Mark Killen

VIRTUAL CARRIER WING THREE

5/29/2016

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FA-18E/F Ground School

FORWARD Material within this ground school has been referenced from a number of resources which include F/A18 E/F Natops Flight

Manual, VRS F/A-18 Support wiki.

Sections of this document such as the Air to Air chapter and the Air to Ground chapter will reference and be linked to Virtual

Reality Wiki.

Other documentation within this document is developed in accordance with Virtual Carrier Wing Three training program and shall

not be copied or distributed without consent from CVW3.

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FA-18E/F Ground School

CVW3 NATOPS FLIGHT MANUAL

NAVY MODEL F/A-18E/F 165533 AND UP AIRCRAFT

THE AIRCRAFT

CHAPTER 1

COMBAT READINESS

CHAPTER 5

AIR-TO-GND SYSTEMS

CHAPTER 4

THE COCKPIT

CHAPTER 2

CARRIER OPS

CHAPTER 6

AIR-TO-AIR SYSTEM

CHAPTER 3

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FA-18E/F Ground School

Chapter 1 Meet The Hornet

The F/A-18E/F Super Hornet was designed as a carrier based strike fighter. The story in how the

Super hornet came to be is quiet unique to say the least.

The F/A-18E single-seat and F/A-18F and EA-18G are tandem-seat variants larger and more

advanced derivatives of the F/A-18C and D Hornet. The aircraft is powered by two F414-GE-400

turbofan engines with afterburning. The aircraft has a variable camber mid-wing with leading edge

extensions. Two vertical stabilizers are canted 20° outboard. The wings have leading and trailing edge

flap systems to provide the desired aircraft performance and stability characteristics. The dual rudder

and rudder actuator system provides directional control during flight.

This multi-mission aircraft is designed for Air-to-Air (A/A) and Air-to-Ground (A/G) weapon delivery. A/A

and A/G stores can be loaded on the eleven weapon stations. Armament also includes the M61A2

20MM gun system. Store capability includes conventional/nuclear capabilities. Mission range may be

extended by loading up to five external 480 US gallon fuel tanks.

The airframe is primarily aluminum with additional carbon/epoxy composite and titanium used for

various access panels and skins. Where additional strength is necessary, beta annealed bar, plate,

and forgings are used. High strength steel is used in the landing and arresting gear. Hydraulic tube

assemblies are titanium. Low observable materials are used to aid in the reduction of the radar cross

section (RCS).

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NOTE

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FA-18E/F Ground School

Specifications (F/A-18E/F)

General characteristics

Crew: F/A-18E: 1, F/A-18F: 2

Length: 60 ft 1¼ in (18.31 m)

Wingspan: 44 ft 8½ in (13.62 m)

Height: 16 ft (4.88 m)

Wing area: 500 ft² (46.5 m²)

Empty weight: 32,081 lb (14,552 kg)

Basic weight is approximately 31,500 pounds for the F/A-18E and 32,000 pounds for the F/A-18F.

Loaded weight: 47,000 lb (21,320 kg) (in fighter configuration))

Max. takeoff weight: 66,000 lb (29,937 kg)

Power plant: 2 × General Electric F414-GE-400 turbofans

Dry thrust: 13,000 lbs (62.3 kN) each

Thrust with afterburner: 22,000 lbs (97.9 kN) each

Internal fuel capacity: F/A-18E: 14,400 lb (6,780 kg), F/A-18F: 13,550 lb (6,354 kg)

External fuel capacity: 5 × 480 gal tanks, totaling 16,380 lb (7,381 kg)

Performance

Maximum speed: Mach 1.8 (1,190 mph, 1,915 km/h) at 40,000 ft (12,190 m)

Range: 1,275 nmi (2,346 km) clean plus two AIM-9s

Combat radius: 390 nmi (449 mi, 722 km) for interdiction mission

Ferry range: 1,800 nmi (2,070 mi, 3,330 km)

Service ceiling: 50,000+ ft (15,000+ m)

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FA-18E/F Ground School

Rate of climb: 44,882 ft/min (228 m/s)

Wing loading: 94.0 lb/ft² (459 kg/m²)

Thrust/weight: 0.93

Design load factor: 7.6 g

Armament

Guns: 1× 20 mm (0.787 in) M61A2 Vulcan nose-mounted Gatling-style cannon, 412 rounds

Hardpoints: 11 total: 2× wingtips, 6× under-wing, and 3× under-fuselage with a capacity of 17,750 lb

(8,050 kg) external fuel and ordnance

Missiles:

Air-to-air missiles:

4× AIM-9 Sidewinder or 4× AIM-120 AMRAAM, and

2× AIM-7 Sparrow or 2× AIM-120 AMRAAM

Air-to-surface missiles:

AGM-65 Maverick

AGM-84H/K Standoff Land Attack Missile Expanded Range (SLAM-ER)

AGM-88 HARM Anti-radiation missile (ARM)

AGM-154 Joint Standoff Weapon (JSOW)

AGM-158 Joint Air-to-Surface Standoff Missile (JASSM)

Anti-ship missile:

AGM-84 Harpoon

Long Range Anti-Ship Missile (LRASM), in the future

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FA-18E/F Ground School

Bombs:

JDAM precision-guided munition (PGMs)

Paveway series of laser-guided bombs

Mk 80 series of unguided iron bombs

CBU-78 Gator

CBU-87 Combined Effects Munition

CBU-97 Sensor Fuzed Weapon

Mk 20 Rockeye II

Others:

SUU-42A/A Flares/Infrared decoys dispenser pod and chaff pod or

Electronic countermeasures (ECM) pod or

AN/ASQ-228 ATFLIR Targeting pods or

up to 3× 330 U.S. gallon (1,200 L) Sargent Fletcher drop tanks for ferry flight or extended

range/loitering time or

1× 330 U.S. gal (1,200 L) tank and 4× 480 U.S. gal (1,800 L) tanks for aerial refueling system

(ARS).

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FA-18E/F Ground School

Limitations Engine Operating Limitations

During normal engine operation, engine parameters (e.g., N1, N2, and EGT) are maintained within limits by the FADEC. Refer to figure 4-1 for engine operation limitations.

CG Limitations. 16.8 to 31.8% MAC

Airspeed Limitations

The airspeed limitations for the basic aircraft (with or without pylons) in smooth or moderately turbulent air with the landing gear retracted and flaps in AUTO are shown in figure 4-2. Subsystem related airspeed limitations are shown in figure 4-3.

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FA-18E/F Ground School

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FA-18E/F Ground School

Gross Weight and Lateral Weight Asymmetry Limitations

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FA-18E/F Ground School

AOA Limitations - Flaps AUTO

Flaps FULL or HALF Limitations

NOTE

Rolling maneuvers up to abrupt, full stick (full stick in less than 1 second) are authorized within the AOA and acceleration limitations specified in figure 4-7. In ``Single axis inputs only'' regions, avoid rolling or yawing the aircraft while changing longitudinal stick position. It is acceptable to pull, stop, then roll or to pull and counter any roll-off induced by the heavy wing under g.

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FA-18E/F Ground School

ARS Limitations

Prohibited maneuvers with ARS installed:

Placing the LTD/R switch to ARM.

Afterburner operation with the hose extended.

ARS carriage limitations are listed in figure 4-9.

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FA-18E/F Ground School

Refueling Limitation

Maximum refueling pressure,

inflight or on the ground, is 55 psi.

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FA-18E/F Ground School

Prohibited Maneuvers

Environmental Flight in lightning or thunderstorms.

Systems

Takeoff with a FADEC DEGD indication (dual channel line outs).

Takeoff with a FCS A or FCS B DEGD.

Pulling any FCS circuit breaker inflight except as directed by NATOPS.

Use of RALT mode below 500 feet AGL.

Use of the auto sever/redeployment function of the ALE-50.

Landing with autopilot modes engaged except for the following:

Coupled Mode 1 ACLS landings to AN/SPN-46 systems with the FLAP switch in FULL. Mode o approaches are permitted with the FLAP switch in HALF. o Field landings with FPAH/ROLL engaged.

Coupled ACLS approaches to shore based AN/SPN-42 systems. Practice Mode II approaches to shore based AN/SPN-42 systems are permitted only during day VMC with a backup guidance source such as ICLS.

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FA-18E/F Ground School

Departure/Spin

Zero airspeed tailslides.

Intentional departures/spins.

Yaw rates over 40 degrees/second (yaw tone).

Holding roll inputs (lateral stick or rudder pedal) past 360° of bank angle change.

Inflight selection of RCVY on the SPIN switch.

Fuel and Engine Oil

Zero g except transient (over 2 seconds between +0.2 and -0.2g).

Negative g for more than 10 seconds (30 seconds required between negative g maneuvers).

Aircraft Loads

Field, FCLP, T&G, and carrier landings with lens settings greater than 4.0 degrees.

Pushing beyond -1g above 700 KCAS and below 10,000 feet MSL.

Holding lateral stick inputs past 180° of bank angle change when pushing between 0.0 and -1.0g.

Abrupt, full aft stick inputs (full aft stick in less than 0.25 seconds) are prohibited with less than 3,500 lb fuel. Under this aft CG condition, full aft stick inputs may exceed the g-limiter's capacity

Selection of manual spin recovery mode (SPIN switch in RCVY) seriously degrades controllability and prevents recovery from any departure or spin.

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FA-18E/F Ground School

to prevent an over-g and/or structural loads exceedance.

If lateral weight asymmetry exceeds 6,000 ft-lbs, due to either a 2,000 lb-class store or a wing mounted external fuel tank above half-full, the aircraft is limited to one-half lateral stick in the direction of the heavy wing when above 400 KCAS.

AUX release of external fuel tanks or aerial refueling store.

Operational Restrictions

Single-ship takeoffs with 90° crosswind component over 30 knots.

Section takeoffs with any of the following conditions: o 90° crosswind component over 15 knots. o Asymmetric loading over 9,000 ft-lb not including wingtip missiles or pods. o Dissimilar loading except pylons, FLIR, LDT, fuselage missiles, wingtip missiles or

pods, CVERS, MERS, or TERS.

Flight with GAIN ORIDE selected above 10° AOA or above 350 KCAS (flaps AUTO), 200 KCAS (flaps HALF), or 190 KCAS (flaps FULL).

Single-ship landings with 90° crosswind component over 30 knots.

Section landings with 90° crosswind component over 15 knots

Aero braking during landing rollout.

With GAIN ORIDE selected (fixed FCS gains), the aircraft is uncontrollable above approximately 450 KCAS.

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FA-18E/F Ground School

Systems

POWER PLANT SYSTEMS The aircraft is powered by two General Electric F414-GE-400 engines. The engines are low bypass, axial-flow, twin-spool turbofans with afterburner. The three stage fan (low pressure compressor) and the seven stage high pressure compressor are each driven by a single stage turbine. Military thrust (MIL) of each F414-GE-400 engine is approximately 13,900 pounds with maximum afterburner thrust (MAX) in the 20,700-pound class. Engine operation is controlled by a full authority digital engine control (FADEC), mounted on the engine casing. Each FADEC computer has two central processor units, channel A (CH A) and channel B (CH B), and is integrated with the Mission Computers (MCs), flight control computers (FCCs), and throttles. In the event of a control system failure, the FADEC automatically selects the channel with better capability. Manual FADEC channel transfer can be commanded by selecting the CH A or CH B pushbutton on the ENG display. When the throttle is at or above IDLE, the FADEC transfers control to the other channel only if the requested channel's health is no worse than the channel in control.

Engine Status

Engine status is reported by the FADEC and appears on the ENG STATUS line of the ENG display. The levels of engine performance capability, listed in descending order, are: NORM: Engine performance is normal PERF90: 10% or less thrust loss and/or slower engine transients. Afterburner is not inhibited

With GAIN ORIDE selected (fixed FCS gains), the aircraft is uncontrollable above approximately 450 KCAS.

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FA-18E/F Ground School

AB FAIL: No afterburner capability THRUST: Engine thrust is limited to between 40% and 90% and significantly slower transients IDLE: Engine is limited to idle power only SHUTDOWN: Engine automatically shut down

Flight Control System (FCS)

The base flight model in the VRS F/A-18E (and the real aircraft’s "flight model") is statically-neutrally

stable, to slightly unstable. The FCS is absolutely necessary in order to maintain stability and enforce

“basic control laws.” These laws determine aircraft response to pilot inputs by intercepting the

commands coming from, in this case, your game controller(s). The FCS provides departure resistance

by either refusing to accept or by attenuating pilot inputs that would otherwise lead to an aircraft

departure. Lastly, the FCS provides structural loads management by limiting g-available to prevent an

aircraft overstress or by retracting flight control surfaces at airspeeds that would otherwise exceed the

structural limits of the airframe. TheFlight Control System (FCS) is a “fly-by-wire”, full authority Control

Augmentation System (CAS). The FCS provides four basic functions:

Aircraft stability

Aircraft control

Departure resistance

Structural loads management

5.1 Flight Control Surfaces

There are 12 control surfaces on the F/A-18E/F:

Leading edge flaps (LEF) (x2)

Trailing edge flaps (TEF) (x2)

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FA-18E/F Ground School

Ailerons (x2)

Rudders (x2)

Horizontal stabilators (x2)

Dedicated spoilers (x2)

Most of these surfaces can work together to provide combined “functions” which increase aircraft

maneuverability. The current position of each individual surface can be monitored from the FCS

format on any DDI.

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FA-18E/F Ground School

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FA-18E/F Ground School

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FA-18E/F Ground School

CHAPTER 5

COMBAT READINESS

COMBAT READY Qualifications. The importance on attaining and maintaining combat readiness with in the fleet is essential for

survival. This training program follows the “MCO 3500.46 ATR Manual FA-18” as close as possible except for the use of A/C such as

F/A-18E/F. Each squadron within the fleet must maintain a Core capability in order to remain active combat status.

A core capable squadron is able to sustain 20 sorties on a daily basis during contingency/combat operations. The above sortie rates

are based on a 1.4-hour average sortie duration and assumes 70 percent FMC aircraft and 90 percent T/O aircrew on hand. If unit

FMC aircraft < 70 percent or T/O aircrew < 90 percent, core capability will be degraded by a like percentage. A core capable

squadron is able to accomplish all tasks designated in the unit METL from a main base, expeditionary base, or carrier.

LEVEL 2000

LEVEL 3000

LEVEL 5000

LEVEL 4000

BLANK LEVEL 6000

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FA-18E/F Ground School

METL/Core Skill Matrix

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FA-18E/F Ground School

LEVEL 2000 COMBAT TRAINING

LEVEL 2000

AAR 2000 – AAR 2001

LEVEL 2000

THREAT REACTION

LEVEL 2000

NIGHT SYSTEM

LEVEL 2000

LOW ALTITUDE TATICS

LEVEL 2000

AIR COMBAT MANUVERING

LEVEL 2000

BASIC FIGHTER MANUVERS

LEVEL 2000

BASIC AIR TO SURFACE

LEVEL 2000

CLOSE AIR SUPPORT

LEVEL 2000

AIR INTERDICTION

LEVEL 2000

TACTICLE AIRIAL RECON

LEVEL 2000

ARM RECONNAISSANCE

LEVEL 2000

QUALIFICATION FLIGHT

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FA-18E/F Ground School

2000 LEVEL TRAINING (FA-18E/F)

1. Air-Air Refueling (AAR) Purpose. To become proficient in aerial refueling operations.

General

These sorties may be combined with other syllabus flights.

Aerial refueling sorties should be flown IAW MCCRES Mission

Performance Standards.

Academic Training. Refer to MAWTS-1 Course Catalog.

Simulator Training. None.

Flight Training. (2 Flights, 2.6 Hours).

AAR-2000 1.3 R FA-18E/F A

Goal. Become proficient in day aerial refueling.

Requirement. Five contacts required for completion. If proficient, one contact required for completion.

Mission Performance Standards

Executes safe rendezvous procedures.

Uses proper communications procedures.

From a stabilized position, engages the basket expeditiously.

Responds quickly and safely to all communications and communications out signals from the tanker aircraft.

Prerequisite. None.

Ordnance. None.

External Syllabus Support. One tanker.

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FA-18E/F Ground School

AIR REFUELING

Before we go flying let’s review Air refueling procedures and standard communication procedures.

Prior to the briefing, review air-to-air refueling procedures in T.O. 1-1C-1-30. Be aware that air

refueling terms are defined in T.O. 1-1C-1. Obtain the air refueling information including tanker call

sign, refueling track, refueling altitude block, fuel offload, refueling frequencies, A/A TACAN channel,

and air refueling control time (ARCT). Determine the forecast weather for rendezvous and refueling.

Note the position, coordinates, and TACAN fixes associated with the air refueling initial point (ARIP)

and the air refueling control point (ARCP).

GROUND OPERATIONS

During normal after-start checks, check the air refueling probe extension in normal and emergency

mode. Ensure that the the probe extends fully and retracts fully.

ENROUTE

There are several different techniques for setting the radar control panel to search for the tanker. The

most common technique is to select 80 NM range with the acquisition symbols initially positioned in the

middle of the scope and antenna elevation set so that the tanker's altitude is bracketed (elevation knob

in the detent normally works). The steerpoint selected should correspond with a bull's eye that increases

situational awareness. Select either the ARCP, or the TACAN used to define the track.

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FA-18E/F Ground School

THE RENDEZVOUS

There are two methods of rendezvousing with the tanker: the point parallel and the fighter turn-on. The

point parallel is normally used any time the tanker has no aircraft refueling and the tanker is positioned

at the ARCP. The fighter turn on is generally used when there are several flights scheduled for the same

tanker and one flight is still refueling as the next flight begins its rendezvous, or when the tanker is in an

anchor pattern. Brief and use GCI to the maximum extent, but always monitor the geometry to ensure

an efficient rendezvous. Use the INS, radar, TACAN, and air-to-air TACAN to monitor the rendezvous.

Visualize the rendezvous geometry to detect deviations as they develop (e.g., insufficient lateral

separation or excessive heading crossing angle). Ensure altitude separation with the tanker is

maintained until visual contact is established and complete the armament safety check prior to putting

the tanker in the lethal envelope for the weapons you are carrying.

POINT PARALLEL

Normally, radio contact will be established with the tanker prior to arriving at the ARIP. Emission option

2 will be used as the normal air refueling communication procedure IAW T.O. 1-1C-1-30. If both the

tanker and receivers are on a common GCI/ATC frequency to obtain ground rendezvous assistance, the

change to the air refueling frequency may be delayed until positive radar/visual contact is established. If

under radar control, obtain bearing and distance to the tanker prior to changing to the air refueling

frequency. As soon as reliable radio contact has been established with the tanker, DME/radial

information from a common TACAN should be exchanged (if available). You must be cleared by the

tanker to depart the ARIP. Maintain 1,000' below the tanker until visual contact is made with the tanker.

You will proceed from the ARIP to the ARCP using all aids necessary to maintain on track. To provide

range information, one flight member will normally set the assigned A/A TACAN prior to departing the

ARIP. All flight members will normally monitor the rendezvous on their own radars. If the rendezvous is

proceeding properly; lead should tell the tanker to begin his turn to the refueling heading at 26° azimuth

on the radar at 21 NM range.

The terminal stage of the rendezvous is critical. The point-parallel rendezvous with proper airspeed will

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FA-18E/F Ground School

roll the tanker out 3 NM in front of the fighters. If the tanker turns too late or too slowly, an overshoot

may develop. If the tanker turns early or rapidly, a "cold" rollout (the tanker more than 3 NM ahead of

the receiver) results. During the tanker's turn, the tanker should be 45° left at 13 NM when halfway

through his turn and 34° left at 8 NM. If range is less at a checkpoint, ease back on the power and

advise the tanker to push it up while you perform a slight check turn away from the tanker. If range is

greater at a checkpoint, add power and turn slightly toward the tanker. Be aware that the radar may

enter the coast mode during the latter stages of the rendezvous.

FIGHTER TURN ON

You may use normal intercept techniques for a fighter turn-on rendezvous or follow the steps below.

The fighters turn instead of the tanker.

The fighters turn toward the tanker when the tanker is at 35° relative bearing and 15 NM slant

range.

Fighters maintain 350 KCAS throughout the rendezvous until the closure rate indicates an

airspeed adjustment.

The fighters will use 30° of bank during the turn.

The tanker should be at 7° relative bearing and 4.5 NM when the fighters are halfway through their turn.

The tanker will establish refueling airspeed when requested by the flight lead. The fighters will adjust

their airspeed as needed to achieve the desired closure rate. At the completion of this turn, the fighters

will normally be in 2.5 NM trail behind the tanker. Use caution to assure the radar contact is your tanker

and not an unknown or flight departing the tanker. If in doubt query the tanker. Also compare radar

range with A/A TACN range.

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RULE OF THUMB

As a rule of thumb, changing

fighter airspeed to 350 KCAS

decreases roll-out distance by 2

miles, thus allowing the fighters to

roll out approximately 1 NM behind

the tanker. The critical factor is to

ensure altitude separation until

established behind the tanker with

visual contact. Refueling airspeed

is 310 KCAS, so the tanker will be

awaiting a "push it up" call.

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FA-18E/F Ground School

RENDEZVOUS OVERRUN

When a rendezvous overrun occurs, the tanker or receiver pilot will immediately transmit a warning to all

members of the flight and initiate rendezvous overrun procedures. In the event of an overrun, the

receiver(s) will pass 1,000' below the tanker to ensure positive vertical separation. The receivers will

decelerate to 290 KCAS and maintain air refueling heading. The tanker will accelerate to 355 KIAS (350

KCAS) or Mach 0.90, whichever is lower, and maintain air refueling heading. When the tanker is in

positive visual contact ahead of the receiver, the receiver pilot will so indicate. The tanker will decelerate

to air refueling airspeed and normal closure procedures will be employed to establish contact.

OBSERVATION POSITION

As the flight approaches the tanker, the refueling boom operator will initiate a radio check which must be

acknowledged by all flight members. Wingmen move to the observation position when cleared by their

leader. This position is established to allow the aircraft in the refueling position complete freedom of

movement around the contact position. Receivers in the observation position will maintain a position

slightly behind the tanker wing and a minimum of one receiver wing span clearance laterally from the

tanker, unless IFR or night operations require less spacing. For a reference, align the tanker wingtip

light with the fuselage window aft of the wing root. Stack vertically to maintain a position which enables

you to see the tip of the opposite wing above the tanker's fuselage. The IP may fly an observation

position slightly aft of the one described above to allow him to observe other pilots refueling.

PRE-REFUELING CHECKS

Ensure all ordnance is safe and all aircraft systems which emit electrical signals (TACAN, IFF, RADAR,

ECM) are placed in a standby mode. If carrying external tanks and a full top off is desired, the air

refueling door should be opened approximately 3 - 5 minutes prior to commencing refueling. This allows

the external tanks to completely depressurize so that they can be filled. However, centerline tanks

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FA-18E/F Ground School

frequently do not completely fill, regardless of how long they have been depressurized. When the air

refueling receptacle is opened the flight control gains change, but there should be no trim change

requirement. Check for a blue RDY light and await clearance to the precontact position.

PRE-CONTACT POSITION

When the contact position is clear and the boom operator clears you to the precontact position, reduce

power slightly to move the aircraft back and down to the precontact position. Stabilize in a position

approximately 50' behind (one ship length) and slightly below the boom. A common error is to stabilize,

then slowly drift too far aft or be too low. Try to relax. When stabilized, notify the boomer you are ready

to assume the contact position by calling "call sign, stabilized and ready." When cleared by the boomer,

acknowledge, and slowly advance power to ease forward.

CONTACT POSITION

Movement in the vicinity of the air refueling boom must be smooth and deliberate. From the precontact

position, add only a small amount of power and wait for that power change to move you forward. As you

move, listen to the boomer and bring the receiver director lights into your field of view.

Since your rate of closure has been small, a 1 - 2% reduction in power is usually all that is required.

Remember that the engine trims in the direction of the throttle movement, and the amount of trim

change is proportional to the amount of power change. Normally, the boomer will tell you to stabilize

when you are aligned with the yellow stripe and in the heart of the boom envelope.

Once your plugged into the drogue, fuel transfer will be immediately. As soon as your receiving fuel call

“contact feeding”.

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FA-18E/F Ground School

MAINTAINING CONTACT

After contact, continue to fly formation referencing the tanker. It is difficult to perceive small movements

of your aircraft, so use the director lights or any part of the tanker itself to maintain position.

Do not delay these corrections, but make them smoothly and then wait to see the results of the

correction. Avoid over controlling. Realize that you maintain general position by visual reference to the

tanker and that you refine position via the receiver director lights or the boomer verbally.

In limited visibility use the tanker as your attitude indicator while in the contact position.

THE DISCONNECT

The boomer can and will initiate a disconnect if a trend toward any limit develops. If an unintentional

disconnect occurs, follow tanker directions. Return to the precontact position, stabilize, and await

clearance back to the contact position. Do not hesitate to initiate a disconnect at any time, especially if

you feel safety of flight requires such action.

If everything proceeds normally, the boom will automatically disconnect when the tanks are full.

Anticipate the automatic disconnect by monitoring fuel quantity and fight the tendency to slide forward. If

you are not getting a top-off, the boomer will advise you when you have your briefed offload. At this time

it is up to you to initiate the disconnect. As a general technique, most pilots will advise the boomer to

disconnect by saying, "disconnect now." Remain in the contact position until the boom is clear. Both the

receiver and the boom operator will acknowledge the disconnect.

Check your fuel quantity prior to departing the tanker.

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FA-18E/F Ground School

AIR REFUELING EMERGENCY PROCEDURES

BREAK AWAY

The breakaway is an emergency maneuver designed to ensure a separation between the receiver on

the boom and tanker. The tanker or receiver will initiate the breakaway by calling "tanker C/S,

BREAKAWAY, BREAKAWAY, BREAKAWAY" and flash all the director lights. Expect the tanker to

increase power and initiate a slight climb when clear of the receiver.

As a receiver in the contact position, depress the AR disconnect, ensure the boom is clear, and reduce

power to drop back and down until the entire tanker is in sight and cross check flight instruments. Use

speed brakes if necessary. Do not descend below the refueling block unless required by the emergency.

If flying the observation position, stay on the tanker's wing unless there is obviously something wrong

with the tanker, i.e., engine fire. If a breakaway is called prior to any receiver reaching the observation

position, the entire flight will execute the "receiver" breakaway procedure.

Systems Malfunction

When any system malfunctions or conditions exist which could jeopardize safety, air refueling will not be

accomplished except during actual fuel emergencies. Any time siphoning is noticed, you should be told

and the boomer will stop fuel transfer. The decision to continue is yours. A small amount of fuel spray

from the nozzle/receptacle during fuel transfer does not require fuel transfer to be terminated. The

requirement to continue fuel transfer will be at the discretion of the tanker or pilot experiencing

difficulties.

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FA-18E/F Ground School

FLIGHT BRIEF

All Right now that you have a good understanding to Air Refueling. It is each aircrew’s responsibility to maintain Proficiency. Each

aircrew shall practice Air refueling monthly on both the KC 10 and KC 135.

Today sortie will be AAR 2000 Air refueling. At taker is on station within the Fallon North MOA. On AR Northeast. This mission can

be flown a single ship or a 2 ship formation. Your task is to plan out your mission and prepare a full mission briefing.

If the Weather is VFR we will be transitioning to Fallon North MOA via “Still Water Transition” and if IFR we will be transitioning via

Yerin Departure.

Your task today will be to ensure meet requirements set out

Five contacts required for completion. If proficient, one contact required for completion. Mission Performance Standards will be based on

Executes safe rendezvous procedures.

Uses proper communications procedures.

From a stabilized position, engages the basket expeditiously.

Responds quickly and safely to all communications and communications out signals from the tanker aircraft. Good Luck.

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FA-18E/F Ground School

2000 LEVEL TRAINING (FA-18E/F)

AAR-2001 1.3 1 FA-18A/C/D A N (NS)

Goal. Become proficient in day aerial refueling.

Requirement. Five contacts required for completion. If proficient, one contact required for completion.

Mission Performance Standards

Executes safe rendezvous procedures.

Uses proper communications procedures.

From a stabilized position, engages the basket expeditiously.

Responds quickly and safely to all communications and communications out signals from the tanker aircraft.

Prerequisite. AAR-2000.

Ordnance. None.

External Syllabus Support. One tanker.

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FA-18E/F Ground School

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LEVEL 3000 COMBAT TRAINING

LEVEL 4000 COMBAT TRAINING

LEVEL 3000

BASIC AIR TO SURFACE

LEVEL 3000

AIR COMBAT MANUVERING

LEVEL 3000

ARM RECONNAISSANCE

LEVEL 3000

CLOSE AIR SUPPORT

LEVEL 3000

TACTICAL AIR CORDINATOR

LEVEL 3000

FORWARD AIR CONTROLL

LEVEL 3000

AIR INTERDICTION

LEVEL 3000

QUALIFICATION FLIGHT

BLANK

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FA-18E/F Ground School

LEVEL 5000 COMBAT TRAINING

LEVEL 4000

NIGHT SYSTEM

LEVEL 4000

AIR COMBAT MANUVERING

LEVEL 4000

AIR INTERDICTION

LEVEL 4000

ARM RECONNAISSANCE

LEVEL 4000

QUALIFICATION FLIGHT

LEVEL 4000

FORWARD AIR CONTROLL

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LEVEL 5000

LOW ALTITUDE TATICS IP

LEVEL 5000

AIR COMBAT TACTICS IP

LEVEL 5000

FORWARD AIR CONTROLL IP

LEVEL 5000

NIGHT SYSTEM IP

LEVEL 5000

SURFACE WAEPONS DEIVERY

LEVEL 5000

ARIAL WEAPONS DELIVERY

LEVEL 5000

FORWARD AIR CONTROLL IP

LEVEL 5000

BLANK

LEVEL 5000

BLANK

LEVEL 5000

BLANK

LEVEL 5000

QUALIFICATION FLIGHT

LEVEL 5000

BLANK

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LEVEL 6000 COMBAT TRAINING

LEVEL 6000

AAR 2000 – AAR 2001

LEVEL 6000

THREAT REACTION

LEVEL 6000

NIGHT SYSTEM

LEVEL 6000

LOW ALTITUDE TATICS

LEVEL 6000

AIR COMBAT MANUVERING

LEVEL 6000

BASIC FIGHTER MANUVERS

LEVEL 6000

BASIC AIR TO SURFACE

LEVEL 6000

CLOSE AIR SUPPORT

LEVEL 6000

AIR INTERDICTION

LEVEL 6000

TACTICLE AIRIAL RECON

LEVEL 6000

ARM RECONNAISSANCE

LEVEL 6000

QUALIFICATION FLIGHT