 to 11 digit UTM numbers representing Easting and Northing, and then press ENT. The new UTM

coordinates for the selected point are displayed on the scratch pad and on the DDI. The point’s latitude and

longitude are updated to correspond to the entered UTM position. The UTM displayed on the scratch is 10

digits preceded by the segment number (1--9). If an even number of digits were entered then the segment

number is 5. The UTM displayed in the upper right data block on the DDI is the complete 15--digit UTM.

The position of a waypoint or markpoint offset can be moved within a grid segment or to an adjacent grid segment

by entering a UTM. After the UTM is entered, the MC recalculates and displays the new latitude and longitude. The

UTM will retain its 15 digit format. To manually enter UTM data for an offset from a point, perform the following:

1. Press WYPT pushbutton on the ODU. The ODU displays offset options in the display windows with a colon

next to UTM. The stored 10--digit UTM coordinates of the offset are displayed on the scratch pad preceded

by an asterisk.

2. Type in 6 to 11 digit UTM numbers representing Easting and Northing, and then press ENT. The new UTM

coordinates for the offset are displayed on the scratch pad and on the DDI. The range and bearing from the point

to the offset are updated to correspond to the entered UTM position. The UTM displayed on the scratch pad

is 10 digits preceded by the segment number (1--9). If an even number of digits were entered then the segment

number is 5. The UTM displayed in the lower right data block on the DDI is the complete 15--digit UTM.

If required, these steps may be repeated to enter offsets for all the waypoints and markpoints.

23.13 POSITION MARKING

With OMNI 7.1 and C1+, the mission computer has the capability to store three mark locations, MK1, MK2, MK3.

With H4.0, 10 markpoints numbered 0 through 9 are available for use. This is done by pressing the MK pushbutton

at the bottom of the EHSI/EHSD display on the DDI or by pressing the TOO pushbutton on the UFC. If MK1 is

displayed above the pushbutton, that is the storage location that is used when the pushbutton is pressed. Press the

pushbutton and the latitude and longitude of the ground point beneath the aircraft is stored in the mark 1 location.

MK2 is then displayed above the pushbutton in preparation for the next mark. With OMNI 7.1 and C1+, after the

second and third marks are stored, the system recycles and stores the next mark in the mark 1 location. With H4.0,

after the tenth mark is stored, the system recycles and stores the next mark in the mark 0 location. A mark location

can be used like a waypoint, including entry of offsets. With OMNI 7.1 and C1+, the three marks are stored at the

end of the 25 waypoints.

On night attack and radar aircraft and all aircraft with H4.0 position marking has been enhanced to allow marking

all designated points regardless of mode of designation. This allows the pilot to slew and designate the desired ground

point using the HUD, map, or radar sensors. Pressing the MK option on the EHSD will store the designation as a

markpoint.

With OMNI 7.1 and C1+, pressing the TOO pushbutton on the UFC stores the latitude and longitude of the ground

point beneath the aircraft in the mark location represented by the MK pushbutton at the bottom of the EHSI/EHSD

page regardless of whether a designation exists or not. With H4.0, pressing the TOO pushbutton on the UFC stores

the latitude and longitude of the ground point beneath the aircraft in the mark location represented by the MK

pushbutton at the bottom of the EHSI/EHSD only if a designation does not exist. If a designation exists, then pressing

the TOO pushbutton on the UFC stores the designation as a markpoint.

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With H4.0, the system also allows the pilot to enter the TOO position into a targetpoint (1 through 4). The default

targetpoint number is displayed on the scratch pad. Press ENT to accept the default targetpoint or enter a different

targetpoint number on the UFC. An entry of 0 on the UFC will cancel the targetpoint assignment portion of the TOO.

The default targetpoint is the first null targetpoint or targetpoint 1 if none of the targetpoints are null. A targetpoint

position can be sweetened by designating the targetpoint, slewing the position, and then selecting TOO on the UFC.

The updated position is put into the targetpoint. The targetpoint retains its previous identifier. If a targetpoint is

updated in this way, the MC replaces T0 in the JDAM priority list and the target data block (if displayed) with the

slewed targetpoint’s number.

23.14 POSITION UPDATE

There are four methods of correcting or updating the present position of the aircraft and one method (radar aircraft

only) of correcting the velocity of the aircraft. TACAN, overfly, designate, GPS, or VEL (Radar only). When the

update pushbutton is pressed on the EHSI/EHSD, FLIR, Radar, or DMT display, available only when thenavigation

system is in a loosely coupled position keeping mode, the four (or five) update options are displayed on the option

display unit. In trainer aircraft with OMNI 7.1 and Day Attack aircraft, the reject option is also displayed in case it

is desired to cancel the update.

On radar aircraft, position updating using the radar display can be performed by comparing the map or previously

entered waypoint coordinates to a point on the radar map. Refer to NATIP, NTRP 3--22.4 AV8B.

23.14.1 TACAN Position Update

Thesystem stores fiveTACAN stations and coordinates. A TACAN update can be performed anytime oneof thefive

stored stations is selected and is within operating range. After selection of the TACAN option, the position of the

aircraft is calculated using the range and bearing to the TACAN station. The computed position is then compared

to the aircraft position derived from either INS or air data. The error in degrees and nautical miles is displayed on

the scratch pad. Pressing the ACPT or REJ option select pushbutton on the option display unit either updates present

position or rejects the update as desired.

A two TACAN station update can be performed to improve TACAN ranging accuracy. If this is desired, the TCN2

option is selected to initialize the TACAN to the next stored channel of the five station sequence. If this is not the

desired station, successive pressing of the TCN2 pushbutton scrolls through the remaining stations excluding the

station used in the first update. After lockon, the second station is displayed on the EHSI/EHSD display. Pressing

the ERR2 pushbutton on the ODU displays bearing and range error on the scratch pad based on both TACAN stations.

Pressing the ERR1 pushbutton on the ODU displays bearing and range error on the scratch pad based on the first

TACAN station. Pressing the ACPT or REJ option select pushbutton on the ODU either updates present position or

rejects the update as desired.

23.14.2 Overfly Position Update

This method is thesameaswaypoint designateposition update,except theaircraft isflown directlyoverthewaypoint

and the OVFY option select pushbutton on the option display unit is pressed. The system then computes the position

error in degrees and nautical miles using the position derived by the onboard system compared with the stored

waypoint position. The error is displayed on the scratch pad. The update can then be accepted or rejected or, another

overfly position update may be made. If a second overfly position update is made without accepting or rejecting the

first update, the first update is automatically rejected.

23.14.2.1 Navigation Fix Update

A navigation fix update provides the capability to quickly update the navigation system on an unplanned navigation

point. To perform a FIX update, the aircraft is flown directly over the navigation point and the OVFY option select

pushbutton on the option display unit is pressed followed by the FIX option on the ODU. The fix (FIX) option on

the ODU enables position entry or UTM entry as a source for an update. With the position (POS) option pressed and

enabled, the latitude and longitude are entered and displayed on the scratch pad. When entry is completed the ERR

option is displayed and the UTM option blanks. Pressing the error (ERR) pushbutton displays the navigation error

on the scratch pad. The update can then be accepted or rejected.

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To make a UTM entry as an update source, the UTM option pushbutton is pressed and the overfly UTM coordinates

relative to the selected waypoint are entered. When entry is completed the ERR option is displayed and the POS

option blanks. Pressing the error pushbutton displays the navigation error which can then be accepted or rejected.

23.14.3 Designate Position Update

This method allows the aircraft to update its position by designating one of the stored waypoints, markpoints, or

targetpoints using the HUD or the dual mode tracker. A waypoint is selected and the designate (DESG) option is then

selected on the option display unit. The waypoint is visually acquired and then designated using either the HUD or

the dual mode tracker. The system then computes the position error by comparing the derived position from the

designated point with the existing present position and displays it on the upfront control scratch pad. The update can

then be accepted or rejected as desired.

23.14.4 MAP Position Update (Night Attack and Radar only)

A map position update is available when a map page is displayed. There are two types of map updates: overfly

(OVFY) and designate (DESG). In an overfly map update the aircraft position can be updated by over flying a

landmark that is on the digital map. Crosshairs are slewed over the location on the map. The navigation errors are

displayed in the scratchpad. The update can then be accepted or rejected.

The designation map update method allows the aircraft to update its position by slewing the position of a HUD

designation on the digital map. The system then computes the position error by comparing the derived position from

the designated point with the existing present position and displays it on the upfront control scratch pad. The update

can then be accepted or rejected as desired.

In aircraft with TAMMAC installed, map updates cannot be performed if the map type format is CIB. Map updates

are cancelled if the map type format changes (CHRT to DTED or DTED to CIB) during the update.

23.14.5 Manual GPS Update

This method allows the aircraft to update its position by using current GPS position as the source for the update. The

update displays current position errors as range and bearing errors. The update can then be accepted or rejected as

desired.

23.15 WAYPOINT, MARKPOINT, TARGETPOINT OR WAYPOINT/MARKPOINT OFFSET STEERING

Waypoint, markpoint, targetpoint, or waypoint/markpoint offset steering is provided to any of the waypoints, the

markpoints, the targetpoints, or their associated offsets. Waypoint, markpoint, or targetpoint steering is selected by

selecting the desired waypoint, markpoint, or targetpoint and pressing the WYPT pushbutton on the DDI. The WYPT

option is boxed (see Figure 23-27) and the bug (heading marker) on the heading scale indicates relative bearing to

the waypoint or mark. The bug is wind corrected. The waypoint, markpoint, or targetpoint range and number are

shown at the bottom right on the HUD. A digital readout of bearing and distance to the waypoint, markpoint, or

targetpoint is provided in the upper right corner of the EHSI/EHSD display. Time to go to the waypoint, markpoint,

or targetpoint in minutes and seconds is displayed under the bearing and distance.

To fly a selected course to a waypoint or mark, set in the course with the course knob on the HSI (TAV--8B and Day

Attack aircraft) or course set switch on the CRS panel (Radar and Night Attack aircraft). The course appears on the

bottom right of the EHSI/EHSD display and the course line is also displayed to indicate the position of the aircraft

relative to the course. The course line rate of movement is used to anticipate when to turn to intercept the course.

Steering to an offset from a waypoint or markpoint is also available by selecting the WO/S pushbutton to transfer

the steering to the offset point. In this case the HUD range nomenclature would change from WYPT to WO/S.

CAUTION

In the TAV--8B and Day Attack aircraft, the course line displayed on the

EHSI/EHSD and the course in the course selector window of the HSI are

not necessarily the same. The bearing displayed in the course line data

block in the lower right corner of the EHSI/EHSD and the course line

displayed on the EHSI/EHSD should not be used instead of the bearing in

the course selector window of the HSI. See Figure 23-27.

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23.16 NAVIGATION MASTER MODE

Navigation master mode is selected by pressing the NAV mode pushbutton on the main instrument panel. In the

navigation mode, primary flight information is presented on the HUD and aircraft horizontal situation is provided

on the EHSI/EHSD display on the DDI. Three navigation steering modes are provided and selectable from the EHSI

display: (1) waypoint, markpoint, targetpoint, or waypoint/markpoint offset steering, (2) TACAN or TACAN offset

steering, and (3) AWLS steering. Waypoint steering provides great circle steering to aselected waypoint, markpoint,

targetpoint, or waypoint/markpoint offset. TACAN steering provides the same capability to the selected TACAN

station orTACAN offset. AWLS steering provides localizerand glideslopesteering totheAWLSground station.The

basic flight data presented on the HUD (see Figure 23-28) is described in the following paragraphs:

23.16.1 Heading

The aircraft true heading is indicated by the moving 360° scale. True heading is the initial heading with OMNI 7.1

and C1+ and T appears on the HUD display. If magnetic heading is desired the TRUE pushbutton on the DDI is

pressed and the box is removed from around the TRUE legend and the T is removed from the HUD display. Magnetic

heading is the initial heading and no T appears on the HUD display with H4.0. If true heading is desired the TRUE

pushbutton on the MAPM page is pressed and the box is displayed around the TRUE legend and the T appears on

the HUD display. The actual aircraft heading is directly above the caret. The moving heading scale provides trend

information during turns. As the aircraft turns right, the scale moves from right to left.

23.16.2 Airspeed

Calibrated airspeed from the air data computer is provided in the box on the left side of the HUD. With H4.0, the

box is no longer displayed around the calibrated airspeed.

23.16.3 Altitude

The altitude presented in the box on the right side of the HUD may be either barometric altitude or radar altitude

depending on the setting of the altitude switch on the HUD control panel. When the altitude switch is in the BARO

position, barometricaltitudeis displayed. When thealtitudeswitch is in theRDR position, radaraltitude is displayed

and is identified by an R next to the altitude. If the radar altitude becomes invalid, barometric altitude will be displayed

and a flashing B is displayed to the right of the box indicating barometric altitude. The flashing B remains until either

radar altitude becomes valid again or the altitude switch is placed in BARO. With H4.0, the box is no longer displayed

around the altitude.

23.16.4 Barometric Setting

The barometric setting used by the air data computer (ADC) is the value set in the standby altimeter. When the

barometric setting is changed on the standby altimeter by at least .02 inches of mercury, the ADC barometric setting

ispresentedbelowthealtitudeontheHUDtoprovideahead--up barosetcapability. Thedisplay remainsfor5seconds

after the change is made.

23.16.5 Angle of Attack

Angle of attack in degrees is displayed at the left center of the HUD.

23.16.6 Mach Number

The aircraft mach number (M) is displayed immediately below the angle of attack.

23.16.7 Aircraft G

Normal acceleration (G) is displayed immediately below the mach number.

23.16.8 Ground Speed

Ground speed (S) is displayed immediately below the aircraft G.

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23.16.9 Maximum G

Maximum normal acceleration (MAX G) attained since it was last reset is displayed below the ground speed

providing the maximum g exceeded 4.5g’s.

Note

It should be noted that, at gross weights above 20,000 pounds or with lateral

stick, the aircraft g--limit can be exceeded without exceeding 8g’s on either

the HUD or FLC.

23.16.10 Velocity Vector

The velocity vector provides the pilot with an outside world reference with regard to actual aircraft flight path. The

velocity vector represents the point towards which the aircraft is flying (aircraft flight path). In the NAV master mode,

the velocity vector is always caged to the vertical center line of the HUD. A ghost velocity vector is displayed at the

true velocity vector position if that position is more than 2° from the caged position. The flight path/pitch ladder and

steering information are referenced to the caged position. The ghost velocity vector will flash when limited. The

velocity vector is normally positioned by inertial velocities, derived from either INS or GPS velocities. When these

are invalid, filtered values of ADC TAS and ADC AOA are used to determine all velocities and therefore position

of the velocity vector.

23.16.11 Flight Path/Pitch Ladder

The vertical flight path angle of the aircraft is indicated by the position of the velocity vector on the flight path/pitch

ladder. The horizon and flight path/pitch angle lines represent the horizon and each 5° angle between plus and minus

30° and each 10° between 30° and 90°. Positive pitch lines are solid and are above the horizon line. Negative pitch

lines are dashed and are below the horizon line. The outer segments of the lines point toward the horizon. Each line

is numbered and the numbers rotate with the lines so that inverted flight can easily be determined. To aid in

determining flight path angle when it is changing rapidly, the pitch lines are angled toward the horizon at an angle

half that of the flight path angle. For example, in a 50° climb, the pitch lines are angled 25° toward the horizon. In

level flight, pitch lines are not angled. The zenith is indicated by a circle and the nadir is indicated by a circle with

an X in it. However, since the flight path/pitch ladder normally rotates about the velocity vector, determination of

pitch angle may be difficult at high roll angles.

23.16.12 Waypoint/Markpoint or Targetpoint Number

This number indicates the number of the waypoint, markpoint, targetpoint, or offset selected. With OMNI 7.1 and

C1+, MK precedes the number when a markpoint is selected. With H4.0, M precedes the number when a markpoint

is selected, and T precedes the number when a targetpoint is selected.

23.16.13 True Heading

The letter T is displayed when true heading is selected on the DDI. If there is no T displayed, magnetic heading is

being displayed.

23.16.14 Rate of Climb/Descent

This number indicates the feet per minute that the aircraft is climbing or descending. A minus sign indicates the

aircraft is descending.

23.16.15 Range

The range to the selected waypoint, markpoint, targetpoint, waypoint/markpoint offset, TACAN station or TACAN

offset is displayed in nautical miles.

23.16.16 Heading Marker

The heading marker (bug) indicates relative bearing to the selected waypoint, markpoint, targetpoint, waypoint/

markpoint offset, TACAN, TACAN offset, or designated point. The heading marker position varies along the heading

scale and will peg at scale limit. When pegged, the bearing numerals are displayed below the heading marker.

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23.16.17 Overtemp Indication

If the JPT exceeds the engine threshold value, the maximum JPT recorded is displayed on the HUD beneath the air

speed box adjacent to the OT legend. The OT indication is removed when the HUD reject level is changed if the

overtemp condition no longer exists. If another overtemp condition occurs, the current JPT at that time is displayed.

23.16.18 Auxiliary Heading

The auxiliary heading is displayed in all master modes and is a repeat of the HUD aircraft heading. The auxiliary

heading provides a way to view aircraft heading during video playback. A T is displayed if true heading is being

displayed. Auxiliary heading is not displayed in reject level 2 in the TAV--8B with OMNI 7.1 and the Day Attack

aircraft.

23.17 VSTOL MASTER MODE

The VSTOL mode is selected by pressing the VSTOL mode pushbutton on themain instrument panel. With VSTOL

selected while weight--on--wheels, two options are displayed on the option display unit. They are NRAS (nozzle

rotation airspeed) and PC (pitch carets). The basic flight data of heading, airspeed, altitude, barometric setting, angle

of attack, waypoint number, T, waypoint, markpoint, targetpoint, waypoint/markpoint offset, DME, or TACAN

offset range, and heading marker are displayed and function the same as described in the navigation master mode.

Additional and different functions in the VSTOL mode are described in the following paragraphs. See Figure 23-29.

23.17.1 Vertical Speed Analog Scale

The vertical speed analog scale provides trend information during climbs and dives. The scale range is +1,500 to

--2,000 feet per minute with graduations at +1,000, +500, 0, --500, --1,000 and --1,500 feet per minute. The moving

caret is displayed on the inboard side of the scale and when displaced from zero has a reference line connecting the

caret to the zero graduation.

23.17.2 FPM

Digital vertical velocity is displayed in feet per minute (FPM) with a limit of ±9,950 fpm and a resolution of 50 fpm.

Plus or minus signs are not displayed on the FPM display. Below 60 knots, the vertical speed analog scale and FPM

digital vertical velocity are not corrected for pitot static source error. Therefore, these displays should not be used

for sink rate information when the displayed vertical velocity is greater than 500 feet per minute.

23.17.3 N (Nozzle)

Digital nozzle position is displayed in degrees.

23.17.4 F (Flap)

Digital flap position is displayed in degrees.

23.17.5 Auxiliary Heading

The auxiliary heading is displayed in all master modes and is a repeat of the HUD aircraft heading. The auxiliary

heading provides a way to view aircraft heading during video playback. A T is displayed if true heading is being used.

Auxiliary heading is not displayed in reject level 2 in the TAV--8B with OMNI 7.1 and the Day Attack aircraft.

23.17.6 Vertical Flight Path Symbol

The vertical flight path symbol is caged laterally and above 60 knots provides climb and dive angle information and

is referenced to the flight path/pitch ladder. Below 60 knots, the vertical flight path symbol indicates vertical speed

in feet per minute. When referenced against the flight path/pitch ladder, 1° of displacement from the horizon line

equals 100 fpm vertical speed.

23.17.7 Sideslip Indicator

Sideslip is indicated by horizontal movement of the sideslip ball in relation to three vertical lines. Full movement

of the ball to either side is equal to 0.09g and is represented by the ball being bisected by an outer vertical line.

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23.17.8 Nosewheel Steering Mode (Aircraft After AFC--391)

Steering modes aredisplayed in V/STOL mastermodein allreject levelswith landinggearextended.Thefourmodes

are displayed to the right of the sideslip indicator. CAST, CTR, NWS, or NWS HI is displayed depending on which

steering mode is selected. Aircraft will also display a C inside the sideslip ball when the nosewheel is within 3° of

neutral steering angle.

23.17.9 Power Margin Display and W

The power margin display (see Figure 23-30) replaces the JPT and rpm display when JPT is approximately 60° below

maximum JPT or when rpm is approximately 6 percent below maximum rpm. The display is a growing hexagon

around the letter J or R with each completed side representing 10 °C JPT or 1 percent rpm. The W is displayed when

water injection is selected (SLW) and water is flowing.

With the --406 engine the power margin threshold for JPT starts at 640 °C dry or 665 °C wet; the threshold for

indicated rpm starts at 96.5 percent dry or 100.0 percent wet, and corrected rpm starts at 100.5 percent. See Figure

23-30.

With the --408 engine the power margin threshold for JPT starts at 715 °C dry or 735 °C wet; the threshold for

indicated rpm starts at 107.0 percent dry or 113.5.0 percent wet, and corrected rpm starts at 110.3 percent. See Figure

23-30.

Figure 23-30. Power Margin Displays Series Engine

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There is no pilot indication that rpm threshold is reached by indicated or corrected rpm. The threshold reached first

determines whether J or R power margin is displayed. If JPT or rpm is still increasing after the hexagon is complete,

the last leg of the hexagon continues in a straight line. The length of this line is proportional to the increase in JPT

or rpm.

23.17.10 J (Jet Pipe Temperature)

Digital jet pipe temperature (JPT) is displayed in degrees Celsius with a resolution of 10 °C.

23.17.11 R (Rpm)

Digital engine rpm is displayed in percent with a resolution of 1 percent.

23.17.12 S (Ground Speed)

Digital ground speed is displayed in knots. Ground speed is removed in reject level 2.

23.17.13 Angle of Attack Analog Scale

The angle of attack analog scale has a range of +25° to --5° AOA with graduations at +20°, +15°, +10° (double dot),

+5° and 0°. The moving caret is displayed on the inboard side of the scale and when displaced from zero has a

reference line connecting the caret to the zero graduation.

23.17.14 Depressed Attitude Symbol

The depressed attitude symbol is fixed at 8° below the waterline. When the horizon bar of the flight path/pitch ladder

is aligned with the depressed attitude symbol, the aircraft is at the proper hover attitude. GS angle (2.0° through 6°)

entered through the upfront control will be maintained.

23.17.15 Pitch Carets Cue

The pitch carets (PC) initialize at 14° and provide a cue for pitch. The carets are adjustable from 0° to 30° in 1°

increments. When VSTOL mode is selected the PC option is displayed on the ODU. The carets are set by pressing

the PC option, typing the desired degrees of pitch (0° through 30°) on the UFC, then pressing ENT. The pitch carets

are referenced to the depressed attitude symbol and move with the pitch ladder.

23.17.16 Nozzle Rotation Airspeed Cue

With VSTOL mode selected while weight--on--wheels, the nozzle rotation airspeed (NRAS) cue is set by pressing

the NRAS option on the ODU, typing the desired airspeed (up to 160 knots) on the UFC, then pressing ENT. With

OMNI 7.1 and C1+ and with normal or reject 1 selected, the airspeed display is boxed when the set airspeed is reached.

With reject 2 selected, the airspeed box is removed when the set airspeed is reached. With H4.0 in all master modes,

the airspeed box is displayed when the set airspeed is reached and then removed when 160 knots indicated airspeed

is reached.

Note

With H4.0, if the NRAS airspeed is set close to or at the maximum (160

knots), the cue may appear only momentarily or not at all.

23.18 HUD SYMBOLOGY CHANGES (WITH H4.0)

With the additional HUD symbology, the time required to write all of the HUD symbology exceeded the time

available. This resulted in flickering HUD symbology. Changes in HUD symbology were made to decrease the

occurrence of flickering HUD symbology. The following actions were taken (see Figure 23-31):

1. Some symbology is written at a lower intensity in the A/G and A/A master modes with the HUD in the Day

mode. Examples include Mach Number, AOA, normal G, ground speed, RWR cues, and other text symbols

located on the sides of the HUD.

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Figure 23-31. Sample HUD with Write Time Changes

2. Some symbology is removed based upon the master mode. Examples include:

a. Nav, A/G, A/A modes -- altitude and airspeed boxes have been removed regardless of the HUD reject level.

b. A/G and A/A mode -- aircraft heading is a three digit number only. The heading tape has been removed.

The AOA and vertical analog scales have been removed regardless of the HUD reject level selected. There

is no difference between the NORM and REJ1 HUD reject levels.

3. The most important symbology is still written at the full intensity. Examples include thevelocity vector, pitch

ladders, airspeed, altitude, steer to point circle, and main weapon symbology.

23.19 HUD STEERING (WITH H4.0)

The steering bug and range depicted in the HUD always reference the steer to point (STP). The STP is the steering

reference selected on the EHSD (waypoint, markpoint, targetpoint, TACAN, or an offset). When a non--TACAN STP

is within the HUD FOV, a circle represents the STP position unless it is designated, in which case a diamond

represents it. See Figure 23-32. The reattack symbology always references the system designation (e.g. waypoint

designation, radar designation, HUD designation). Since designations are always stored in targetpoint zero, steering

and range to the system designation can be obtained by selecting targetpoint zero.

23.20 BACKUP/DEGRADED OPERATIONS

23.20.1 Backup Mode Initialization

Whenever the backup mode is entered the following items are affected as indicated:

1. HUD -- Reverts to backup display.

2. DDI -- On TAV--8B with OMNI 7.1 and Day Attack aircraft, displays HUD display.

3. Left DDI -- On Radar and Night Attack aircraft, displays map display.

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Figure 23-32. HUD Steering (with H4.0)

4. Right DDI -- On Radar and Night Attack aircraft, displays HUD display.

5. SAAHS -- Degraded mode.

6. VHF/UHF radio -- Operates in manual mode using radio set control and ACNIP.

7. INS -- No steering. Pitch, roll, true heading, and present position displayed.

8. IFF -- Turnedoffbutcanbeturnedbackon.Mode3codeinitializedto0000butcanbereset.Mode4A/Busable.

Modes 1 and 2 inoperative.

9. Radar altimeter -- Turned off but can be turned back on. Low altitude warning light fixed at 200 feet.

10. HOTASfunctions -- TDCinoperative.SensorcontrolswitchdepressedpositionfunctionsasHUDscenereject.

Waypoint increment button on the stick functions as the DAT button, alternating the HUD repeater and the map

display between the DDIs.

11. SMS -- No computed deliver modes, CIP/AUT light on. Weapon deliver possible in DSL, DSL--1, and DIR

modes using the roll stabilized sight.

12. RWR -- No head--down ECM threat lethality display. Head--up ECM display on HUD and right DDI.

13. EMCON -- Turned off but can be turned back on.

14. FLIR -- On Radar and Night Attack aircraft, reverts to default mode. Sensor select switch depressed position

alternately enables and disables FLIR video on HUD.

23.20.2 Attitude Heading Reference System

The attitude heading reference system is an INS backup mode. The INS system provides automatic INS degrading

toAHRSwhenINSBITdetectsasignificantfaultinthesystem.WhenAHRSoptionsappearautomaticallyasaresult

ofINSfailure,thebestavailableheadingsourceisdisplayedandused.AHRSdisplayontheEHSIis oneoftwotypes,

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first order or higher order. Higher order is available when gyro is selected on the miscellaneous control panel on the

ground. First order AHRS may be displayed when NAV is selected and INS BIT detects a failure which degrades

INS outputs or when GYRO is selected in flight. Full up INS mode cannot be regained in flight after selection of

GYRO mode. For full description of GYRO mode, see INS gyro alignment (AHRS) procedures paragraph 23.1.6.

See Figure 23-33 for AHRS displays on the DDI. A description of the AHRS displays follows:

23.20.2.1 DG (Directional Gyro)

The DG legend appears as an AHRS option when directional gyro signals are available in the event of degraded INS

outputs. The box around DG means that directional gyro heading is displayed.

23.20.2.2 COMP (Compass)

The COMP legend appears as an AHRS option when magnetic azimuth detector (MAD) signals are available in the

event of degraded INS outputs. The box around COMP means that magnetic heading is displayed.

23.20.2.3 SLV (Slave)

TheSLVlegendappearswhenAHRSoptionsbecomeavailableduetoINSfailureinwhichINSoutputs aredegraded.

Sinceslaveheading is amixtureofHDG/COMP and HDG/DG, theSLV legend will appear only if magneticheading

and directional gyro outputs are available. The box around SLV means that slave heading is displayed.

23.20.2.4 ERECT

The ERECT legend appears when INS is in AHRS mode of operation. Pressing this pushbutton sends fast erect signal

to the INS for fast leveling of the platform. The signal continues for as long as this pushbutton is pressed.

23.20.2.5 HDG/DG

The HDG/DG legend appears and directional gyro heading is displayed when the mission computer system has

determined DG heading to be the best available AHRS option. Pressing the HDG/DG pushbutton causes available

AHRS options to be displayed with a box around DG.

23.20.2.6 HDG

TheHDG legend appears when DG heading is selected. Pressing left arrow pushbutton causes compass rose to rotate

counterclockwise for as long as the pushbutton is pressed. Pressing right arrow pushbutton causes compass rose to

rotate clockwise for as long as the pushbutton is pressed. This is done to slew compass rose to applicable heading

due to processing of the directional gyro.

23.20.2.7 SYNC

The SYNC legend appears when slave heading is selected. Pressing SYNC pushbutton slaves the platform heading

to magnetic heading.

23.20.2.8 HDG/CMP

The HDG COMP legend appears and magnetic heading is displayed when the mission computer system has

determined the magnetic heading to be the best available AHRS option. Pressing the HDG/COMP pushbutton causes

available AHRS option to be displayed with a box around COMP.

23.20.2.9 HDG/SLV

The HDG/SLV legend appears and slave heading is displayed when the mission computer system has determined

the slave heading is the best available AHRS option. Pressing the HDG/SLV pushbutton causes available AHRS

option to be displayed with a box around SLV.

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CHAPTER 24

Crew Resource Management

The AV--8B crew resource management (CRM) program shall be conducted IAW OPNAV 3710.7 and OPNAV

1542.7. The goal of CRM is to improve mission effectiveness by minimizing crew preventable errors, maximizing

crew coordination, and optimizing risk management. This will allow aircrew to use and integrate all available skills

and resources to collectively achieve and maintain crew efficiency, situational awareness, and mission effectiveness.

For a single seat aircraft this translates to close coordination with outside sources such as LSIs, LSSs, LSOs,

wingman, flight leaders, air traffic controllers, and ground personnel. The seven critical CRM behavioral skills shall

be integrated throughout the Harrier community’s academics, simulators and flight training. Aircrew shall receive

annual CRM ground training from an AV--8B trained CRM Instructor or Facilitator and the annual NATOPS check

shall serve as the annual CRM flight evaluation.

24.1

SEVEN CRITICAL SKILLS

24.1.1 Decision Making

The ability to choose a course of action using logical and sound judgment based on available information. Effective

decision--making requires:

1. Assessing the situation.

2. Verifying information.

3. Identifying solutions.

4. Anticipating decision consequences.

5. Making the decision.

6. Telling others of the decision and rationale.

7. Evaluating the decision.

24.1.2 Assertiveness

An individual’s willingness to actively participate, state, and maintain a position, until convinced by the facts that

other options are better. Assertiveness is respectful and professional, used to resolve problems appropriately, and to

improve mission effectiveness and safety.

24.1.3 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.

24.1.4 Communication

The ability to clearly and accurately send and acknowledge information, instructions, or commands, and provide

useful feedback. Effective communication is vital to ensure that all crewmembers understand aircraft and mission

status.

24.1.5 Leadership

The ability to direct and coordinate the activities of other crewmembers or wingmen, and to encourage the crew to

work together as a team. There are two types of leadership.

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24.1.5.1 Designated Leadership

Leadership by authority, crew position, rank, or title. This is the normal mode of leadership.

24.1.5.2 Functional Leadership

Leadership by knowledge or expertise, Functional leadership is temporary and allows the most qualified individual

to take charge of the situation.

24.1.6 Adaptability/Flexibility

The ability to alter a course of action based on new information, maintain constructive behavior under pressure, and

adapt to internal and external environmental changes. The success of a mission depends upon the the crew’s ability

to alter behavior and dynamically manage crew resources to meet situational demands.

24.1.7 Situational Awareness

The degree of accuracy by which one’s perception of the current environment mirrors reality. Maintaining a high level

of situational awareness will better prepare crews to respond to unexpected situations.

24.2

LOSS OF AIRCREW COORDINATION

The loss of aircrew coordination often results in one or more of the following:

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

2. Confusion.

3. Violation of NATOPS/flight minimums/SOP.

4. No one in charge/lack of flight leadership.

5. No lookout doctrine.

6. Absence of communication.

7. Failure to meet timeline or accomplish the mission.

24.3

FLIGHT MEMBER POSITIONS

24.3.1 Mission Commander

The mission commander shall be a qualified aviator 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 are related

to the physical control of aircraft and fall within the prerogatives of the pilot in command. The mission commander

shall direct acoordinated plan ofaction and beresponsibleforeffectiveness ofthemission.Themissioncommanders

responsibilities include, but are not limited to:

1. Allocation of assets.

2. Supervise and allocate planning tasks.

3. Assess capabilities and limitations of the flight.

4. Establish go/no--go criteria.

5. Assign roles and responsibilities.

6. Ensurecompliancewithapplicableorders,directives,rulesofengagement(ROE)/rulesofconduct (ROC),and

training rules.

7. Delegate authority as required.

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24.3.2 Formation Leader

A formation of two or more Naval aircraft shall be under the direction of a formation leader who is authorized to pilot

Naval aircraft. The formation leader may also be the mission commander when so designated. The status of each

member of the formation shall be clearly briefed and understood prior to takeoff. The formation leader is responsible

for the safe and orderly conduct of the formation. The formation leaders responsibilities are the same as the mission

commanders responsibilities with regard to his flight and in accordance with the mission commanders directives. A

section leader is a formation leader of two aircraft and may be part of a larger element. A division leader is a formation

leader of three or more aircraft and may be subordinate to a larger element formation leader or mission commander.

24.3.3 Wingman

A wingman is any member of a flight which is not specifically designated/assigned as a formation leader. A wingman

is responsible for the safe and orderly conduct of his aircraft. Additional responsibilities include but are not limited

to:

1. Understand the mission requirements.

2. Be involved in the planning process.

3. Be capable of assuming the lead when required.

4. Notify the leader of deficiencies (lost, confused, systems degradation, etc.).

5. Assist in look--out responsibilities.

6. Collision avoidance.

24.4

AIRCREW RESPONSIBILITIES BY FLIGHT PHASE

24.4.1 Mission Planning

All members of the flight should be involved in the mission planning process and must be familiar with the mission

requirements prior to the flight brief.

24.4.2 Brief

The flight brief shall be conducted with all members of the flight present. Any supporting assets (ground controlled

intercept (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. The following is a partial list of flights and associated briefing requirements:

1. Shipboard operations — LSO.

2. Forward site operations — LSS.

3. FCF — QA, AMO, or designated representative.

4. Single aircraft operations — Operations Officer or designated representative.

5. Multi--element flights — Mission Commander, formation leader, subordinate formation leader.

6. Ground controlled intercept/vectoring — GCI, CCI, Strike vectoring controller, ASRT, etc.

7. Instrument flights — weather forecasters.

8. Ordnance flights — ordnance crew for loadout, weapon/fuzing selection, restrictions and arm/dearm

considerations/procedures.

24.4.3 Pre--Takeoff

As a single piloted aircraft, much of the preflight, prestart and post--start evolutions will be conducted individually

or with the aid of the ground maintenance crew (plane captain, ordnance, etc). Timing must be considered when

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A1-AV8BB--NFM--000

operating with coordinating activities. Marshalling and taxi with a flight should be in order with special emphasis

on FOD avoidance. Squadrons should establish a minimum taxi interval based upon the local FOD situation. Engine

acceleration clears should be held until clear of other aircraft and in a relatively FOD free location (i.e., Takeoff

position or approaching takeoff position). Although the wheel brakes are not designed for lengthy taxi evolutions

and nozzles are recommended for speed control, this must be tempered with FOD and interval considerations when

operatinginformation.Sectiontaximaybethemostexpeditiousmethod,butlikeairborne,thewingmancannotfocus

on other tasks while taxiing and allow himself to get behind.

24.4.4 Departure

The AV--8B is capable of several types of takeoffs, and formations of AV--8Bs have several options. In addition to

the typical takeoff considerations such as gross weight, performance, surface type and abort capability, when

conducting a formation takeoff the following should also be considered and briefed: interval for FOD avoidance,

staggered line--up forabort, cross wind handling characteristics, jet exhaust/turbulence patterns and avoidance, abort

criteria and configuration changes prior to IMC. Departure procedures are dependent upon the takeoff type, weather

and mission requirements. The following are some considerations: clearance compliance, climb schedule and interval

of multi--plane--formations, weather avoidance or penetration and individual departure to join on top.

24.4.5 En route

En route procedures differ greatly with mission type but some special considerations are: formation type, position,

altitude, airspeed and role assignment and execution, navigation/INS management, lookout, command and control

requirements, coordination, deconfliction, ordnance and attack procedures and switchology, reconstitution and

rendezvous, support requirements, timing, fuel planning and management.

24.4.6 Recovery

Egress, approach and landing options are numerous and dependent upon mission objectives, weather, and landing

types. The following is a list of considerations: course rule, re--entry procedures, approach and landing weather,

landing type and capabilities (i.e., gross weight, performance, cross winds, ceiling and visibility), fuel for normal

and alternate recoveries, formation size and composition based upon maneuverability and landing area congestion,

instrument recovery--penetration procedures with two ormore aircraft in formation and power/maneuvering margins

for wingmen, jet wash/turbulence avoidance, landing interval and priorities, dearming procedures, FOD mechanisms

for landing and taxi, navigation, either internal (INS, TACAN, VISUAL) or external (GCI, GCA, APPROACH

CONTROL), terminal control and use or LSO, LSS.

24.4.7 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 will improve future mission success and evaluate current

mission effectiveness. A proper debrief should provide flight members and supporting agencies with information on

strengths and weaknesses so that future training and mission planning can address problem areas and exploit strong

areas.

24.5

EMERGENCIES

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

minimize the effect of deviations from the planned mission. The possibility of a mission abort or even the loss of

an aircraft or pilot 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 alternate landing areas along

a low--level navigation route. Part V of this manual provides emergency procedures for the pilot, but each formation

leader should state the procedures to be followed by other members of the flight in the event of an emergency

situation. An example may be for the aircraft experiencing the emergency to operate as a single aircraft and the other

member of the section to assume a chase position and provide assistance in the form of navigation, communication,

reading checklist procedures and acting as an observer for external indications and look--out. Standardized procedures

for downed aircraft and search and rescue (SAR) operations should be stated by the formation leader. Role

assignments for visual identification, comm relay and location should be stated.

ORIGINAL

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CHAPTER 25

NATOPS Evaluation

25.1

CONCEPT

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

AV--8B/TAV--8B. The NATOPS evaluation is intended to evaluate systems knowledge and compliance with

NATOPS procedures through observation of pilots and squadrons. The objective of the NATOPS evaluation program

is to assist the commanding officer in improving unit readiness, safety, and standardization through constructive

comment.

25.2

IMPLEMENTATION

The NATOPS Evaluation program shall be carried out in every unit operating naval aircraft. Pilots desiring to

attain/retain qualification in the AV--8B/TAV--8B shall be evaluated initially in accordance with OPNAV Instruction

3510.9 series, and at least once during the 12 months following initial and subsequent evaluations. Individual and

unit NATOPS Evaluations will be 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 Coordinators, Evaluators, and Instructors shall administer the program as outlined in OPNAV 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 re--evaluation. 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.

25.3

DEFINITIONS

The following terms, used throughout this section, are defined as to their specific meaning within the NATOPS

program.

25.3.1 NATOPS Evaluation

A periodic evaluation of individual pilot standardization consisting of an open book examination, a closed book

examination, an oral examination, and a flight evaluation.

25.3.2 NATOPS Re--Evaluation

A partial NATOPS Evaluation administered to a pilot 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 re--evaluation.

25.3.3 Qualified

Well standardized; evaluee demonstrated highly professional knowledge of and compliance with NATOPS standards

and procedures; momentary deviations from or minor omission in non--critical areas are permitted if prompt and

timely remedial action is initiated by the evaluee.

25.3.4 Conditionally Qualified

Satisfactorily standardized; one or more significant deviations from NATOPS standards and procedures, but no errors

in critical areas and no errors jeopardizing mission accomplishment or flight safety.

25.3.5 Unqualified

Not acceptably standardized; evaluee 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.

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25.3.6 Area

A routine of preflight, flight, or postflight.

25.3.7 Sub--Area

A performance sub--division within an area, which is observed and evaluated during an evaluation flight

25.3.8 Critical Area/Sub--Area

Any area or sub--area which covers items ofsignificant importanceto theoverall mission requirements, themarginal

performance of which would jeopardize safe conduct of the flight.

25.3.9 Emergency

An aircraft component, system failure, or condition which requires instantaneous recognition, analysis, and proper

action.

25.3.10 Malfunction

An aircraft component or system failure or condition which requires recognition and analysis, but which permits more

deliberate action than that required for an emergency.

25.4

GROUND EVALUATION

Within 15 days of commencing the flight evaluation, an evaluee must achieve a minimum grade of 3.5 on the open

book examination and a grade of 3.3 on closed book examinations on a 4.0 scale. Achieving these minimum grades

constitutes an adjective grade of Qualified. Not achieving these minimum grades constitutes an adjective grade of

Unqualified.

25.4.1 Open Book Examination

The open book examination shall include, but not be limited to, the open book examination question bank

promulgated by the AV--8B NATOPS Model Manager.

25.4.2 Closed Book Examination

The closed book examination shall include, but not be limited to, the immediate action emergency procedures and

aselection ofaircraft limitations and system questions from theclosed book examinationquestion bankpromulgated

by the AV--8B NATOPS Model Manager.

25.5

FLIGHT EVALUATION

25.5.1 Standards

The flight evaluation shall be conducted in the simulator unless operational requirements and resources preclude

simulator availability. In such cases, a flight evaluation shall be conducted on any flight with the exception offlights

launched for FCLP/CQ, FAM or FBO training. A NATOPS Instructor shall be a member of the flight. Emergencies

shall not be simulated in the aircraft.

The flight evaluation shall be conducted and graded in the areas of mission planning, briefing, normal operating

procedures, crew resource management, emergency procedures, and debriefing. The focus is on normal and

emergency procedures, not tactical execution. The flight evaluation objectives are:

1. Evaluate adherence to and execution of NATOPS normal and emergency procedures.

2. Evaluate Crew Resource Management skills.

3. Demonstrate takeoff and landing proficiency.

MAGs and squadrons should develop standardized scenarios to promote consistent evaluation. The flight evaluation

should be of a tactical nature in order to present realistic decision making opportunities but tactical execution

ORIGINAL

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proficiency shall not be specifically evaluated. Scenarios should be tailored to the pilot’s experience and flight

qualifications.

Concurrently, the flight evaluation shall also be the annual CRM evaluation. However, NATOPS Instructors and

Assistant NATOPS Instructors must be qualified Crew Resource Management Facilitators in order to conduct a CRM

evaluation.

Note

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 will

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.

25.5.2 Evaluated Areas and Sub--Areas

25.5.2.1 Mission Planning, Briefing, and Debriefing

1. Oral examination shall be conducted to evaluate system knowledge, aircraft limitations, normal

and

emergency procedures. At a minimum, three questions will be asked.

2. Flight planning shall be IAW Air NTTP 3--22.1--AV8B AV--8B Employment standards.

3. Flight brief shall be IAW the MAWTS--1 AV--8B Mission Planning, Briefing, and Debriefing Guide.

4. Demonstrate knowledge of the contents and function of all components of flight equipment.

5. Flight debrief shall be IAW the MAWTS--1 AV--8B Mission Planning, Briefing, and Debriefing Guide.

25.5.2.2 Ground Procedures

Demonstrate proficiency in the following:

1. Aircraft Discrepancy Book (ADB) review.

2. Engine start procedures and checklist.

3. Before taxiing procedures and checklist.

4. Post landing procedures and checklist.

5. Shut--down procedures and checklist.

25.5.2.3 Takeoff and Departure (*)

Demonstrate proficiency and proper procedures of the following:

1. Pre--positioning procedures and checklist (CWAIVER).

2. Takeoff checklist.

3. A minimum of one STO with aircraft gross weight greater than

30,000 pounds and outside air temperature

greater than 30 °C.

4. A minimum of one CTO.

5. A minimum of one VTO.

6. Departure, climb, and level--off flight regimes.

10,000--foot checklist.

18,000--foot checklist.

25-3

ORIGINAL

A1-AV8BB--NFM--000

25.5.2.4 Approach and Landing (*)

Demonstrate proficiency and proper procedures of the following:

1. Descent checklist (SWIFT--A checks).

2. Landing checklist.

3. A minimum of one of each of the following landings with at least one executed SAAHS off:

a. CL

b. VNSL

c. RVL

d. VL

25.5.2.5 Communications

Demonstrate proficiency and proper procedures of the following:

1. Standard radio communications.

2. Standard visual signals.

25.5.2.6 Emergency Procedures (*)

At a minimum, respond to the number of emergencies specified in each phase of flight. One emergency shall result

in the necessity to execute a timely ejection.

1. Ground Emergencies: one.

2. Takeoff Emergencies: two.

3. In--flight Emergencies to a full--stop landing: one.

4. Emergencies during landings: two.

25.5.2.7 Crew Resource Management

Demonstrate proficiency IAW Chapter 24 of this manual.

25.5.2.8 Mission Evaluation

This area includes missions covered in the NATOPS Flight Manual, Tactical Employment, ANTTP 3--22.1--AV8B,

NWP, and NWIPs for which standardized procedures/techniques have been employed.

25.5.3 Applicable Publications

The NATOPS Flight Manual contains the standard operations criteria for AV--8B/TAV--8B aircraft. Publications

relating to environmental procedures peculiar to shorebased and shipboard operations and tactical missions are the

AV--8B NATIP, Tactical Employment, ANTTP 3--22.1--AV8B, NWP, NWIPs, ATC/CATCC Manual, Local Air

Operations Manual, Ship Operations Manual, and local range regulations SOPs as long as these publications are not

in violation of the NATOPS flight manual.

25.5.4 Flight Evaluation Grading

Only the areas and sub--areas listed in paragraph 25.5.2 shall be graded. Critical areas are marked by an asterisk (*).

The grade assigned is determined by assessing the degree of adherence and proficiency to standard operating

procedures. Momentary deviations from standard operating procedures should not be considered unqualifying

provided such deviations do not jeopardize flight safety and the evaluee applies prompt corrective action. A grade

of Unqualified in any critical area and/or sub--area will result in an overall grade of Unqualified for the flight

evaluation. Otherwise, flight evaluation grades shall be determined by assigning the numerical grade equivalents to

the adjective grade for each sub--area. Only the numerals 0, 2 or 4 shall be assigned. No interpolation is allowed.

ORIGINAL

25-4

A1-AV8BB--NFM--000

Unqualified

0.0

Conditionally qualified

2.0

Qualified

4.0

To determine the numerical grade for each area and the overall grade for the flight, add all the points assigned to the

sub--areas and divide 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

25.6

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 grade 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 re--evaluation.

25.7

RECORDS AND REPORTS

A NATOPS Evaluation Report (OPNAV From 3710--7) shall be completed for each evaluation and forwarded to the

evaluee’s commanding officer only. This report shall be filed in the individual NATOPS Flight Personnel

Training/Qualification jacket and retained therein permanently.

25.8

CRITIQUE

The critique is the terminal point in the NATOPS evaluation and will 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 will be covered in

detail using all collected data and worksheets as a guide. Upon completion of the critique, the pilot will receive the

completed copy of the NATOPS Evaluation Report for certification and signature. The completed NATOPS

Evaluation Report will then be presented to the Unit Commanding Officer.

25-5

ORIGINAL

A1-AV8BB--NFM--000

NATOPS EVALUATION QUESTION BANK

NAME: ________________________________________

DATE:

________________________________________

The red flashing light in the gear handle indicates? __________________________________________

The red steady light in the gear handle indicates? ___________________________________________

The BINGO profile is based on a fuel reserve of ____________________________________________

The max range profile is based on a fuel reserve of __________________________________________

Fuel may be dumped to a level of ________________________ lbs. (total fuselage fuel).

All landing gear are mechanically locked in the down position.

a. True

b. False

All landing gear are mechanically locked in the up position.

a. True

b. False

The DECS provides engine control throughout the engine operating range in response to

a. _________________________ , b. _________________________ , c. _________________________ ,

d. _________________________ , e. _________________________ , f. _________________________

With the MFS activated, the engine is cleared for operation in all flight regimes.

a. True

b. False

10.

As the nozzles pass approximately ________________________________________ ° down from full aft,

a microswitch changes the JPT limiter from max thrust to short lift.

11.

In the LDG mode of water augmentation:

--406 engine

--408 engine

a. water flows when below

________ knots

________knots

b. with JPT above

________°C

c. and throttle above

________ percent rpm

12.

The JPTL limits are:

--406 engine

--408 engine

a. Short lift wet __________________ °C

__________________°C

b. Short lift dry __________________ °C

__________________ °C

c. Combat ______________________ °C

__________________ °C

ORIGINAL

25-6

A1-AV8BB--NFM--000

d. Max thrust ____________________°C

__________________ °C

e. Gear up, nozzles aft _____________ percent rpm

__________________ percent rpm

13.

The 15 SEC light comes on at:

--406 engine __________________ °C dry or __________________ °C wet.

--408 engine __________________ °C dry or __________________ °C wet.

14.

The left fuel feed group consists of which tanks?____________________________________________

___________________________________________________________________________________

15.

The right fuel feed group consists of which tanks?___________________________________________

___________________________________________________________________________________

16.

The fuel low level lights illuminate steady at ______ ± ______ lbs and flash at ______ ± ______ lbs of fuel

remaining.

17.

The fuel low level indicating system is completely independent of the fuel quantity indicating system.

a. True

b. False

18.

During a generator failure the generator should be cycled to off, then on.

a. True

b. False

19.

The battery is normally charged by the STBY TRU.

a. True

b. False

20.

The HYD 2 loads are: a. __________________________ , b. __________________________ ,

c. __________________________ , and a backup for d. __________________________ .

21.

STOL flap selection provides ____________ ° of flaps if airspeed is over ____________ knots.

22.

AUTO flap selection provides __________________ ° of flaps with gear down.

23.

Aileron droop occurs when ____________________ selected, with airspeed below ________________

KCAS and nozzles greater than ____________________ °.

24.

Both the AFC and SAS are operational throughout the entire flight envelope.

a. True

b. False

25.

What are the recommended controlled ejection conditions?____________________________________

___________________________________________________________________________________

25-7

ORIGINAL

A1-AV8BB--NFM--000

26.

What are the procedures for ground egress? ________________________________________________

___________________________________________________________________________________

27.

The emergency jettison and selective jettison are inoperative unless weight is off the wheels.

a. True

b. False

28.

Below 0.45 Mach, the maneuvering tone will initially be heard when AOA exceeds ___________ °.

29.

Water injection is prohibited below ambient temperatures of ______________ °C (--406 engine)

or ______________ °C (--408 engine).

30.

Maximum continuous rpm is:

--406 engine ________________ percent, and JPT is ________________ °C.

--408 engine ________________ percent, and JPT is ________________ °C.

31.

The optimum airstart envelope is:

--406 engine ________________ to ________________ KCAS.

--408 engine ________________ to ________________ KCAS.

32.

Maximum altitude for starting the APU is:

With seals __________________ feet.

Radar aircraft ________________ feet.

33.

Maximum airspeed for gear down and locked is ______________________ KCAS.

34.

IGV limits for a standard day at 55percent rpm for the --406 engine are ________ ° to ________ ° and at

60percent rpm for the --408 engine are _________ ° to _________ °.

35.

What are the crosswind limits for approach speeds greater than 140 knots? Less than 140 knots?

____________________________________________________________________________________

36.

Vertical landing capability is based on a hover _______________ °C below the JPTL limiter, to account of

re--ingestion.

37.

After initiating a penetration descent at 65 percent, the rpm will decrease approximately 1 percent per 1,000

feet of altitude loss.

a. True

b. False

38.

Approximately what duct pressure should you read at 55 percent rpm with the --406 engine? _________ psi,

and at 60 percent rpm with the --408 engine? ________ psi.

39.

If a dual DECU failure occurs with the engine at a steady rpm, the rpm may ______________________

___________________________________________________________________________________

ORIGINAL

25-8

A1-AV8BB--NFM--000

40.

Give three indications of sideslip buildup:

a. ________________________________________________________________________________

b. ________________________________________________________________________________

c. ________________________________________________________________________________

41.

While in MFS, moving the throttle from the idle stop to the mid--throttle position in less than

__________________________________ or moving the throttle without appropriate engine response

greatly increases the risk of _______________________________ .

42.

The ______________________________________ are provided to a stepper motor which in turn operates

a ______________________________ to properly meter fuel for a desired engine response.

43.

What actions can cause fuel system datum cut--back?

___________________________________________________________________________________

44.

What does the action of arming the water injection switch result in?

___________________________________________________________________________________

45.

Selecting water to LDG with the rpm at 88 percent, what indications will you have of DECU datum shift?

___________________________________________________________________________________

46.

To avoid overheating the GTS starter motor, not more than ____________________________ GTS/APU

starting cycles may be made in any _______________________ minute period.

47.

If the water tank empties during “wet” lift, the JPTL automatically resets to dry datum with a resultant loss

of thrust.

a. True

b. False

48.

What is the minimum precharge pressure for the brake accumulator? __________________.

49.

The MFS solenoid changeover valve must have _______________________________________ and

___________________________________ to successfully select MFS.

50.

The maximum AOA which should not be exceeded above 50 knots with landing gear down is?

_________________.

51.

What are the limitations associated with in--flight nozzle vectoring?

__________________________________________________________________________________

52.

What are the acceleration limits (LBA)? __________________________________________________

a. Symmetrical

____________________________________________________________________

b. Asymmetrical ____________________________________________________________________

25-9

ORIGINAL

A1-AV8BB--NFM--000

53.

Maximum recommended altitude for engine airstart is:

--406 engine DECS _______________ MFS _______________________________________________

--408 engine DECS _______________ MFS _______________________________________________

54.

The optimum configuration for max range descent is ___________ KCAS, ___________ flap.

55.

What four immediate actions should you take if the aircraft starts an uncontrolled roll?

a. ________________________________________________________________________________

b. ________________________________________________________________________________

c. ________________________________________________________________________________

d. ________________________________________________________________________________

56.

What is the spin recovery procedure?_____________________________________________________

___________________________________________________________________________________

57.

The ___________________________________ is located on the left console below the landing gear

position indicators. The battery is a ________________________ for the extension of the landing gear

when electrical power is lost.

58.

A vertical landing is recommended if any landing gear malfunction is suspected.

a. True

b. False

59.

What action should be taken if an over--rotation occurs? ______________________________________

___________________________________________________________________________________

60.

A maximum performance STO is performed at ________________________ degrees pitch attitude.

61.

Three legs of the power hexagon indicate a JPT of:

--406 engine ________________ °C or rpm of ________________ percent.

--408 engine ________________ °C or rpm of ________________ percent.

62.

State the proper technique to decel down a line feature with a crosswind.

_____________________________________________________________________________________

63.

State the configuration and technique for an optimum climb to cruise altitude.

_____________________________________________________________________________________

64.

Vertical landing weight is based on ___________________ percent of hover capability.

ORIGINAL

25-10

A1-AV8BB--NFM--000

65.

State the abort procedures for a CTO or STO. ________________________________________________

_____________________________________________________________________________________

66.

State the procedures for a sudden rpm loss/engine failure to accelerate during V/STOL flight.

_____________________________________________________________________________________

67.

State the procedures, speed, and rpm for thunderstorm penetration.

_____________________________________________________________________________________

68.

State the rpm limits for the following:

--406 engine

--408 engine

a. Short lift wet ____________________ percent

___________________ percent

b. Short lift dry ____________________ percent

___________________ percent

c. Max thrust _____________________ percent

___________________ percent

d. Combat thrust ___________________ percent

___________________ percent

e. Idle ___________________________ percent

___________________ percent

69.

Max airspeed for selection of STOL flaps is ______________________ KCAS.

70.

When executing the landing checklist, ensure _______________________ of nozzles or greater before

selecting STOL flaps.

71.

The landing gear emergency battery must be activated with the landing gear handle in the EMER position.

a. True

b. False

25-11/(25-12 blank)

ORIGINAL

A1-AV8BB-NFM-000

INDEX

Page

No.

READY light

2--29

Aircraft description

1--1

Abnormal start

13--1, 18--1

Day attack

1--1

Abort

14--1, 18--2

Night attack

1--1

Afloat

18--2

Radar

1--1

Afloat (STO)

14--1

Remanufacture

1--1

Ashore (CTO or STO)

14--1, 18--2

Trainer

1--1

AC electrical power

2--30

Aircraft dimensions

1--1

APU caution/advisory lights

2--31

Aircraft G

23--68

APU generator switch

2--32

Aircraft gross weight

1--2

Auxiliary power unit

2--31

Aircraft with GPS

23--15

Generator control switch

2--31

Navigation system coupling modes

23--15

Generator warning light

2--31

Aircraft without GPS

23--14

Main generator

2--30

Aircraft symbol

23--32

Acceleration limitations

4--14

Aircrew flight training syllabus

5--3

Actual instrument procedures

20--1

Aircrew responsibilities by flight phase

24--3

Adaptability/flexibility

24--2

Brief

24--3

After landing

7--63, 10--21

Departure

24--4

Aileron droop

2--52

En route

24--4

Aileron or stabilator trim failure

15--47

Mission critique

24--4

Air data computer

2--85

Mission planning

24--3

ADC BIT check

2--85

Pre--takeoff

24--3

Total temperature probe

2--85

Recovery

24--4

Air data computer failure

15--7

Airspeed

23--68

Air induction system

2--3

Airspeed limitations

4--7

Boundary layer doors

2--3, 11--38

Airstart

15--38, 18--4

Intake suction doors

2--3, 11--38

Alert bus, 7 circuits

15--24

Air refuel probe fails to retract

15--45

ACNIP alert power/IFF eject seat

15--25

Air refueling

9--17

Communication control

15--24, 15--25

Approach

9--19

Discussion

15--26

Before plug--in

9--17

Failure analysis

15--25

Contact

9--20

UHF/VHF receive/transmitter

Disengagement

9--20

No. 1 and 2

15--25

Missed approach

9--19

Utility kneeboard light

15--25

Refueling technique

9--19

Voltage indicator

15--25

Air refueling system

2--29

All weather landing system

23--28, 4--16

(A/R) switch

2--30

AWLS BIT check

23--32

Air refueling/dump system

2--30

AWLS function selector pushbutton

23--28

Air refueling probe light

2--30

Controls and indicators

23--28

Fuel quantity (TAV--8B)

2--30

DDI

23--31

LEFT and RIGHT full advisory lights

2--30

HUD

23--32

ORIGINAL

Index-1

A1-AV8BB-NFM-000

Page

No.

All weather landing system (cont)

COMP (compass)

23--79

On/off selector pushbutton

23--28, 2--67

DG (directional gyro)

23--79

Option display unit

23--28, 2--67

ERECT

23--79

Option select pushbuttons

23--28

HDG

23--79

Upfront control

23--28

HDG/CMP

23--79

All weather landing system procedure

23--8

HDG/DG

23--79

Altitude

23--68

HDG/SLV

23--79

Angle of attack

23--68

SLV (slave)

23--79

Angle of attack analog scale

23--76

SYNC

23--79

Anti--skid system

2--62

Backup mode initialization

23--77

Skid caution light

2--62

Barometric setting

23--68

AOA limitations (SAAHS OFF)

4--14

Bearing pointer

23--32

A/P22P--14(V) 3 chemical, biological,

Bearing (upper right digital readout)

23--32

radiological protective respirator

Before takeoff

10--13, 20--1, 21--1

assembly emergency procedures

17--5

Before taxiing

7--16, 7--27, 10--6, 10--23

Airsickness

17--22

All aircraft

10--6, 10--9

Applicable publications

25--4

Night attack aircraft

10--6

APU generator failure (APU GEN

Radar aircraft

10--6

CAUTION LIGHT)

15--18

TAV--8B aircraft

10--8

APU starting and operating envelope

4--7

BIT initiation

2--123

Area

25--2

BIT reporting

2--123

Arresting gear limitations

4--16

Block numbers

1--2

Assertiveness

24--1

Blown tire

16--2

Asymmetric landing

16--7

Blown tire on takeoff

14--2

Asymmetric fuel landing

16--8

Brake failure

13--2

Asymmetric stores landing

16--7

Air

13--2

Attitude heading reference system

23--78

Ground

13--2

COMP (compass)

23--79

Brake failure/skid caution light

18--1

DG (directional gyro)

23--79

Brief

24--3

ERECT

23--79

Briefing and debriefing

6--1

HDG

23--79

Briefing

6--1

HDG/CMP

23--79

Debriefing

6--1

HDG/DG

23--79

Built--in--test

2--116, 22--8

HDG/SLV

23--79

BIT display

2--117

SLV (slave)

23--79

Reversion

2--117

SYNC

23--79

Built--in--test format

23--13

Auto flap failure (AUT FLP CAUTION)

15--46

GPS BIT reporting status

23--14

Auxiliary heading

23--72

Built--in--test procedures

23--9

AWLS BIT check

23--9, 23--32

AWLS BIT check

23--9

TACAN built--in--test

23--9

Backup/degraded operations

23--77

Attitude heading reference system

23--78

Callsigns

22--1

Backup mode initialization

23--77

Canopy explosion inflight

15--11, 18--5

ORIGINAL

Index-2

A1-AV8BB-NFM-000

Page

No.

Canopy internal lock handles

2--91

Concept

25--1

Canopy latch viewports

2--88

Conditionally qualified

25--1

Canopy seal fails to deflate

16--9

Control stick

2--45

Canopy system (TAV--8B)

2--90

Controls and indicators

2--66, 23--28

Canopy unsafe inflight

15--11

AWLS function selector pushbutton

23--28

Canopy explosion inflight

15--11, 18--5

DDI

23--31

CG limitations

4--14

HUD

23--32

CHRT/DTED/CIB pushbutton (radar and night

On/off selector pushbutton

23--28

attack aircraft with TAMMAC installed)

23--47

Option display unit

2--67, 23--28

Climb

10--14, 10--24

Option select pushbuttons

23--28

3,000 to 1,000 feet

10--19

Upfront control

2--67, 23--28

5,000 feet

10--17

Conventional flight

11--5

17,000 to 10,000 feet

10--15

Aileron rudder interconnect

11--6

25,000 to 20,000 feet

10--15

Angle of attack sensitivity

11--10

40,000 feet

10--14

AOA lag

11--5

CLIMB performance data

7--46

AOA limited aircraft

11--5

Closed book examination

25--2

Departure resistance

11--6

Cockpit air conditioning

2--103

G limited aircraft

11--6

Temperature controller

2--104

Loaded rolls

11--6

Temperature management

2--103

Mach limited aircraft

11--5

Cockpit equipment cooling

2--106

Pitch

11--11

Crew station cool caution light

2--106

Roll

11--11

Cockpit over pressure

15--12

SAAHS off

11--11

Cockpit pressurization

2--105

Stability augmentation and

Cockpit altimeter

2--105

attitude hold system

11--6

Cockpit pressure switch

2--105

Stability influences

11--12

Safety relief valve

2--105

Stick lightening

11--11

Cockpit temperature hot/cold

15--11

TAV--8B mass induced oscillations

11--11

Cockpit management

22--1

Three aircraft analogy

11--5

Cockpit under pressure

15--12

Yaw

11--11

Cold weather operation

21--1

Conventional flight characteristics

11--10

Before leaving aircraft

21--2

Departure and post stall gyration

11--18

Before takeoff

21--1

Inverted spins

11--20

Before taxi

21--1

Negative AOA auto roll

11--19

Engine start

21--1

Positive AOA auto roll

11--19

Interior check

21--1

Recovery

11--20

Comm alert mode procedures

22--7

Upright spins

11--19

Communication

24--1

Conventional landing

7--61

Communication checks

22--1

Waveoff from vertical/slow landing

7--60

Communication brevity

22--1

Critical area/sub--area

25--2

Component description

23--9

Critique

25--5

GPS antenna

23--9

Crossfeed failure (R FEED

MAGR

23--9

WARNING LIGHT)

15--43

Compressor stall

15--35, 18--4

Crosswind landing

11--28

ORIGINAL

Index-3

A1-AV8BB-NFM-000

Page

No.

Crosswind limitations

4--15

V/STOL considerations

22--3

Landings

4--15

Formation NORDO recovery

22--4

Takeoffs

4--15

NORDO as wingman

22--4

Landing

21--2

NORDO as lead

22--4

Preflight

21--1

Recovery procedures

22--4

Taxiing

21--1

Night considerations

22--4

Cruise flaps landing

16--5

Departure

24--4

Departure avoidance

11--16

Impending departure indications

11--17

Heavy buffet/pitch hesitation

11--17

Damaged aircraft

16--5

Roll hesitation/reversal

11--17

Data pushbutton

23--42

Wing rock

11--17

DC electrical power

2--32

Departure contributors

11--15

Circuit breakers

2--33

Airspeed

11--15

DC caution light

2--32

Airspeed, altitude, and maneuvering

11--16

DC test switch

2--32

Airspeed, altitude, maneuvering and

DC voltmeter

2--32

greater fuel weight

11--16

Airspeed, altitude,maneuvering,

External electrical power

2--33

greater fuel weight, and

Ground alert

2--33

commanding a roll rate

11--16

STBY TR caution light

2--32

Airspeed and altitude

11--16

DDI mission computer OFP display

Departure, post stall gyration

(OMNI 7.1 and C1+)

2--128

and departure recovery

11--18

Decision making

24--1

Effects of departure on engine

11--20

Deck/ground handling signals

22--9

Falling leaf (TAV--8B and

Definitions

25--1

radar aircraft only)

11--20

Area

25--2

Depressed attitude symbol

23--76

Conditionally qualified

25--1

Descent

7--47

Critical area/sub--area

25--2

Designate position update

23--6, 23--65

Emergency

25--2

WYPT designate update

23--6

Malfunction

25--2

MAP designate update

23--7

NATOPS evaluation

25--1

Overfly position update

23--7

NATOPS re--evaluation

25--1

WYPT overfly update

23--7

Qualified

25--1

MAP overfly update

23--8

Sub--area

25--2

Manual GPS update

23--8

Unqualified

25--1

Digital electronic control unit

2--4

Defog system

2--104

Bleed air pressure switch

2--8

Defog shutoff valve

2--105

Engine fast deceleration solenoid

2--5

Defog switch

2--104

Fuel filter blockage

2--5

Windshield overheat caution light

2--105

P3 limiter

2--8

Degraded communications

22--3

Throttle position sensor assembly

2--5

Single radio

22--3

Total temperature probes

2--5

Get well

22--3

Digital engine control system

2--3

Microphone failure

22--3

Compressor speed limiting at altitude

2--8

NORDO

22--3

DECS limiting

2--8

ORIGINAL

Index-4

A1-AV8BB-NFM-000

Page

No.

Directive and descriptive communications

22--1

Man/seat separation system

2--101

Ditching

17--1

Parachute

2--100

After impact

17--2

Pilot harness and seat harness

2--99

Before impact

17--1

Post ejection sequencing system

2--100

Down arrow pushbutton

23--42

Rear cockpit ejection seat SJU--14/A

2--92

Dual DECS failure

Sea water activated release system

2--100

(EFC warning light)

15--30, 18--3

Seat adjust switch

2--99

During taxi

10--12, 10--23

Shoulder harness inertia reel and gas

generator

2--99

Shoulder harness lock lever

2--99

ECS air sources

2--103

Survival kit

2--92

Electrical fire

15--42

Bleed air

2--103

Electrical power supply system

2--30

Emergency/ground operation

2--106

Alert 28V DC bus

2--33

Forward equipment bay caution light

2--107

Emergency 28V DC bus

2--33

Forward equipment bay ECS switch

2--106

Ground power panel

2--34

Forward equipment cooling

2--106

Electronic remote fill (cold start)

22--6

Liquid cooling system

2--107

Electronic warfare page (with H4.0)

23--48

Normal operation

2--106

Beam cues

23--50

Radar waveguide pressurization

2--105

EW page unique PB options (with H4.0) . . 23--48

Ram air

2--103

EWM page unique options (with H4.0)

23--48

EFC caution and JPTL warning lights on

15--30

SHOOT Cue

23--50

EHSD display format

23--10

Threat symbols

23--50

EHSI pushbutton (TAV--8B with H4.0

Elimination of smoke and fumes

15--43

and radar and night attack aircraft)

23--44

Emergencies

24--4

Ejection

17--2

Emergency

25--2

Ejection from surface level

17--4

Emergency DC bus failure

15--18

High altitude ejection

17--5

Emergency DC bus failure procedures

15--26

Jetborne flight

17--4

Emergency egress on land

17--5

Low altitude ejection

17--3

Emergency equipment

2--108

Wingborne flight

17--4

Emergency flap retract button

2--49

Ejection over land (in a contaminated

Emergency locator beacon (AN/URT--33 or

environment) during the option phase

AN/URT--140 after ACC--689)

2--102

of parachute descent

17--20

Canopy/interseat sequencing system

2--102

Ejection over land (in a non--contaminated

environment) during the option phase

Ejection sequence selector

2--102

of parachute descent

17--20

Emergency oxygen

2--102, 2--116

Ejection over water (in either contaminated

Emergency oxygen release

2--102

or non--contaminated environment) during

Emergency restraint release handle

2--101

option phase of parachute descent

17--21

Front cockpit ejection seat SJU--13/A

2--92

Ejection seat (AV--8B)

2--91

Rear cockpit ejection seat SJU--14/A

2--92

Ejection control handle

2--99

Survival package

2--101

Four--line release system

2--100

Survival package release

2--102

Front cockpit ejection seat SJU--13/A

2--92

Emergency shutdown

13--1, 18--1

Ground safety control handle

2--100

En route

24--4

Leg restrainers

2--99

Engine

2--1

ORIGINAL

Index-5

A1-AV8BB-NFM-000

Page

No.

Engine airstart envelope

4--7

Engine handling on takeoff

11--32

Engine bleed limitations

4--7

Hot gas ingestion

11--32

Inlet guide vane angles

4--7

P3 limiter fan speed fluctuations

11--34

Engine HUD displays

2--20

Water injection limitations

4--7

Engine life versus JPT

11--33

Engine controls

2--15

JPT limiter

11--32

CMBT switch/light

2--18

Landing

11--34

CMBT switch/light (AFT cockpit)

2--18

Water injection

11--32

Engine fuel control switch

2--19

Engine limitations

4--1

JPTL switch

2--18

Engine airstart envelope

4--7

JPTL test switch

2--19

Engine starting limitations

4--7

Nozzles control lever

2--15

Oil system

4--1

Rear nozzles control lever (TAV--8B)

2--18

RPM limits

4--1

Rear throttle (TAV--8B)

2--15

Engine mechanical failure/engine vibration . . . 15--35

STO stop indicator (TAV--8B)

2--18

Engine shutdown

10--22, 10--25

Throttle

2--15

Engine ventilation and fire warning system

2--22

Engine data entry

2--79

Fire warning light

2--22

Engine DDI display

2--20

Engine warning/caution lights

2--21

Engine display panel

2--19, 15--24

15 SEC caution light (day attack aircraft) . . . 2--21

15 SEC caution light (TAV--8B, Radar

BIT switch

2--20

and night attack aircraft)

2--22

Duct pressure indicator

2--19

EFC caution light

2--22

Fuel flow indicator

2--19

EFC warning light

2--22

Jet pipe temperature indicator

2--19

JPTL warning light

2--21

Nozzle position indicator

2--20

OT warning light

2--21

Stabilator position indicator

2--19

Entrance/egress systems (AV--8B)

2--85

Tachometer

2--19

Canopy/boarding step mechanical link

2--88

Water flow light

2--20

Canopy bow handles

2--88

Water quantity indicator

2--19

Canopy caution light

2--88

Engine displays

2--19

Canopy caution lights

2--91

Engine fire (fire warning light)

15--41

Canopy latch viewports

2--88

Ground

15--42

Canopy system/boarding steps

2--85

Inflight

15--42

Canopy vent straps

2--91

Takeoff/landing/vertical operation

15--42

Damper lock handles

2--91

Emergency canopy shattering system

2--89

Engine fuel system

2--3

External canopy lock handles

2--90

Digital electronic control unit

2--4

Internal canopy shattering handle

2--89

Digital engine control system

2--3

Pilot assist handles

2--91

Effect of water injection on thrust

2--10

Environmental control system

2--103

Manual fuel switch

2--10

Aft equipment bay caution light

2--107

MFS caution light

2--11

Aft equipment bay ECS switch

2--107

MFS emergency battery

2--11

Aft fuselage equipment cooling

2--107

Engine handling characteristics

11--32

Anti--g system

2--106

Accelerating transition

11--27

Canopy seal

2--106

Ambient temperature effects

11--32

Emergency/ground operation

Bleed usage

11--32

(radar aircraft)

2--107

Decelerating transition

11--34

Normal operation

2--106, 2--107

ORIGINAL

Index-6

A1-AV8BB-NFM-000

Page

No.

EPC selection

19--1

Using indicated AIRSPEED

2--49

Evaluated areas and sub--areas

25--3

Using indicated AOA

2--49

Approach and landing (*)

25--4

Using MACH number

2--49

Communications

25--4

Flap warning/uncommanded flap motion/

Crew resource management

25--4

uncommanded nose down pitch

18--4

Emergency procedures (*)

25--4

Flaps warning light

2--49

Ground procedures

25--3

Flight control system

2--40

Mission evaluation

25--4

Aileron control system

2--40

Mission planning, briefing, and debriefing . . 25--3

Aileron safety cartridge assemblies

2--44

Takeoff and departure (*)

25--3

Aileron trim indicator

2--40

External fuel tank transfer failure

15--45

Lateral control feel and stop

2--40

External normal canopy release handle

2--87

Lateral trim system

2--40

External stores limitations

4--16

Longitudinal control feel

2--44

Primary flight controls

2--40

Stabilator control system

2--44

F (flap)

23--72

Flight evaluation

25--2

Final grade determination

25--5

Applicable publications

25--4

Fire

18--3

Approach and landing (*)

25--4

Ground fire (engine, GTS/APU, Brake)

18--3

Communications

25--4

Inflight

18--3

Crew resource management

25--4

Takeoff/landing/vertical operation

18--3

Emergency procedures (*)

25--4

Flaps caution lights

2--51

Evaluated areas and sub--areas

25--3

Flaps channel failure (flaps 1 or

Flight evaluation grading

25--4

flaps 2 caution)

15--46

Ground procedures

25--3

Flap failure (flap warning light)

15--46

Mission evaluation

25--4

Accelerating transition

11--33

Mission planning, briefing, and

Center of gravity effects

debriefing

25--3

(trim bleed rise)

11--30

Standards

25--2

Decelerating transition

11--29

Takeoff and departure (*)

25--3

Hovering

11--27

Flight evaluation grading

25--4

Short takeoff

11--25

Flight members positions

24--2

Slow approach and landing

11--29

Formation leader

24--3

Vertical landing

11--29

Vertical takeoff

11--27

Mission commander

24--2

V/STOL with asymmetric loading

11--30

Wingman

24--3

Flaps mode select switch

2--48

Flight path/pitch ladder

23--71

Flap position indicator

2--49

Flight training syllabus

5--3

Flaps schedule

2--49

FOD

11--35

Aileron droop

2--52

Boundary layer doors

11--38

Aileron droop light

2--52

Cockpit conditioning system

Flap IBIT

2--51

cooling ducts

11--38

Speedbrake

2--52

Engine

11--36

Speedbrake switch

2--52

Footsteps

11--38

STO advisory light

2--51

Formation V/STOL

11--38

ORIGINAL

Index-7

A1-AV8BB-NFM-000

Page

No.

FOD (cont):

Nav turns away from wingman

9--7

Ground operations

11--38

Nav turns into wingman

9--7

Hot gas ingestion

11--38

Night aided considerations

9--17

Intake

11--38

Night unaided considerations

9--17

Intake suction doors

11--38

Offensive combat spread

9--4

Parade

9--2

Jet/ground interaction

11--36

Running rendezvous

9--16

Reaction control system

11--37

Section administrative formations

9--2

Taxi operation

11--37

Section tactical formations

9--2

Formation flight

9--1

Section tactical maneuvering

9--5

Administrative 3--ship division formations . . . 9--9

Shackle

9--8

Balanced parade

9--9

Tacan rendezvous

9--17

Box maneuvering

9--15

Tactical 3--ship division formations

9--15

Check turn

9--6

Tac--turn

9--7

Check turns away from wingman

9--6

Tac--turn away from wingman

9--7

Check turns into wingman

9--6

Tac--turn into wingman

9--7

Combat spread

9--2

Turns

9--2

Combat spread execution

9--4

VFR parade turns

9--2

COMM--OUT maneuvering

9--6

Wall

9--15

Cross turn

9--8

Wall maneuvering

9--15

Cross--under

9--2

Wedge

9--11

Cruise

9--2

Wedge maneuvering

9--15

CV (circling) rendezvous

9--16

Formation leader

24--3

Defensive combat spread

9--2

Forward operating base

9--20

Deployed echelon

9--5,9--9

Airfield inspection

9--22

De--confliction

9--6

ATC services

9--22

Division administrative formations

9--8

Concept of employment

9--21

CTO and STO procedures

9--24

Division box

9--11

FBO execution

9--22

Division cruise

9--9

FBO supervision

9--23

Division maneuvering

9--15

FBO training

9--22

Division parade

9--8

Flight planning facilities

9--21

Division tactical formations

9--9

FOB operations preparation

9--21

Fighter wing

9--4

FOB site survey

9--21

Fingertip

9--9

Landing

9--25,

9--26

Fluid four

9--11

Landing site supervisor kit

9--22

Fluid four maneuvering

9--15

Night operations

9--26

Formation altitude splits

9--5

Normal and emergency procedures

Formation rendezvous

9--16

review

9--22

Hook turn

9--7

Preflight

9--23

Hook turns away from wingman

9--8

Recovery/approach

9--25

Hook turn into wingman

9--7

Takeoff

9--23,

9--26

IFR parade turns

9--2

Taxiing

9--23

Lead change

9--2

Visual aides

9--26

Maintaining combat spread position

9--4

Forward RCV safety cartridge assembly

2--44

Nav--turn

9--7

FPM

23--72

ORIGINAL

Index-8

A1-AV8BB-NFM-000

Page

No.

Frequency changes

22--3

Air refueling probe effect

11--13

Fuel control

15--30

Crosswind accelerations

11--24

Fuel distribution system

2--12

Crosswind landing

11--28

Dump valve and tank

2--12

Departure resistance

11--6

Torch igniter valve and primer jets

2--12

Stability augmentation and attitude

hold system

11--6

Water injection system

2--13

Wake turbulence

11--1

Fuel leak

15--45

General procedures

7--1, 10--1

Fuel low level (L FUEL/R FUEL caution

General shipboard procedures

8--1

light(s) flashing)

15--44

Global positioning system

4--16, 23--9

Fuel low level indicating system

2--26

Built--in--test format

23--13

Fuel metering unit

2--8

Component description

23--9

Fuel quantity (TAV--8B)

2--30

EHSD display format

23--10

Fuel quantity indicating system

2--27

GPS almanac and crypto--key status

23--12

Bingo caution light

2--27

GPS antenna

23--9

BIT display

2--27

GPS BIT reporting status

23--14

Fuel quantity indicator

2--27

GPS caution light

23--10

Fuel quantity selector switch

2--27

GPS controls and indicators

23--9

Load caution light

2--27

GPS data

23--10

Fuel shutoff handle

2--23

GPS estimated position error status

23--13

Fuel system

2--23

GPS flight mode selection

23--10

Boost pumps

2--25

GPS waypoint data transfer

Crossfeed valve (TAV--8B)

2--26

(OMNI 7.1 and C1+)

23--12

Engine driven fuel pumps

2--23

GPS waypoint data upload

23--12

Fuel boost system

2--25

INS mode select switch

23--10

Fuel crossfeed indicators (TAV--8B)

2--26

MAGR

23--9

Fuel flow proportioner

2--25

Multipurpose color display

23--10

Fuel prop switch (TAV--8B)

2--26

Option display unit

23--10

Fuel transfer failure

Upfront control

23--9

(L TRANS/R TRANS caution light)

15--43

GPS carrier alignment

23--3

Fuel transfer system

2--24

GPS controls and indicators

23--9

External fuel CG control

2--24

GPS caution light

23--10

Pressurization and vent system

2--24

INS mode select switch

23--10

Tanks overpressurized/overtemperature

Multipurpose color display

23--10

warning light (L or R TANK)

2--25

Option display unit

23--10

Transfer caution lights (L or R TRANS)

2--24

Upfront control

23--9

Wing fuel dump

2--26

GPS data

23--10

GPS almanac and crypto--key status

23--12

GPS estimated position error status

23--13

Gas turbine starter/auxiliary power unit

2--23

GPS waypoint data transfer

General

4--1

(OMNI 7.1 and C1+)

23--12

General emergency procedures

12--1

GPS waypoint data upload

23--12

Immediate action items

12--1

GPS flight mode selection

23--10

Warning/caution/advisory lights

12--2

Ground alignment procedures

23--1

General flight characteristics

11--1

Ground egress

17--1

ORIGINAL

Index-9

A1-AV8BB-NFM-000

Page

No.

Ground evaluation

25--2

Hot weather operation

21--2

Closed book examination

25--2

Engine start

21--2

Open book examination

25--2

Ground procedures

21--2

Ground fire

13--1

Landing

21--2

Ground refueling system

2--30

Post landing

21--2

Ground track (digital readout) and

Takeoff

21--2

ground track pointer

23--41

Taxiing

21--1

Ground training syllabus

5--1

Hover checks afloat

10--13

Ground speed

23--68

Hovers from a VTO

10--21

Ground speed (digital readout)

23--41

HUD steering (with 4.0)

23--77

Ground stored heading alignment

HUD symbology brightness control

2--75

procedures

23--3

HUD symbology brightness selector switch . . . 2--75

Gun not clear

15--49

HUD symbology changes (with 4.0)

23--76

HUD symbology reject switch

2--74

A/A mode

2--75

A/G mode

2--75

HAVEQUICK MWOD operations

22--6

NAV mode

2--74

Head--up display

2--67, 2--74

VSTOL mode

2--74

Altitude switch

2--75

HYD 1 failure (HYD 1 caution light)

15--48

HUD camera

2--75

Hydraulic power supply system

2--39

Heading

23--68

HYD 1 power generation system

2--39

Heading marker

23--71

HYD 2 power generation system

2--40

Horizontal situation indicator

2--64

Hydraulic system failure (HYD

Aircraft heading

2--64

warning light)

15--49

Aircraft symbol

2--64

Hydroplaning

20--4

Bearing pointer

2--65

Dynamic hydroplaning

20--4

Brightness control

2--69

Reverted rubber skids

20--4

Brightness selector knob

2--69

Viscous hydroplaning

20--4

Compass flag

2--65

Course arrow

2--65

Course deviation indicator

2--65

Ice and rain

20--4

Course set knob

2--65

Ignition system

2--12

DDI display

2--68

Battery switch

2--13

DDI switches and controls

2--69

Engine start switch

2--13

Deviation warning flag

2--65

Ignition isolation switch

2--13

Digital display indicator and/or

IGV failure

15--36

multipurpose color display

2--68

Stuck at high angle

15--37

Heading marker

2--64

Stuck at low angle

15--37

Heading set knob

2--66

Implementation

25--1

Radar altimeter BIT checks

2--68

Inflight

7--47, 18--3, 15--42

Range indicator

2--65

10,000 foot check

7--47

Sideslip vane

2--66

18,000 foot check

7--47

To--from indicator

2--65

IGV check (--408A or --406 engine only) . . . 7--47

Hot brake

13--2

Inertial navigation systems procedures

23--1

Hot refueling

7--65

GPS carrier alignment

23--3

ORIGINAL

Index-10

A1-AV8BB-NFM-000

Page

No.

Ground alignment procedures

23--1

Instrument lighting

2--37

Ground stored heading alignment

Rear cockpit

2--37

procedures

23--3

Utility floodlight (TAV--8B, AV--8B day

INS gyro alignment procedure

23--4

attack aircraft)

2--38

Utility floodlight (TAV--8B, radar and night

Manual sea alignment procedures

23--2

attack aircraft)

2--38

Post evaluation procedure

23--5

Warning/caution lights knob

2--38

RADAR in--flight align

23--4

SINS sea alignment procedures

23--1

INS failure

15--8

Instruments

2--62

J (jet pipe temperature)

23--76

All stroke (examples are MENU, CAS

Jet exhaust interaction

11--34

or no sensor video on MAP)

2--73

Complex exhaust patterns

11--34

Clock

2--63

Energy levels in V/STOL flight

11--34

Contrast control

2--69

FOD

11--35

GAIN control

2--71

Hot gas ingestion

11--38

Instruments

2--62

Instability due to ground effect

11--35

MAP selected

2--73

Single exhaust pattern

11--34

MPCD adjustment

2--73

Jettison systems

2--108

MPCD control setting retention

2--72

Emergency jettison button

2--108

Multipurpose color display

(after ECP 306)

2--71

Selective jettison

2--108

NGT/DAY brightness selector

2--71

Selective jettison select knob

2--108

OFF/BRT control

2--71

Station select buttons

2--108

Pitot static system

2--62

SYM control

2--71

Upfront control

2--67

KY--58 operation

22--8

INS gyro alignment procedure

23--4

Instrument flight

20--1

Before starting engine

20--1

Before takeoff

20--1

Landing

7--48, 10--20, 10--25, 11--34, 21--2

GCA approaches

20--2

Afloat

10--20

Instrument climb

20--2

Ashore

10--20

Instrument flight planning

20--1

Decelerating transition to a hover

7--51

Instrument takeoff

20--2

Landing checklist

7--50

Minimum fuel GCA

20--3

The hover

7--52

Penetration procedures

20--2

Vertical landing

7--52

Radar controlled penetration

20--2

Landing gear fails to retract

14--2

Interior lighting

2--37

Chart and kneeboard lights

2--39

Landing gear unsafe/fails

to extend

16--1

Compass/lights test switch

2--38

Landing systems

2--56

Compass/lights test switch (rear cockpit)

2--38

Console lighting

2--38

Emergency pneumatic system

2--58

Emergency floodlights

2--38

Landing gear system

2--56

Floodlights

2--38

Antiskid system

2--62

Front cockpit

2--37

Brake system

2--61

Front cockpit lights switch (rear cockpit)

2--39

DN lock OVRD button

2--58

ORIGINAL

Index-11

A1-AV8BB-NFM-000

Page

No.

Landing gear system (cont):

Emergency landing gear handle

Mach number

23--68

(TAV--8B)

2--57

Main generator failure (GEN, DC and STBY

Landing gear handle

2--56

TR CAUTION LTS)

15--12

Landing gear position indicators

2--58

Main TRU failure (DC caution light)

15--13

Landing gear warning lights

Malfunction

25--2

and aural tone

2--58

Maneuvering tone

2--109, 11--18

Landing gear warning lights (TAV--8B)

2--58

Manual data entry

23--50

LDG gear emergency battery

2--57

Bearing

23--52

Leadership

24--1

Elevation

23--51

Designated leadership

24--2

Entering waypoint or markpoint, or

Functional leadership

24--2

targetpoint data

23--50

LIDS switch

2--61

Datum

23--52

Magnetic variation

23--52

Lift improvement device system

2--61

Offset elevation

23--52

Main gear

2--56

Range

23--57

Nose gear

2--56

Targetpoint data programming

Parking brake

2--61

(with H4.0)

23--51

Wing gear

2--56

Manual fuel system

2--9

Landing with engine failure

16--8

Manual GPS update

23--65

LAR pushbutton (with H4.0)

23--47

Manual sea alignment procedures

23--2

Lateral weight asymmetry effects

11--10

Manual separation and emergency

LDG gear emergency battery

2--57

ground egress

2--101

Nosewheel steering (before AFC--391)

2--58

Emergency ground egress

2--101

Nosewheel steering (after AFC--391)

2--60

Manual separation

2--101

Map selected

2--73

Lighting

2--34

Digital display indicator (TAV--8B)

2--71

Anti--collision lights

2--36

Pushbuttons

2--69

Exterior lighting

2--34

Radar switch

2--76

Exterior lights master switch

2--34

Standby depression control (day

Formation lights

2--36

attack aircraft)

2--75

Landing/taxi lights

2--37

Standby reticle brightness control (day

Landing/taxi lights (rear cockpit)

2--37

attack aircraft)

2--75

Position lights

2--34

Video brightness control (radar and night

Sideslip vane lights

2--37

attack aircraft)

2--75

Video contrast control (radar and night

Loading GPS time for HAVEQUICK

attack aircraft)

2--75

and SINGCARS

22--5

MAP position update

Longitudinal trim system

2--44

(night attack and radar only)

23--65

Loss of aircrew coordination

24--2

MAP pushbutton (radar and night

Loss of engine control inflight

15--38, 18--3

attack aircraft)

23--44

Loss of engine control on ground

13--1

MAPM/EWM pushbutton (TAV--8B with H4.0

L/R tank warning light

18--2

and radar and night attack aircraft)

23--44

During air refueling

18--2

Mark number pushbutton

23--43

During hot refueling

18--2

Master caution light

2--110

ORIGINAL

Index-12

A1-AV8BB-NFM-000

Page

No.

Maximum G

23--71

All stroke (examples are MENU, CAS

MFS emergency battery

2--11

or no sensor video on MAP)

2--73

Monochrome video (examples are FLIR

Engine monitoring system (TAV--8B 163856

or EHSD without MAP selected)

2--73

and up, AV--8B 163176 and up)

2--12

MPCD switches and controls

EMS button (pilot record)

2--12

(before ECP 306)

2--69

MFS recovery

15--34

BRT switch

2--69

Minimum ground training syllabus

5--1

CONT switch

2--71

Air combat maneuvering

5--2

DAY/AUT switch

2--69

Anti--air warfare

5--2

OFF/NGT switch

2--69

Basic conventional weapons delivery

5--2

Pushbuttons

2--71

Basic fighter maneuvering

5--2

Electronic warfare

5--2

Familiarization

5--1

N (nozzle)

23--72

Formation

5--2

NATOPS evaluation

25--1

Instruments

5--2

NATOPS re--evaluation

25--1

Low altitude tactics

5--2

Navigation controls and indicators

23--32

Navigation

5--2

# (number)

23--41

Night procedures

5--2

Aircraft symbol

23--32

Offensive air support

5--2

Bearing pointer

23--32

Safety and survival training

5--2

Bearing (upper right digital readout)

23--32

Shipboard

5--2

Beam cues

23--50

Minor RPM fluctuation

15--33

CHRT/DTED/CIB pushbutton (radar

and night attack aircraft

Mission

1--2

with TAMMAC installed)

23--47

Mission analysis

24--1

Data pushbutton

23--42

Mission commander

24--2

Down arrow pushbutton

23--42

Mission computer

2--76

EHSI pushbutton (TAV--8B with H4.0 and

DP switch

2--76

radar and night attack aircraft)

23--44

Mission computer switch

2--76

Electronic warfare page (with H4.0)

23--48

Mission computer failure

15--1

EW page unique PB options (with H4.0) . . 23--48

Mission critique

24--4

EWM page unique options (with H4.0)

23--48

Mission planning

6--1, 24--3

Ground speed (digital readout)

23--41

Flight codes

6--1

Ground track (digital readout) and

General requirements

6--1

ground track pointer

23--41

LAR pushbutton (with H4.0)

23--47

Mixed mode editing

22--7

MAPM/EWM pushbutton (TAV--8B with H4.0

MPCD switches and controls

and radar and night attack aircraft)

23--44

(after ECP 306)

2--69

MAP pushbutton

OFF/BRT control

2--71

(radar and night attack aircraft)

23--44

NGT/DAY brightness selector

2--71

Mark number pushbutton

23--43

SYM control

2--71

Null points (with H4.0)

23--47

GAIN control

2--71

N--UP pushbutton (TAV--8B with H4.0 and

CONT control

2--72

radar and night attack aircraft)

23--46

MPCD control setting retention

2--72

OL1 pushbutton

MPCD adjustment

2--73

(radar and night attack aircraft)

23--44

ORIGINAL

Index-13

A1-AV8BB-NFM-000

Page

No.

Navigation controls and indicators (cont):

Auxiliary heading

23--72

OL2/OVLY pushbutton

Barometric setting

23--68

(radar and night attack aircraft)

23--46

Flight path/pitch ladder

23--71

OLR pushbutton

Ground speed

23--68

(radar aircraft with H4.0)

23--47

Heading

23--68

NSEQ pushbutton

23--44

Heading marker

23--71

POS/ or DGD/ pushbutton

23--42

Mach number

23--68

Quick access (with H4.0)

23--47

Maximum G

23--71

Range (upper right digital readout)

23--32

Overtemp indication

23--72

SCL pushbutton (TAV--8B with H4.0 and

Range

23--71

radar and night attack aircraft)

23--42

Rate of climb/descent

23--71

SCL pushbutton (TAV--8B with

True heading

23--71

OMNI 7.1 and day attack aircraft)

23--42

Velocity vector

23--71

SCL pushbutton (TAV--8B with H4.0

Waypoint/markpoint or

and radar and night attack aircraft)

23--46

targetpoint number

23--71

TDB pushbutton (with H4.0)

23--47

Night vision devices

9--27

SEQ pushbutton (TAV--8B with H4.0 and

AV--8B

9--27

radar and night attack aircraft)

23--46

TAV--8B

9--27

SEQ pushbutton (TAV--8B with OMNI 7.1

No liftoff on STO

14--2

and day attack aircraft)

23--44

Ashore (CTO or STO)

18--2

SHOOT cue

23--50

Nomenclature

22--1

TACAN offset location symbol

23--43

Normal canopy system

2--87

Threat symbols

23--50

Boarding steps

2--88

Time--to--go (upper right digital readout) . .

23--32

Canopy internal unlock handle

2--88

TRAK pushbutton (TAV--8B with H4.0

Nosewheel steering/caster failure

16--3

and radar and night attack aircraft)

23--46

Nosewheel steering mode

(aircraft after AFC--391)

23--75

TRUE heading pushbutton (TAV--8B with

OMNI 7.1 and day attack aircraft)

23--42

Nozzle control failure

15--38

TRUE pushbutton (TAV--8B with H4.0

During conventional flight

15--41

and radar and night attack aircraft)

23--46

During STO

15--40

Up arrow pushbutton

23--41

During transition

15--40

UPDT/PVU pushbutton

23--42

Nozzle drive failure

15--40

Waypoint, markpoint or targetpoint

Nozzle rotation airspeed cue

23--76

location symbol

23--32

NSEQ pushbutton

23--44

Waypoint, markpoint or targetpoint

N--UP pushbutton (TAV--8B with H4.0 and

steering pushbutton

23--41

radar and night attack aircraft)

23--46

Waypoint or mark offset location symbol . .

23--43

Null points (with H4.0)

23--47

WO/S or TO/S pushbutton

23--42

NWS caution light (after AFC--391)

18--1

ZOOM pushbutton (TAV--8B with H4.0

and radar and night attack aircraft)

23--46

Navigation master mode

23--68

OBOGS failure

15--11, 17--22

Aircraft G

23--68

OBOGS monitor

2--115

Airspeed

23--68

Ceiling/visibility requirements

5--3

Altitude

23--68

Minimum flight qualifications

5--3

Angle of attack

23--68

Operating criteria

5--3

ORIGINAL

Index-14

A1-AV8BB-NFM-000

Page

No.

Oxygen breathing regulator

2--115

Probe heat switch

2--62

Oxygen caution light

2--115

Standby airspeed indicator

2--64

Oxygen switch

2--115

Standby altimeter

2--64

Standby angle of attack indicator

2--63

Rear oxygen knob (TAV--8B)

2--115

Standby attitude indicator

2--64

Oil caution light

18--3

Standby magnetic compass

2--64

Oil system failure (oil caution light)

15--40

Standby vertical velocity indicator

2--64

OL1 pushbutton (radar and

Static pressure

2--62

night attack aircraft)

23--44

Stopwatch

2--63

OL2/OVLY pushbutton (radar and

Turn and slip indicator

2--63

night attack aircraft)

23--46

POS/ or DGD/ pushbutton

23--42

OLR pushbutton (radar aircraft with H4.0) . . .

23--47

Position keeping

23--14

On board oxygen generating system

2--115

Aircraft with GPS

23--15

Emergency oxygen

2--116

Aircraft without GPS

23--14

Emergency oxygen actuator

2--116

Navigation system coupling modes

23--15

Emergency oxygen supply gage

2--116

Velocity reasonableness test

23--16

Open book examination

25--2

Position marking

23--63

Option display unit

2--67

Position update

23--64

Option number 1 pushbutton and display

Designate position update

23--65

window

2--68

Manual GPS update

23--65

Out--of--control

15--28, 18--4

MAP position update (night attack and

Jetborne/semi--jetborne

15--28

radar only)

23--65

Jetborne/semi--jetborne out--of--control

Navigation fix update

23--64

recovery

18--4

Overfly position update

23--64

Out of control/spin/falling leaf

TACAN position update

23--64

recovery

15--29, 18--5

Position update procedures

23--5

Over rotation on STO

14--2, 18--2

Designate position update

23--6

Overfly position update

23--64

Manual GPS update

23--8

Navigation fix update

23--64

MAP designate update

23--7

Overtemp indication

23--72

MAP overfly update

23--8

OXY caution light

18--5

Overfly position update

23--7

Single TACAN position update

23--5

TACAN position update

23--5

Parachute descent procedures

17--5

Two TACAN position update

23--6

Performance hover check

10--25

WYPT designate update

23--6

MC performance hover calculations

10--28

WYPT overfly update

23--7

Relative hover performance

10--26

Post evaluation procedure

23--5

Relative JPT

10--26

Postflight

7--63

Pilot flight equipment

5--4

After landing

7--63

Minimum requirements

5--4

Postflight data retrieval

2--128

Pitch carets cue

23--76

Power margin display and W

23--75

Pitch stability

11--10, 11--21

Power plant systems

2--1

Pitot static system

2--62

Engine

2--1

Angle of attack probe

2--63

Inlet guide vanes

2--1

Clock

2--63

Interstage blow--off valves

2--1

Pitot pressure

2--62

Lubrication systems

2--3

ORIGINAL

Index-15

A1-AV8BB-NFM-000

Page

No.

Precautionary emergency approach

16--8

Preflight

10--3

Q--feel failure

15--47

Preflight check

7--1

Quick access (with H4.0)

23--47

After entering cockpit

7--8

Qualified

25--1

After entering rear cockpit

7--25

Before entering cockpit

7--7

Before entering rear cockpit

7--24

R (rpm)

23--76

Before taxiing

7--16

Radar altimeter

2--66

Before taxiing (rear cockpit)

7--27

Altitude switch

2--66

Exterior inspection

7--1

Controls and indicators

2--66

General procedures

7--1

Low altitude warning light

2--66

Pre--start

7--12

RADAR in--flight align

23--4

Starting engine

7--14

Rapid dearm

7--66

Pre--takeoff

24--3

Range

23--71

Priority communications

22--1

Range (upper right digital readout)

23--32

Procedures

22--1

Rate of climb/descent

23--71

Built--in--test

22--8

Reaction controls

2--46

Comm alert mode procedures

22--7

Directional control

2--46

Communication checks

22--1

Duct pressure indicator

2--46

Degraded communications

22--3

Lateral control

2--46

Electronic remote fill (cold start)

22--6

Longitudinal control

2--46

Formation NORDO recovery

22--4

Reaction control failure

16--6, 18--4

Frequency changes

22--3

Reaction control system effects

Get well

22--3

on engine performance

2--15

HAVEQUICK MWOD operations

22--6

Rear cockpit checkflight requirements

10--22

KY--58 operation

22--8

17,000 to 10,000 feet

10--25

Loading GPS time for HAVEQUICK

Before taxiing

10--23

and SINGCARS

22--5

Climb

10--24

Microphone failure

22--3

During taxi

10--23

Mixed mode editing

22--7

Engine shutdown

10--25

Night considerations

22--4

Landing

10--25

NORDO

22--3

Preflight

10--22

NORDO as lead

22--4

Starting engine (monitor JPT and rpm during

NORDO as wingman

22--4

start and compare with front cockpit)

10--22

Recovery procedures

22--4

Takeoff (ashore)

10--24

Single radio

22--3

Records and reports

25--5

Time of day operations for HAVEQUICK . .

22--5

Recovery

24--4

Time of day operations for SINGCARS

22--5

Requirements for various flights phases

5--3

V/STOL considerations

22--3

Cross country

5--3

Prohibited maneuvers (all aircraft)

4--10

Forward based operations

5--4

Prohibited maneuvers (radar aircraft)

4--14

Night

5--3

Prohibited maneuvers (SAAHS OFF)

4--14

Ship qualification

5--4

Prohibited maneuvers (TAV--8B)

4--14

Roll/yaw stability

11--10

Pusher fan malfunction

17--22

RPM stagnation/loss of thrust afloat

14--2, 18--2

ORIGINAL

Index-16

A1-AV8BB-NFM-000

Page

No.

Rudder control system

2--45

SEQ pushbutton (TAV--8B with H4.0 and

Rudder feel system

2--45

radar and night attack aircraft)

23--46

Rudder pedals adjustment

2--45

SEQ pushbutton (TAV--8B with OMNI 7.1

and day attack aircraft)

23--44

Rudder pedal shakers

2--45

Servicing

3--1

Rudder pedal shaker switch

2--46

Seven critical skills

24--1

Rudder trim indicator

2--45

Adaptability/flexibility

24--2

Rudder trim system

2--45

Assertiveness

24--1

Rudder trim failure

15--47

Communication

24--1

Decision making

24--1

Designated leadership

24--2

S (ground speed)

23--76

Functional leadership

24--2

SAAHS off recovery and landing

16--5

Leadership

24--1

SAS failure

15--47

Mission analysis

24--1

SCL pushbutton (TAV--8B with OMNI 7.1

Situational awareness

24--2

and day attack aircraft)

23--42

Sideslip indicator

23--72

SCL pushbutton (TAV--8B with H4.0 and

Simulated instrument procedures

20--1

radar and night attack aircraft)

23--42, 23--46

Chase plane procedures

20--1

Scramble operation

7--67

Single DECS failure (EFC caution light)

15--30

Scramble engine start

7--68

SINS sea alignment procedures

23--1

Scramble interior check

7--68

Situational awareness

24--2

Secondary flight controls

2--46

Skid sink rate limitations

4--14

Flaps

2--46

Slow landing

7--55

Flap select switches and indicators

2--48

Fixed nozzle slow landing

7--55

Flaps power switch (AV--8B)

2--48

Hover stop/braking stop slow landing

7--57

Flaps power switch (TAV--8B)

2--48

Variable nozzle slow landing

7--56

For aircraft with ECP 255 R1

2--47

Software (H4.0 only)

4--16

For aircraft without ECP 255 R1

2--47

Software configuration page (H4.0 only)

2--128

Semi--jetborne/jetborne flight

Speedbrake failure

16--4

characteristics

11--20

Stability augmentation and attitude

Approach and landing

11--31

hold system

2--52

Flight characteristics

11--30

AFC mode -- AFC and ALT HOLD

Nose tuck with flap programming

11--23

switches engaged

2--54

Nozzle blast impingement

11--24

AFC mode -- AFC switch only engaged

2--54

Out--of--control roll avoidance

11--23

Automatic flight control

2--53

Pitch

11--31

In--flight monitor

2--56

Pitch stability

11--21

Maneuvering flight in AFC mode

2--55

RCS

11--31

Preflight initiated built--in--test

2--55

Reaction control power

11--23

Stability augmentation system

2--52

Roll stability

11--21

Stability influences

11--12

SAAHS-off landing (RVL and

Air refueling probe effect

11--13

decel/VL)

11--31

Apparent dihedral effect

11--12

SAAHS-off V/STOL

11--30

Dive recovery with asymmetric

Yaw and roll

11--31

external loads

11--15

Yaw stability

11--21

External fuel tanks

11--14

ORIGINAL

Index-17

A1-AV8BB-NFM-000

Page

No.

Stability influences (cont):

TACAN cone of confusion (H4.0 only)

23--24

External stores

11--13

TACAN controls and indicators

23--17

Gun pack

11--13

Upfront control

23--17

LERX

11--13

TACAN function selector pushbutton

23--17

Maneuvering with asymmetric stores

11--14

On/off selector pushbutton

23--17

Maneuvering with symmetric

Emission control

23--17

external stores

11--13

Option display unit

23--17

Nozzle deflection

11--15

Option select pushbuttons

23--17

Thrust/power setting

11--15

DDI

23--20

Stabilator position indicator

2--19, 2--44

TACAN volume control

23--20

Stability augmentation and attitude hold

Course set control

system (TAV--8B)

2--52, 2--55

(TAV--8B and day attack)

23--20

DEP RES light

2--53

Course set switch

Departure resistance

2--52

(radar and night attack aircraft)

23--22

Spin mode

2--53

TACAN data entry

23--22

Stalls

11--18

TACAN offset data entry

23--23

Accelerated stalls (with DEP RES)

11--18

TACAN offset location symbol

23--43

Normal stalls

11--18

TACAN offset steering

23--24

Transonic wing drop

11--3

TACAN position update

23--5, 23--64

Standards

22--1, 25--2

Single TACAN position update

23--5

Callsigns

22--1

Two TACAN position update

23--6

Cockpit management

22--1

Communication brevity

22--1

TACAN steering

23--23

TACAN system

23--17

Directive and descriptive

communications

22--1

Course set control

Nomenclature

22--1

(TAV--8B and day attack)

23--20

Priority communications

22--1

Course set switch

Standby TRU failure

(radar and night attack aircraft)

23--22

(STBY TR caution light)

15--18

DDI

23--20

Starting engine

7--14, 10--3, 10--22

Emission control

23--17

Sub--Area

25--2

On/off selector pushbutton

23--17

System limitations

4--16

Option display unit

23--17

All weather landing system

4--16

Option select pushbuttons

23--17

APG--65 operations (radar aircraft)

4--16

TACAN and TACAN offset data

23--22

Automatic flight controls

4--16

TACAN BIT checks

23--22

Canopy (AV--8B)

4--16

TACAN cone of confusion (H4.0 only)

23--24

Canopy (TAV--8B)

4--16

TACAN controls and indicators

23--17

Global positioning system

4--16

TACAN data entry

23--22

Nozzle/flap limitations

4--16

TACAN function selector pushbutton

23--17

Software (H4.0 only)

4--16

TACAN offset data entry

23--23

TACAN offset steering

23--24

TACAN steering

23--23

TACAN and TACAN offset data

23--22

TACAN volume control

23--20

TACAN BIT checks

23--22

Upfront control

23--17

ORIGINAL

Index-18

A1-AV8BB-NFM-000

Page

No.

Takeoff

7--35, 9--23, 10--13, 21--2

EFC 2

15--24

Accelerating transition

7--41, 11--27, 11--33

EFC BIT

15--23

After takeoff

7--46

Emergency cockpit power

15--22

Conventional takeoff

7--42

Emergency DC bus failure

15--18

Formation rolling vertical takeoff

7--43

Emergency flood chart light

15--23

Formation takeoff

7--43

Emergency landing gear

15--19

Formation vertical takeoff

7--43

EMS

15--23

Engine display panel

15--24

Jetborne/semi--jetborne takeoffs

7--37

Fire overheat detector

15--23

Radar aircraft

10--6,10--16

Flap controller

15--20

Radar trail departure

7--45

Flap indicator

15--20

Rolling vertical takeoff

7--39

Flow proportioner indicator MFS

Section CTO

7--44

ignition relay

15--22

Section STO

7--43

Fuel dump control

15--23

Section stream STO or division

Fuel gauge monitor

15--23

stream STO

7--44

Fuel priming

15--22

Short takeoff

7--40,11--25

Fuel prop shut off

15--23

Takeoff checklist

7--35

GTS power

15--24

Vertical takeoff

7--37, 11--27

IFF

15--21

Taxiing

7--27, 21--1

Jettison busses A/B

15--21

Pre--positioning checks

7--31

JPT limiter

15--24

Sub--idle taxiing on slippery surfaces

7--30

Landing gear

15--19

Taxiing on unprepared surfaces

7--30

Landing gear relay

15--19

TDB pushbutton (with H4.0)

23--47

Mission computer (H4.0 only)

15--20

Technical directives

1--2

Mission computer (OMNI 7.1 and C+1) . . .

15--20

Thrust vectoring

2--14

Nose wheel steering

15--19

Reaction control system effects on

OBOGS bleed air shut off

15--21

engine performance

2--15

Oxygen monitoring unit

15--21

Time of day operations for HAVEQUICK

22--5

Right and left boost pumps

15--23

Time of day operations for SINGCARS

22--5

Right and left IFR

15--23

Time--to--go (upper right digital readout)

23--32

Right and left ignitor engine start

15--22

Total electrical failure (GEN, APU GEN,

Seat adjust

15--21

DC, STBY TRU)

15--18

Turn/Slip indicator

15--24

ACNIP emergency power

15--20

Water select

15--22

Aileron droop

15--20

Yaw SAAHS

15--20

Altimeter vibrator

15--24

TRAK pushbutton (TAV--8B with H4.0 and

Annunciator light circuits

15--21

radar and night attack aircraft)

23--46

Anti skid/nose landing gear steering

15--20

Transfer data page (with H4.0)

23--57

AOA indicator

15--21

Flight position transfer page

23--58

Attitude gyro

15--24

Transfer--from point

23--57

Brake pressure

15--19

Transfer--to point

23--58

Cabin ECS circuit breaker #2

15--22

XFER

23--58

Cabin pressure control circuit breaker

15--22

True heading

23--71

Cockpit temperature relay

15--21

TRUE pushbutton (TAV--8B with H4.0 and

DC emergency bus, circuits

15--19

radar and night attack aircraft)

23--46

ORIGINAL

Index-19

NATOPS FLIGHT MANUAL NAVY MODEL AV--8B/TAV--8B 161573 AND UP AIRCRAFT (2008) - page 10