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member of the flight, should the mission commander be
unavailable, shall assume responsibility for the rescue
operation until relieved on scene or me1 dictates a return
to base.T he primary responsibilityo f the on-scenec ommander
will be communication of the downed crew’s
position and condition to potential rescue aircraft or
vessels. Additionally, the on-scene commander will ensure
search coordination, trafftc control on the scene,
and provide communication with the downed crews if
feasible.
37.4 PROCEDURES, TECHNIQUES, AND
CHECKLISTS
37.4.1 General. Even though some of the procedures,
techniques, and checklists are specifically designed
for the pilot and RIO, the entire contents of the
flight manual and pocket checklist should be thoroughly
read, understood, discussed, and agreed upon collectively
by the pilot-RIO team. Discrepancies in procedures
or the need for additional procedures should be
brought to the attention of the NATOPS evaluator and/or
instructor. Most of the procedures (individual and coordinated)
are covered in this manual and are grouped
under flight phases and/or categories. Aircraft systems
descriptions, with their individual operating criteria, are
covered in Chapter 2. Classified systems descriptions
and procedures, and some limitations information, are
covered in the classified supplement (NAVAIR Ol-
F14AAD-IA). The pocket checklist (NAVAIR Ol-
F14AAD-1B) contains the pilot andRIO checklist items
for preflight, prestart, start, poststart, takeoff, built-in
test, instrument and descent, and postflight procedures.
Improper crew coordination is usually an attributable
factor to improper emergency procedures.
37.4.2 Pilot. The pilot should relate to the RIO all
indicationsr elevantt o the ongoing emergencyT. he pilot
should assesst he situation, set emergencyp riority, and
direct the RIO to effectively assist him.
37.4.3 RIO. The RIO should monitor all critical flight
parameters and read all applicable checklists in a challenge
and reply system. He should assist in navigation,
communication, and coordinate with outside agencies
and aircraft, but not to the detriment of the resolution of
the emergency.
ORIGINAL 374
NAVAIR Ql-Fl4AAD-I
CHAPTER 38
Aircraft Self-Test
30.1 AIRCRAFT SELF-TEST OVERVIEW
Aircraft self-test allows testing of the operational
status of all major avionics and radar subsystems and
display of the results. This capability is also referred to
as OBC throughout this section. Figure 38-1 identities
the major components associated with this function.
Most of the status information is derived from BIT implementedw
ithin the avionics andr adars ubsystemsA. ll
operational aspects of aircraft self-test are fully supported
by the MCS if one of the mission computers has
failed.
There are two categories of test: (1) tests that are
performed by the system automatically, (2) those that
require initiation by the flightctew. Testing should be
initiated by the flightcrew as part of the normal preflight
checkout to obtain the overall status of each system.
Figure 38-2 is a summary description for the various test
types, including origin and purpose. Avionics testing is
controlled by the pilot and the RIO primarily through
the MFDs and cockpit control panels. Radar testing is
controlled by the RIO via the DD and TID. The majority
of the displayed information is the result of each subsystem
performing a particular mode of BIT or the MCS
performing data bus or software contiguration tests. On
an automatic (i.e., periodically by the MCS) basis, suhsystems
are polled by the MCS in order to determine
their operational status. Operational status is displayed
at a subsystem and WR4 level through a series of OBC
formats on the MFDs. Both current and historical equipment
status is displayable. Warning/caution/advisory
cues are displayed on the MFDs for critical equipment
failures and overtemperatorec onditions. Details of radar
subsystem failures are available only on the DD and
TID. Avionics and radar failure acronyms are displayed
on the TID during normal tactical operation.
Aircraft self-test also allows examination of memory
contents for WRAs that support a CSS capability. CSS
is controlled with the DEU and tbe results are displayed
on the MFDs. The radar subsystem provides a similar
but limited capability that is controlled via the DD.
These features arc available in all system modes and arc
used for troubleshooting and maintenance purposes.
38.2 MASTER TEST PANEL CHECKS
Master test checks am initiated by the pilot through
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