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fails to transfer (pump failure) or tank 1 fails to
stop transferring (pump and/or valve failure). In
the first case, tank 1 also stops transferring when it
reaches the fuel transfer schedule (approximately
1,000 lb). Tank 4 continuously gravity transfers to
tank 3 and, when feed tank balancing logic is initiated,
to tank 2 using scavenge pump. The last 1,000
lb of tank 1 transfers when tank 2 cycles in and out
of FUEL LO. With tank 4 near full, the FUEL
XFER caution is set when tank 1 drops below 400-
500 lb.
In the second case, tank 1 depletes as soon as the
feed tanks can accept its fuel, and the FUEL XFER
caution is set fairly rapidly. Assuming normal tank
4 transfer, the caution is removed when tank 4 depletes
to approximately 2,100 lb.
1. FUEL format - Check wing and transfer tanks.
If wing asymmetry exceeds 350 lb -
2. Monitor wing tank transfer.
3. Roll heavy wing up 5° (if required).
If one wing still fails to transfer or when
both wings below approximately 200 lb -
4. INTR WING switch - INHIBIT
5. Recalculate lateral weight asymmetry if wings
are split for landing.
6. Land as soon as practical.
If tank 1 empty & tank 4 full -
2. INTR WING switch - INHIBIT
3. Monitor tank 1 and 4 transfer.
4. Land as soon as practical.
A1-F18EA-NFM-000
Figure 12-1. Warning/Caution/Advisory Displays (Sheet 18 of 55)
V-12-20 ORIGINAL
DDI Cautions and Caution Lights
INDICATOR · CAUSE / REMARKS CORRECTIVE ACTION
L GEN
R GEN
L GEN R GEN
Caution Lights
· Designated generator ac power source is off line.
A dual GEN failure may be caused by a fault in
the RADAR. May also be an indication of a power
transmission shaft failure if also accompanied by
corresponding BOOST LO and HYD circuit cautions.
SINGLE GEN FAILURE
Either generator is capable of powering the entire
electrical load of the aircraft.
DUAL GEN FAILURE
Primary failure indications: loss of all displays,
loss of cabin pressurization (both bleed valves
close). GEN caution lights are inop. The EFD
only displays RPM and EGT. The standby flight
instruments must be used. COMM1 (last frequency
and G XMT) and IFF EMERG available. Gear
must be emergency extended. Anti-skid inop.
If the battery gauge indicates approximately 28
vdc (aircraft 165660 and up) or the BATT SW caution
light is out (aircraft 165533 thru 165544), the
PMGs run the FCC channels and the essential bus
indefinitely. If the battery gauge indicates 24 vdc or
below (aircraft 165660 and up) or the BATT SW
caution light is on (aircraft 165533 thru 165544), the
battery is powering the essential bus and about 5 to
10 minutes of battery power remains to run the
FCCs.
Refer to the Emergency Power Distribution
chart in chapter 15 for operative and inoperative
equipment.
SINGLE GEN FAILURE
1. GEN switch ± CYCLE
If GEN fails to reset -
2. Electrical RESET button - PRESS
If GEN still failed ±
3. GEN switch ± OFF
4. Land as soon as practical.
DUAL GEN FAILURE
1. Emergency oxygen green ring - PULL
2. Descend below 10,000 feet (standby instruments
only).
3. RADAR knob - OFF
4. Electrical RESET button - PRESS
If either GEN fails to reset -
5. Failed GEN switch(es) - CYCLE
If both GENs remain inop -
6. Battery gauge - CHECK (BATT SW caution
light - CHECK in aircraft 165533 thru 165544)
If gauge reads 28 vdc (BATT SW caution
light out in aircraft 165533 thru 165544)-
7. Land as soon as possible.
For landing -
8. IFF MASTER switch - EMERG
9. G XMIT switch - COMM 1 (if required)
10. Refer to Emergency Landing Gear Extension
Procedure.
11. Make a short field arrestment (if available).
12. Use emergency brakes with steady brake pressure
(do not pump). (Anti-skid is not available.)
If gauge reads 24 vdc or below (BATT SW
caution light on in aircraft 165533 thru
165544) -
7. Land immediately using ²For landing² procedures.
If immediate landing not possible -
8. Slow below 250 KCAS.
9. Prepare for a controlled ejection.
A1-F18EA-NFM-000
Figure 12-1. Warning/Caution/Advisory Displays (Sheet 19 of 55)
V-12-21 ORIGINAL
DDI Cautions and Caution Lights
INDICATOR · CAUSE / REMARKS CORRECTIVE ACTION
GEN TIE
Caution Light
· Left and right 115 vac buses are isolated (bus tie
open).
· May be caused by initial engine start with the
PARK BRK released or by electrical fault protection
circuitry.
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NATOPS Flight Manual 飞行手册 2(26)
