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Type Landing
Post Landing
Clearing Landing Area
Configuration Changes
Comm
Taxi
De-Arming
Parking (Line / Hotpits / Hotseat)
Contingencies
Allowable Slide Time
Go / No Go Criteria
Fallouts, Spares
Bent Radar / Sensor / Weapon
Hung / Unexpended Ordnance
Weather
Emergencies
Abort, Field Arrestment
Loss of Brakes, Emergency Cat Flyaway
Inflight Emergencies / System Failures
NORDO, Lost Comm / Lost Sight
Midair, Bird Strike
Divert / BINGO
Ejection / SAR
ORM
Training Rules
ACM
NVG
LAT
LATT
A1-F18EA-NFM-000
III-6-3 ORIGINAL
Aircrew Coordination
Refer to Chapter 28.
6.2.1.2 NATOPS Tactical Admin Briefing Guide.
Environmentals
Sun / Moon
Winds
Conning Altitudes, Conn Check
Cloud cover
Decks (Hard / Soft)
Weapons Checks
G-warm, Inverted Check
Expendables Check
Fence Checks Complete
CVRS - Tapes
Knock It Off / Terminate Calls
Fuel & G Checks
6.2.2 Debriefing. Post-flight debriefing is an integral part of every flight. The flight leader shall
conduct a mission debrief to include ADMIN, TAC ADMIN, SAFETY OF FLIGHT, and MISSION
CONDUCT. Emphasis shall be placed on identifying and correcting errors and poor techniques.
Debrief shall include all available aircrew and be conducted in a timely manner.
A1-F18EA-NFM-000
III-6-4 ORIGINAL
CHAPTER 7
Shore-Based Procedures
NOTE
· F/A-18F WSO responsibilities are italicized.
· For F/A-18F crew coordination specifics, including individual aircrew
responsibilities and ICS communications, refer to Chapter 29, Crew
Coordination Standards.
7.1 PREFLIGHT CHECKS
7.1.1 In Maintenance Control. The A-sheet must be checked for aircraft status, configuration,
armament loading, and servicing prior to manning the aircraft. Review the aircraft discrepancy book
(ADB) for (1) all outstanding discrepancies and (2) at least the last 10 flights worth of discrepancies
and corrective action. Weight and balance clearance is the responsibility of the Maintenance
Department.
7.1.2 Inspection of RCS Reduction Features. The most critical RCS reduction features/treatments
include (1) EMIS III radar bulkhead shields, (2) canopy and windshield coatings, (3) engine inlet
devices, and (4) outer moldline mismatch/gap control. To ensure that the survivability characteristics
of the aircraft are retained, attention should be focused on the following areas:
1. On missions where the full RCS reduction potential of the aircraft is desired (typically wartime
environment only), ensure the twelve missionized EMIS III radar bulkhead shields are installed.
Additionally, ensure all SUU-79 pylons are fitted with their LO hardware (CAD access covers and
four bolt fairings).
2. Typically, if minor damage to canopy or windshield coatings is visually acceptable for flight, the
RCS reduction potential of the coatings should be retained.
3. Typically, if minor damage to the inlet lip/duct RAM coatings or to the inlet device are acceptable
from a FOD standpoint, the RCS reduction potential of the coatings/device should be retained.
4. Mismatches and gaps in the outer moldline of the aircraft can substantially reduce RCS reduction
potential. Care should be taken to note and repair damage to RAM coatings and FIP seals,
particularly around frequently opened panels. Doors and panels should be flush with the surrounding
structure and gaps should be filled. In general, a rule of thumb for an acceptable amount of
panel/structure mismatch is no greater than the thickness of a PCL cover. With mismatches greater
than that width, some RCS reduction potential is lost. The most critical gaps are those aligned
perpendicular to the longitudinal axis of the aircraft (e.g., vertical gaps between side panels and 3-9
line gaps between underside panels). Gaps and mismatches that run along the longitudinal axis of
the aircraft are less critical.
In general, at least 75% of the perimeter of every door should exhibit good FIP seal integrity (e.g.,
sealed and flush). RAM coating damage should not exceed 25% of the total RAM area in any particular
location (e.g., around flap hinges or main landing gear door edges). Multi-layer RAM patches forward
A1-F18EA-NFM-000
III-7-1 ORIGINAL
of the inlet should show no sign of disbonding or peeling. All conductive tape, the windshield aft arch
termination strip, NLG blade seals, canopy and wing conductive bulb seals, and TEF/rudder boots
should be fully bonded, with no loose or peeling corners or edges. It is normally acceptable to trim loose
materials that are noticed just prior to flight.
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NATOPS Flight Manual 飞行手册 1(128)
