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

A1-AV8BB--NFM--000

9. Nozzle/Flaps/Duct Pressure — CHECK.

a. Set nozzles momentarily to approximately 50°.

b. Check flaps at approximately 62°.

c. Check duct pressure approximately 45 psi.

d. Place nozzles at the Hover Stop and check angle.

Initiate Takeoff:

10. Throttle — FULL.

11. Brakes — HOLD until airborne.

12. CHECK TOP END RPM and Water Flow (if armed).

13. During liftoff — ensure wings remain level. Hold heading and adjust attitude to prevent fore/aft drift.

14. When clear of ground effect (20 to 25 feet), gradually reduce power to establish a hover, or when passing 50

feet and clear of obstacles, begin transition to wingborne flight (see paragraph 7.3.2.4 Accelerating Transition).

7.3.2.2 Rolling Vertical Takeoff

An RVTO may be performed in those instances when a VTO is desired but the takeoff surface is deemed unsuitable.

The RVTO requires approximately 100 feet of ground roll and should be made as nearly into the wind as possible.

RVTO can be performed up to hover weight as calculated in Performance Data, A1--AV8BB--NFM--400. The Mission

Computer VREST function does not provide hover weight calculation, so VTO weight should be used as a

conservative estimate.

Configuration Checks (One Finger Checks):

1. Nozzle Rotation Airspeed (NRAS) — NOT REQUIRED.

2. Pitch Carets (PC) — SET.

3. STO Set — 70°.

4. Trim — SET.

5. Flaps — STOL.

6. Warning/caution lights — OUT.

Engine, Water System and Flight Control Checks (Two/Five Finger Checks):

7. Engine — CHECK.

8. Water — AS REQUIRED.

9. Nozzle/Flaps/Duct Pressure — CHECK.

a. Set nozzles momentarily to STO Stop and check angle.

b. Check flaps at approximately 62°.

c. Check duct pressure approximately 45 psi.

d. Place nozzles to 30°.

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Initiate Takeoff:

10. NWS — ENGAGE.

11. Throttle — FULL.

12. Brakes — RELEASE (no later than at initial tire skid).

13. Nozzles — STO STOP AS RPM PASSES -- 100 percent (--406 engine) -- 110 percent (--408 engine).

14. During liftoff ensure wings remain level and center the sideslip vane.

15. Begin transition to wingborne flight (see paragraph 7.3.2.4 Accelerating Transition).

7.3.2.3 Short Takeoff

The STO can be used for the widest variety of aircraft configurations, weights and runway conditions provided that

crosswinds remain within specified limits. Nozzle rotation airspeed (NRAS) and nozzle angle calculation can be

performed using Performance Data, A1--AV8BB--NFM--400, Mission Planning System (MPS), or the Mission

Computer VREST function.

CAUTION

When the takeoff surface is littered with hard foreign objects such as rocks

or stones and takeoff conditions permit, the use of AUTO flaps is

recommended to reduce the potential for flap damage due to debris impact.

VREST data is invalid for AUTO flap STOs.

Configuration Checks (One Finger Checks):

1. Nozzle Rotation Airspeed (NRAS) — SET AS CALCULATED.

2. Pitch Carets (PC) — SET.

3. STO Stop — SET AS CALCULATED.

4. Trim — SET.

5. Flaps — AS DESIRED (STOL or AUTO).

6. Warning/Caution Lts — OUT.

Engine, Water System and Flight Control Checks (Two/Five Finger Checks):

7. Engine — CHECK.

8. Water — AS REQUIRED.

9. Nozzle/Flaps/Duct Pressure — CHECK.

a. Set nozzles momentarily to STO Stop and check angle.

b. Check flaps for proper angle based on flap mode.

c. Check duct pressure approximately 45 psi.

d. Place nozzles at 10°.

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Initiate Takeoff:

10. NWS — Engage.

11. Throttle — FULL.

12. Brakes — Release (no later than at initial tire skid).

13. CHECK TOP END RPM and Water Flow (if armed).

14. Nozzles — STO Stop at calculated NRAS.

15. During liftoff — ensure wings remain level and center the sideslip vane.

16. Begin transition to wingborne flight (see paragraph 7.3.2.4 Accelerating Transition).

7.3.2.4 Accelerating Transition

Accelerating transition is the term used to describe transition from jetborne/semi--jetborne flight to wingborne flight.

The accelerating transition begins once the aircraft is clear of ground effect and at an altitude sufficient to avoid

obstacles and introduction of FOD onto the landing surface. A slight climb should be maintained throughout the

transition manuever. Accelerating transitions are performed using a capture attitude technique -- meaning the aircraft

is rotated in pitch until the depressed attitude symbol, or Witches Hat, coincides with the pitch carets. The capture

attitude technique decreases pilot workload, as well as reducing the probability of having AOA excursions early in

the takeoff maneuver due to pilot induced pitch oscillations.

During accelerating transitions, angle of attack must not exceed 15°.

Overrotation or high rotational rates may result in the AOA rising

uncontrollably even with the stick full forward. Uncontrollable pitch ups

are most likely to occur at extreme aft CG loadings and/or with the wing

flaps deflected more than 25°.

1. Throttle — FULL.

2. Set attitude — Witches hat at the pitch carets (Continue to maintain wings level and vane centered).

3. Nozzles — gradually rotate the nozzles aft. Nozzle rotation rate should enable the aircraft to maintain a slight

climb. (Maintain a nozzle angle of 25° or greater while in STOL flaps).

Note

Steps 2 and 3 are performed simultaneously, so that the effective nozzle

angle with respect to the ground does not increase when the attitude is being

set.

Once wingborne flight is achieved:

4. Reduce power in order to achieve the normal lift dry rating or less (extinguish the 15 sec light) and stop water

flow (if required).

5. Perform After Takeoff check or enter the landing pattern.

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CAUTION

Uncommanded nosewheel steering angle excursions may occur if after

lift--off an immediate turn is made. With lift--off above 100 KGS, the

nosewheel may cant to such a degree that undesirable ground handling

characteristics may occur on touch down. Extending upwind for approxi-

mately 10 to 15 seconds while rotational speed slows down can minimize

this gyroscopic effect.

7.3.3 Conventional Takeoff

The CTO can be used when configuration or environmental conditions preclude use of any other takeoff type (i.e.,

crosswinds or asymmetric loadings). The CTO is restricted to gross weights that will not cause the wheel/tire

limitation speed of 180 KGS to be exceeded on thetakeoff roll. Refer to Performance Data, A1--AV8BB--NFM--400.

The Mission Computer VREST function does not provide CTO performance calculations.

Configuration Checks (One Finger Checks):

1. Nozzle Rotation Airspeed (NRAS) — SET NOSEWHEEL LIFTOFF SPEED.

2. Pitch Carets (PC) — SET.

3. STO Stop — CLEAR.

4. Trim — SET.

5. Flaps — AUTO.

6. Warning/Caution Lts — OUT.

Engine, Water System and Flight Control Checks (Two/Five Finger Checks):

7. Engine — CHECK.

8. Water — AS REQUIRED.

9. Nozzle/Flaps/Duct Pressure — CHECK.

a. Set nozzles momentarily to approximately 50°.

b. Check flaps at approximately 25°.

c. Check duct pressure approximately 45 psi.

d. Place nozzles to 10°.

Initiate Takeoff:

10. NWS — Engage.

11. Throttle — FULL.

12. Brakes — Release (no later than at initial tire skid).

13. CHECK TOP END RPM and Water Flow (if armed).

14. At nose wheel liftoff speed — Gradually rotate with aft stick. Guard against over--rotation.

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15. During liftoff — ensure wings remain level and center the sideslip vane.

16. Set attitude — Witches hat at the pitch carets.

CAUTION

Uncommanded nosewheel steering angle excursions may occur if after

lift--off an immediate turn is made. With lift--off above 100 KGS, the

nosewheel may cant to such a degree that undesirable ground handling

characteristics may occur on touch down. Extending upwind for approxi-

mately 10 to 15 seconds while rotational speed slows down can minimize

this gyroscopic effect.

7.3.4 Formation Takeoff

7.3.4.1 Formation Vertical Takeoff

Formation Vertical Takeoff is not recommended.

7.3.4.2 Formation Rolling Vertical Takeoff

Formation Rolling Vertical Takeoff is not recommended.

7.3.4.3 Section STO

The Section STO provides the capability to launch a section of aircraft using the STO technique when conditions

make the time required to execute a formation rendezvous unacceptable or undesirable (i.e., low ceilings or poor

visibility). Aircraft conducting Section STOs should be likeconfigured (enginetype and gross weight). Line up with

a minimum lateral separation of one wingspan. The wingman shall be upwind with intakes forward of the leader’s

cold nozzles. The flight shall use the highest calculated NRAS and its corresponding nozzle rotation angle.

1. Takeoff checks — TWO/FIVE FINGER CHECKS COMPLETE.

2. Signal two or five fingers to flight lead.

Leader nods head:

3. Brakes — RELEASE.

4. Throttle — ADVANCE SMOOTHLY TO MAX RPM.

At NRAS leader nods head:

5. Nozzles — STO STOP.

6. Begin transition to wingborne flight while maintaining formation position (see paragraph 7.3.2.4 ).

When wingborne flight is achieved:

7. Flight lead nod head to initiate After Takeoff checks (see paragraph 7.3.5).

Section STOs should not be conducted a night.

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7.3.4.4 Section CTO

The Section CTO provides the capability to launch a section of aircraft using the CTO technique when conditions

make the time required to execute a formation rendezvous unacceptable or undesirable (i.e., low ceilings or poor

visibility). Aircraft conducting Section CTOs should belikeconfigured (enginetype and gross weight). Line up with

a minimum lateral separation of one wingspan. The wingman shall be upwind with intakes forward of the leaders

cold nozzles. The flight leader should use the rotation speed of the heaviest aircraft.

1. Takeoff checks — TWO/FIVE FINGER CHECKS COMPLETE.

2. Signal two or five fingers to flight lead.

Leader nods head:

3. Brakes — RELEASE.

4. Throttle — ADVANCE SMOOTHLY TO MAX RPM THEN LEAD SETS.

a. 93 percent rpm (--406 engine).

b. 100 percent rpm (--408 engine).

Just prior to rotation airspeed, flight leader gives go fly signal:

5. Wingman matches lead’s rotation rate and maintains lateral separation.

After safely airborne, flight leader nods head:

6. Initiate After Takeoff checks (see paragraph 7.3.5).

7. Wingman closes to standard parade position.

7.3.4.5 Section Stream STO or Division Stream STO

When multiple aircraft need to be launched together, but ceilings and visibility are great enough to permit a

rendezvous underneath, then a Section or Division Stream STO can be used. Aircraft conducting Stream STO need

not be identically configured. Line up on the runway with the flight lead on the downwind side with a minimum

distance between aircraft of 1,000 feet. Each succeeding aircraft should be staggered diagonally. On signal, all the

aircraft roll simultaneously and perform individually computed STO. (The flight lead transmits calculated

NRAS/STO STOP values only as a cross check for the flight.) When safely airborne, the flight leader reduces power

slightly to expedite the rendezvous.

CAUTION

Do not enter the jetwash of preceding aircraft during climbout.

Flight Leadertransmits “LEAD (Left/Right side), STREAM STO, (calculated NRAS value), (calculated STO STOP

value), (Wet/Dry)”:

1. Once in position with one finger checks complete — REPORT “(number in flight) ONE FINGER”.

Flight Leader directs “RUN’EM UP”:

2. Two/Five Finger Checks — REPORT “(number in flight) TWO/FIVE FINGER”.

Leader transmits “ROLLING, ROLLING, GO”:

3. Perform a normal STO on individually calculated numbers.

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4. Transition to wingborne flight (see paragraph 7.3.2.4 Accelerating Transition).

5. Initiate After Takeoff checks (see paragraph 7.3.5).

6. Execute formation rendezvous or deploy to assigned position.

7.3.4.6 Radar Trail Departure

Radar Trail Departures. Radar trail departure is normally used to get a flight of two or more airborne (4 is the

maximum allowed by OPNAV 3710) under IMC conditions. Local training flights requiring a DD--175 will need to

request non--standard formation in the remarks section. Circling minimums will be required. Airspeed is the primary

means for separation, using the radar to fine tune formation keeping. Aircrew will not begin radar switchology until

their aircraft is cleaned up.

Prior to Takeoff:

Set radar parameters to range while scan (RWS)/4bar/90°/10nm/MPRF/4 sec. aging, (use 6 bar for division takeoffs),

verify antenna coverage. Ensure the radar is not in the BIT cycle and all parameters are set prior to taking the runway.

Departure:

The primary mode of radar trail departures from a visual start (under the overcast) will be via BACQ or GACQ, and

then follow in STT. TWS should be avoided because it takes too long to extrapolate targets. Radar trail departures

will be conducted from an individual takeoff profile. A 30 second interval should give a 2 nm separation between

aircraft.

If trail is to be accomplished under a cloud layer with intent for an IMC climb, dash--2, once safely airborne, can select

either BACQ or GACQ and visually place the leader in the scan volume which will command STT. Once radar lock

is verified visually and with range/altitude, the wingman calls “tied”. The wingman further repositions himself to

a 1--2 nm trail.

If desired, a trail departure may be done as separate elements. From a 30 second interval as before, dash 2/3/4, once

safely airborne, will monitor the flight via the RWS parameters stated earlier. The wingmen maintain 2 nm separation

with AA TACAN, radar, and airspeed. As lead makes a turn, the wingmen lag all turns following the same flight

profile as lead rather than decreasing nose to tail. This is done by allowing the preceding aircraft to drift 5° laterally

for each mile if separated prior to starting the turn. For example, for 1 nm trail, let the lead/interval drift 5°, for 2 nm

trail, let the lead/interval drift 10°, and so on. Monitor Vc in the HUD or RADAR display and the airspeed of your

interval to ensure that you are not closing or opening. Lead and lag turns appropriately to maintain the correct 2 nm

spacing. Appropriate lag pursuit curves may be used to adjust distance (lead pursuit should be avoided due to

excessive closures without a visual). This profile will continue until a visual join--up on top can be accomplished.

Echelon formation will have the lead 30° left/right on the scope with approximately 170° target aspect, and range

will auto scale to better display 1--2 nm range to lead. Pure trail formation will show the leader on the nose with 180°

aspect.

If radar contact is lost, call “clean” if using RWS, or call “broke lock” if using STT. Select GACQ (visual) or RWS

(IMC) for reacquiring the lead. If a flight member is clean or breaks lock, the flight lead will call all turns and

headings, as well as passing each 5,000 feet of altitude change.

In division it is recommended that BACQ be used to more discriminately lock the next element (i.e., dash--3 locks

dash--2) if visibility/ceiling permits. If the weather causes you to be unable to visually confirm the lock, then the RWS

format described above will enable the pilot to see all elements of the flight. Once the flight has been detected, the

pilot must sort the formation and command a manual acquisition of his interval.

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D Positive deconfliction must be made within a division to ensure “simo”

joins on an element do not occur. This maybe done by verifying rangewith

AA TACAN and comm. Using RWR (buddy spikes) at these ranges will

not give adequate confirmation.

D Once radar contact is established, the pilot may fly the profile in either RWS

orSTT.UsingtheRWSmodewillbemoredifficult andlost detectionsmay

occur. STT will be the simplest method of precisely keeping position

during the climbout but will keep the wingman blind to all other traffic. In

all cases the wingman will be required to maintain the same ground track

as the lead, hence the requirement for lag pursuit.

7.3.5 After Takeoff

1. Landing Gear — UP.

2. Flaps — AUTO.

Selection of AUTO flaps shall be made when comfortably airborne at no less than 25° nozzle angle.

3. Nozzles — AFT.

4. Water switch — OFF.

5. STO Stop — CLEAR.

CAUTION

After takeoff, do not apply wheel brakes prior to, or as part of raising the

landing gear. Applying wheel brakes immediately after takeoff while the

wheels are spinning places undue stress on the main landing gear system

and may cause the main landing gear door to be pulled into the main wheel

well. If the main landing gear doors are jammed, the main landing gear will

not extend when the landing gear handle is lowered resulting in a main

landing gear up landing.

Note

With the landing gear up, the JPT limiters will throttle the engine back to

the maximum thrust rating when nozzle angle is reduced below 7° to 12°.

If operating near lift ratings (particularly on a wet takeoff), this sudden and

large thrust reduction must be anticipated or the last 20° of nozzle rotation

delayed until after power has been reduced with the throttle.

6. VTR — AUTO OR RUN AS REQUIRED.

7.3.6 CLIMB Performance Data

A1--AV8BB--NFM--400 specifies a simplified climb technique consisting of a constant airspeed climb until

interception of the specified Mach number, at which point a constant Mach climb is initiated. The initial phase of

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the climb is normally conducted at 300 KCAS, unless there is intent to level off and cruise below 10,000 feet MSL,

in which case the climb can be conducted at 250 KCAS.

7.4

INFLIGHT

Periodic checks of engine displays, fuel quantity, and instruments must be made to detect system anomalies early

on. Fuel asymmetry must be monitored to prevent development of asymmetric loads.

Note

Refer to Flight Characteristics, Chapter 11; All Weather Operation, Chapter

20; and Performance Data, A1--AV8BB--NFM--400.

7.4.1 10,000 Foot Check

1. Fuel transfer/quantity.

2. Cabin pressure.

7.4.2 18,000 Foot Check

1. Altimeter — 29.92 SET.

2. Cabin pressure.

3. APU secure if conditions permit.

7.4.3 IGV Check (--408A or --406 engine only)

This check should be performed at 5,000 feet MSL.

1. Set engine fan speed to 80 percent RPM.

2. Data — Record required data on card (Figure 7-2).

3. IGV Angle — Within bands indicated (Figure 7-3).

4. If IGV angle above indicated boundary execute IGV failure procedure for IGVs stuck at high angle.

5. If IGV angle below indicated boundary execute IGV failure procedure for IGVs stuck at low angle.

If the in--flight check results in an IGV angle for a given Cor Comp RPM

value that falls on or outside of the minimum/maximum operating lines,

treat as an IGV failure.

7.5

DESCENT

Perform the following checks before commencing descent:

1. STO Stop — CLEAR.

2. Weather — CHECK (ATIS information).

a. Verify wind speed and direction.

b. Verify ceiling and visibility.

c. Determine approach and landing suitable for weather and aircraft configuration.

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3. Instruments — Set--up.

a. STP — Set to intended point of landing.

b. TCN — Set to airfield/ship or A/A TCN per brief.

c. Courseline — Set to runway heading or approach Final Approach Course.

d. NAVFLIR, HUD, RADALT — Set to desired configuration for cueing to landing environment.

4. Fuel — CHECK.

a. Reset BINGO bug to briefed setting.

b. Balance asymmetry if greater than 300 pounds.

5. Temperature — PREHEAT/DEFOG (as required).

6. APU — AS REQUIRED (see Chapter 4, Figure 4-7).

7.6

LANDING

The break speed is 350 KCAS. The standard break interval is 2 seconds. VFR Straight--in--recoveries should be

accomplished using an en route formation to the initial point. The flight may be separated either in a clean or dirty

configuration. To separate the flight in the clean configuration, once established on extended final and with the field

in sight, wingmen should be detached by the flight leader at 2 nm intervals. 4 ship formations should detach dash

4 at 8 nm, dash 3 at 6 nm, and dash 2 at 4 nm to allow lead the ability to transition to the landing configuration 2 nm

prior to the landing threshold. Once detached, each flight member should ensure airspeed is below 250 KCAS,

transition to the landing configuration, select 25° nozzles, flaps as required, and slow to 8 to 10 degrees AOA. At

2 nm flight members should select 60 degrees nozzles (or as required for type landing) and slow to 10 to 12 degrees

AOA. To separate the flight in a dirty configuration, once established on extended final and with the field in sight,

the flight leader should lower landing gear as a flight. 4 ship formations should detach dash 4 at 7 nm, dash 3 at 5

nm, dash 2 at 3 nm. Once detached each flight member should select hover stop until approaching 8 to 10 degrees

AOA then reset nozzle angle to 60 degrees (or as required for type landing). The flight leader may provide the signal

to detach from the formation either via radio or visually. Flight members should strive to maintain interval between

aircraft once separated from the formation and fly a 3 degree glide slope, but at no time fly below the flight path of

the aircraft in front of them. Landings are normally made to centerline, and beyond the landing touch down point

of the preceding aircraft. Once comfortable, flight members should move to the side of the runway of expected exit

in order to provide an avenue for aircraft landing behind experiencing brake failure. FOD awareness and proper FOD

prevention intervals should always be maintained.

The break speed is 350 KCAS. The standard break interval is 2 seconds. At the break, apply bank angle, retard the

throttle and extend speed brake. Once below 250 KCAS, complete the Landing Checklist (7.6.1). Four methods of

landing are possible. These are Vertical Landing (VL), Rolling Vertical Landing (RVL), Slow Landing (SL) and

Conventional Landing (CL). The method of landing is dependent upon tactical and other conditions and must be

predetermined in order to properly configure the aircraft. In the case of VLs and RVLs, it is also necessary to calculate

landing performance using Performance Data, A1--AV8BB--NFM--400 or the Mission Computer VREST calculator.

A decelerating transition from wingborne flight is used to place the aircraft in position for a VL or an RVL. All other

landing types use a standard pattern approach to landing. On all rolling landings (CL, SL, RVL) the recommended

landing attitude is to place the depressed attitude symbol (Witches Hat) on to 2° above the horizon bar. Pilots should

expect turbulence and random trim changes when the aircraft enters ground effect (below 20 to 25 feet) as jet efflux

strikesvarious airframesurfaces, theaircraft mustbeactivelyflown allthewayto theground. Priorto engagingNWS

ensure the aircraft is tracking straight and the rudder pedals are centered. Power Nozzle Braking (PNB) is normally

used for most roll--on landings; however, the aircraft can be stopped using wheel brakes alone. If wheel brakes alone

are used after landing at speeds greater than 140 KGS and above 20,000 LBS GW, the pilot should expect main tire

fuse plug release approximately one minute after the aircraft comes to a stop. To achieve minimum braking distance,

the anti--skid system operates most efficiently when the brakes are applied 2 seconds after touchdown using a quick,

full pedal input held steady until taxi speed is reached. Do not cycle, pump or lightly ride the brakes. For crosswind

landing techniques and considerations, refer to Chapter 11, Crosswind Landing Operations.

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7.6.1 Landing Checklist

The following landing checklist is used to configure the aircraft for all four of the landing methods.

Note

Each aircraft cockpit contains a landing checklist placard. The content of

these placards varies substantially from the current version described in this

manual.

1. Gear — DOWN.

2. Flaps — AS REQUIRED (nozzles 25° or greater prior to selecting STOL flap).

3. STO Stop — CLEAR.

4. Duct pressure — CHECK.

5. Brake pressure — CHECK.

6. Water — AS REQUIRED.

If water is to be used:

a. Nozzles — AS REQUIRED.

b. Water switch — T/O (check for RPM rise).

c. Throttle — 105 PERCENT MINIMUM.

d. Check for green water flow light or W in the HUD, and water quantity countdown.

e. Water switch — AS REQUIRED.

D Proper performance of the water check is not a guarantee that the system

will activate and provide water flow later in the landing evolution. It is

essential that RPM, JPT and flow status be monitored if wet performance

is required.

D Failure of the water non--return valve may cause cavitation of the water

pumpresultingin lossofthrustwithout associatedwarning indications(i.e.

water flow light on but no flow). Monitoring JPT is considered crucial for

awareness of proper water system operation.

7. VTR — RUN.

8. Warning and caution lights — CHECK.

9. Lights — AS REQUIRED.

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On aircraft after AFC--391

(NWS Mod), it is imperative that the

ANTISKID switch be reset to ON. Landing with the ANTISKID switch in

NWS will result in the loss of antiskid protection during the landing and

will additionally result in the unintended selection of hi gain steering if the

NWS button on the stick is depressed and held with throttle below about

75 percent fan speed.

7.6.2 Decelerating Transition to a Hover

Decelerating transitions for VLs are started from a key position approximately 1/2 NM from the touchdown point

(preferably downwind) at an altitude of approximately 310 feet AGL. This places the aircraft on a slightly descending

flight path toward a point abeam the intended point of landing at approximately 150 feet AGL. From, or just prior

to arrival at, this abeam position, the aircraft then crosses to hover directly over the intended point of landing. (See

Figure 7-4.)

Approaching 180:

1. Nozzles — 60°.

2. Flaps — CHECK PROGRAMING AND DROOP.

3. AOA — 10° TO 12°.

Off the 180:

4. Adjust flight path with stick.

5. Control AOA with throttle or nozzles.

At the Key:

6. Set attitude — WITCHES HAT ON THE HORIZON.

7. Nozzles — HOVER STOP.

8. Minimize sideslip, ensure no more than 15° AOA and strive for 0° AOB until less than 30 knots. Increase

power as required to maintain a shallow glideslope (approximately 3°) to arrive abeam the landing site at 150

feet AGL.

At 60 KCAS:

9. Check for adequate performance margin — if more than two legs of the power hexagon then execute a waveoff.

Note

Due to numerous dynamic factors associated with every approach, a valid

60 knot check does not guarantee acceptable performance will remain for

the hover and vertical landing. 60 knot check validity is improved by

having the velocity vector on the horizon, a proper attitude and a steady

state power condition when approaching the check airspeed.

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10. Approaching landing site — Select ground references and monitor rate of closure. When closure is under

control and below 30 knots, cross over the landing site while remaining at 150 feet AGL minimum until over

a prepared surface. Flare slightly to stop, or use braking stop as required, and establish hover over the desired

landing point.

7.6.3 The Hover

The hover may be entered from a decelerating transition or a VTO. It is an interim period during which the aircraft

is held relatively stationary at an altitude of 50 to 60 feet AGL.

1. Control height with small throttle changes.

2. Maintain position with ground references.

3. RPM/JPT — WITHIN LIMITS.

7.6.4 Vertical Landing

The vertical landing, Figure 7-4, is commenced from a 50 to 60 foot AGL hover. Landing should be made pointing

into the wind to minimize exhaust reingestion.

1. Start a slow descent with the throttle.

2. Monitor ground references.

3. Maintain heading and adjust attitude and roll as necessary to correct for drift.

4. Maintain positive rate of descent. Avoid stopping in ground effect. Some throttle reduction may be required

if descent rate is slow sincethe aircraft will tend to stop in thearea ofmaximum LIDS capability (5 to 10 feet).

Additionally, surface winds in excess of 10 knots may degrade LIDS performance and may require a

corresponding coarse power correction just prior to touchdown.

Note

If strakes or gun pods are not installed some suck--down effect is present.

A power increase may be required near touchdown to prevent excessive

sink rate.

When positively down:

5. Throttle — IDLE.

6. Brakes — APPLY.

7. Nozzles — AFT.

8. Trim — 4° ND.

9. Water — OFF (if selected).

Note

Do not hover in ground effect. Avoid large pitch changes near ground to

prevent hot gas reingestion and hitting the tail bumper.

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7.6.5 Decelerating Transition to a Rolling Vertical Landing

The RVL should be used when the landing surface isn’t long enough to support a SL, but the landing area cannot

support a VL because it is subject to damage from heating or is a source of FOD. A ground speed of five to ten knots

is sufficient to avoid overheating and damaging asphalt in good condition. However, a ground speed of 60 knots or

higher will be required if FOD is a major concern. (At this speed objects blown up at touchdown will remain behind

the intake suction doors.) Decelerating transitions for RVLs are started from a key position approximately 3/4 nm

from the touchdown point at an altitude of approximately 310 feet AGL. At the key the aircraft attitude and estimated

nozzleanglearesetwhileacrabbed approachis usedto maintainrunway centerline.Theaircraftis flownon aslightly

descending flight path (approximately 3°) until the touchdown point reaches the desired level of depression in the

HUD. At this point, flight path can be adjusted to ensure precise landing on centerline and at the desired point.

Workload is increased slightly over the SL, particularly when making an approach into short runways or confined

areas. Such approaches require both precise centerline control and accurate control of the touchdown point by

variation of the glide slope. Care must be taken to avoid making a play for the intended point of touchdown or

checking back on the stick in close as these actions inevitably increase sink rate and cause the aircraft to bounce or

rock forward onto the nosewheel. Normally a glideslope of three degrees will satisfy the need to control touchdown

point and rollout distance. However, a steeper glideslope, up to 6 degrees, may be necessary when approaching over

significant obstacles into fields short enough to dictate touchdown as close to the threshold as possible. If runway

distance is critical and FOD potential is low, ground speeds slower than 60 knots should be considered. Performance

Data, A1--AV8BB--NFM--400, will permit the pilot to calculate max gross landing weight and nozzle angle for a

desired RVL approach speed. However, since RVL capability is directly related to VL capability, the following

relationships can be used (number based on STOL flaps, 10° AOA and nozzle angle as required to maintain KCAS).

TOUCHDOWN SPEED (KCAS)

MAXIMUM RVL WEIGHT

(ALL ENGINES, WET/DRY)

≤45 knots

VL weight

50 knots

VL + 2,300 pounds

55 knots

VL + 2,700 pounds

60 knots

VL + 3,100 pounds

65 knots

VL + 3,500 pounds

70 knots

VL + 4,000 pounds

Note

When targeting ground speed during an RVL, pilots must consider wind

speed and direction to endure that KCAS does not fall below that required

to maintain performance margin. Tail winds, steep descent angles and

higher ground speeds will increase descent AOA and may necessitate a

reduction in attitude or a change in other parameters in order to maintain

the 15° AOA limit.

Approaching 180:

1. Nozzles — 60°.

2. Flaps — Check programming and droop.

3. AOA — 10° TO 12°.

Off the 180:

Adjust flight path with stick Control AOA with throttle or nozzles.

ORIGINAL

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A1-AV8BB--NFM--000

At the Key:

4. Set attitude — Witches hat on the horizon.

5. Nozzles — AS REQUIRED, adjust to maintain desired ground speed.

6. Minimize sideslip, ensure no more than 15° AOA.

7. Adjust power to intercept desired glideslope to touchdown point.

At touchdown:

8. Throttle — IDLE.

9. Nosewheel steering — ENGAGE WHEN ROLLING STRAIGHT AND PEDALS ARE NEUTRALIZED.

10. Nozzles — AS SET.

11. Brakes — APPLY.

12. Trim — MINIMUM 2° ND.

13. Water — OFF.

14. Nozzles — LESS THAN 60° WHEN SLOW.

7.6.5.1 Slow Landing

The SL may be used when aircraft gross weight is too high for a VL or RVL or to reduce engine stress. Performance

calculations are required for heavy gross weights or short strips. There are four basic types of Slow Landings, the

specifictypebeing defined by acombination offlap position (STOL orAUTO)and whetherthenozzles remain fixed

during the approach or are varied as the primary means of airspeed control. These slow landing types are referred

to as the Auto Flap Fixed Nozzle Slow Landing (AFNSL), STOL Flap Fixed Nozzle Slow Landing (SFNSL), Auto

Flap Variable Nozzle Slow Landing (AVNSL), and STOL Flap Variable Nozzle Slow Landing (SVNSL). Any of

these four SL types can be modified at the in close position by application of Hover Stop or Braking Stop. (See

paragraph 7.6.5.2.1 Hover Stop Slow Landing/Braking Stop Slow Landing.)

7.6.5.1.1 Fixed Nozzle Slow Landing

The STOL Flap — FNSL, Figure 7-5, is the recommended slow landing technique and is the procedure on which

the Short Landing Distance Chart in A1--AV8BB--NFM--400 is based. It is significantly easier to accomplish than

a VNSL, requires less fuel for an approach and very nearly approximates the landing speeds of the variable nozzle

approach. With high temperature and pressure altitude and at heavy gross weight, care must be exercised as waveoff

capability may be degraded. The AFNSL is also simple to fly but will produce a substantially higher approach speed

and landing rollout. This approach is normally used when crosswind conditions preclude a landing below 140 KCAS

or when dealing with high asymmetric store loadings. The same landing approach path is used for either technique.

(See Figure 7-5.)

Approaching 180:

1. Nozzles — 60°.

2. Flaps — Check programming and droop.

3. AOA — 10° TO 12°.

Note

If power exceeds 92 percent rpm for the --406 engine or 100 percent rpm

for the --408 engine a lower nozzle angle should be used.

7-55

ORIGINAL

A1-AV8BB--NFM--000

Off the 180:

4. Adjust flight path with stick.

5. Control AOA with throttle.

At 30 to 50 feet AGL:

6. Set Attitude — Witches Hat on to 2° above the horizon.

7. Control ROD with throttle (200 to 400 fpm).

At touchdown:

8. Throttle — IDLE.

9. Nosewheel Steering — ENGAGE WHEN ROLLING STRAIGHT AND PEDALS ARE NEUTRALIZED.

10. Nozzles — AS REQUIRED (up to full braking stop).

11. Trim — MINIMUM 2° ND.

12. Throttle — AS REQUIRED (for PNB a maximum of 60 percent (--406) to 70 percent (--408)).

At 60 kts:

13. Throttle — IDLE.

14. Nozzles — HOVER STOP.

15. Brakes — APPLY.

16. Water — OFF.

17. Nozzles — LESS THAN 60° WHEN SLOW.

7.6.5.2 Variable Nozzle Slow Landing

The variable nozzle slow landing (VNSL) is used whenever the throttle needs to remain at a relatively constant setting

throughout the approach. There are numerous reasons why the pilot might elect to set a constant power setting. A

SVNSL with a high end throttle setting may be flown when attempting to perform a slow landing at the minimum

practical airspeed. In other cases, the pilot may elect to set power when engine reliability is suspect. The same landing

approach path is used for either technique. (See Figure 7-6.)

Note

Using STOL flaps requires a power setting high enough to prevent the

selection of nozzle angles less than 50°, but low enough to allow excess rpm

for waveoff capability. If less than 50 nozzles are used when in STOL flaps,

theflapswillraiseandwing liftwill belost. Accordingly,AUTO flapsshall

be used for VNSL if rpm is set less than 80 percent (--406 engine) or 90

percent (--408 engine).

ORIGINAL

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A1-AV8BB--NFM--000

Approaching 180:

1. Nozzles — 40° TO 60°.

2. Throttle:

a. 70 to 90 percent (--406 engine).

b. 80 to 100 percent (--408 engine).

c. Nozzles — AS REQUIRED TO ACHIEVE 8° TO 10° AOA.

d. Flaps — CHECK PROGRAMING AND DROOP.

Off the 180:

3. Adjust flight path with stick.

4. Control AOA with nozzles.

At 30--50 feet AGL:

5. Set Attitude — Witches Hat on to 2° above the horizon.

6. Control ROD with throttle (200 to 400 fpm).

At touchdown:

7. Throttle — IDLE.

8. Nosewheel Steering — ENGAGE WHEN ROLLING STRAIGHT AND PEDALS ARE NEUTRALIZED.

9. Nozzles — AS REQUIRED (up to full braking stop).

10. Trim — MINIMUM 2° ND.

11. Throttle — AS REQUIRED (for PNB a maximum of 60 percent (--406) to 70 percent (--408)).

At 60 kts:

12. Throttle — IDLE.

13. Nozzles — HOVER STOP.

14. Brakes — APPLY.

15. Water — OFF.

16. Nozzles — LESS THAN 60° WHEN SLOW.

7.6.5.2.1 Hover Stop/Braking Stop Slow Landing

The Hover Stop or Braking Stop Slow Landing (HSSL/BSSL) is used to minimize landing rollout distance. The

HSSL is easily controllable with the rate of descent being most critical as airspeed bleeds off quite quickly (especially

at high gross weights); therefore, the throttle must be adjusted to control the rate of descent. The BSSL method

requires careful judgement and should be attempted only after considerable V/STOL experience. Should the aircraft

bounce, anoseup pitch may occurwhich will require full forward stick and nozzleand/or powerreduction to correct.

CAUTION

During landings above 20,000 pounds gross weight, when the nozzles are

positioned beyond 70° to 75°, the aircraft sink rate can become difficult to

control and may result in the pilot exceeding the throttle JPT limiter switch

or landing at an excessive rate of descent. Nozzles positioned beyond 70°

to 75° severely limits the aircraft waveoff capabilities in the event of a

fouled landing area or unsatisfactory approach and may result in damage

to the aircraft.

7-57

ORIGINAL

A1-AV8BB--NFM--000

Utilize slow landing procedure until entering ground effect (10 to 20 feet):

1. Set Attitude — Witches Hat on to 2° above the horizon.

2. Nozzles — HOVER STOP.

Just prior to touchdown (2 to 3 feet):

3. Nozzles — BRAKING STOP (if desired).

After touchdown (if Hover Stop selected):

4. Throttle — IDLE.

5. Nozzles — BRAKING STOP.

6. Trim — MINIMUM 2° ND.

7. Throttle — AS REQUIRED (for PNB a maximum of 60 percent (--406) to 70 percent (--408)).

8. Nosewheel Steering — ENGAGE WHEN ROLLING STRAIGHT AND PEDALS ARE NEUTRALIZED.

After touchdown (if Braking Stop selected):

9. Throttle — AS REQUIRED (for PNB a maximum of 60 percent (--406) to 70 percent (--408)).

10. Trim — MINIMUM 2° ND.

11. Nosewheel Steering — ENGAGE WHEN ROLLING STRAIGHT AND PEDALS ARE NEUTRALIZED.

At 60 kts:

12. Throttle — IDLE.

13. Nozzles — HOVER STOP.

14. Brakes — APPLY.

15. Water — OFF.

16. Nozzles — LESS THAN 60° WHEN SLOW.

7.6.6 Waveoff From Vertical/Slow Landing

A waveoff may be required due to a fouled landing area, an unsatisfactory approach or insufficient power.

1. Throttle — FULL.

If nozzles at the braking stop:

2. Nozzles — HOVER STOP.

3. Maintain 8° to 12° AOA or Hover Attitude.

With wings level and vane centered:

4. Begin transition to wingborne flight (See paragraph 7.3.2.4 Accelerating Transition).

Note

Acceleration time to achieve full rpm during a waveoff may take up to 8

seconds based on initial throttle setting.

ORIGINAL

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A1-AV8BB--NFM--000

7.6.7 Conventional Landing

A standard CL, Figure 7-7, requires substantially greater distance to stop than a SL or RVL. Landing distance

available is a critical consideration when performing a CL. The brakes are designed primarily for V/STOL and are

marginal for a CL without PNB; therefore, No PNB CLs should be used only as an emergency procedure. Refer to

Performance Data, A1--AV8BB--NFM--400, for stopping distance with and without PNB.

Approaching 180:

1. Nozzles — AFT.

2. Flaps — Recheck in AUTO.

3. AOA — 10° to 12°.

Off the 180:

4. Adjust flight path with stick.

5. Control AOA with throttle.

At 30 to 50 feet AGL:

6. Set Attitude — Witches Hat on to 2° above the horizon.

7. Control ROD with throttle.

At touchdown:

8. Throttle — IDLE.

9. Nosewheel Steering — ENGAGE WHEN ROLLING STRAIGHT AND PEDALS ARE NEUTRALIZED.

10. Nozzles — AS REQUIRED (up to full braking stop).

Note

Porpoising on touchdown will normally be damped out by selection of the

braking stop. Do not use wheel brakes while conducting PNB.

11. Trim — MINIMUM 2° ND.

12. Throttle — AS REQUIRED (for PNB maximum of 60 percent (--406) to 70 percent (--408)).

At 60 kts:

13. Throttle — IDLE.

14. Nozzles — HOVER STOP.

15. Brakes — APPLY.

16. Water — OFF.

17. Nozzles — LESS THAN 60° WHEN SLOW.

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ORIGINAL

A1-AV8BB--NFM--000

7.7

POSTFLIGHT

7.7.1 After Landing

When clear of the active runway:

1. Trim — 4° ND.

2. Flaps — CRUISE FOR TAXI.

3. Water — OFF.

4. IFF — HOLD, WAIT 10 SECONDS, THEN AS DESIRED.

5. Master arm switch — OFF.

6. Emergency canopy shattering handle safety pin — INSTALLED (TAV--8B both cockpits).

7. Ground safety control handle — UP (TAV--8B both cockpits).

8. Oxygen switch — OFF.

9. APU — OFF.

10. Landing light — OFF.

When parked:

11.

Nozzles — 0° to 10°.

12.

Parking brake — SET.

13.

ANTISKID switch — ON.

14.

Flap switches — OFF.

15.

Engine life and max JPT — RECORD.

16.

Fatigue life count — RECORD.

17.

MENU, BIT — RECORD FAILURES.

a. If a SAAHS failure code or asterisks is displayed, do a SAAHS BIT before doing the auto BIT. If an SMS

failure code is displayed, select MAINT, SMS, then DISP. Record all failures by scrolling with DISP button.

b. AUTO BIT — PERFORM.

If RDR failure is displayed, select MAINT, RDR then B, O, and A respectively and record all failure codes

(FULL displayed during any of these operations means there are additional failures. Reselecting the

function will scroll through any additional failures).

c. Record other failures to include:

(1) GPS (Loads/errors).

(2) TPOD (DPFL).

(3) ARC--210.

(4) NAVFLIR/ARBS.

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ORIGINAL

A1-AV8BB--NFM--000

(5) IFF.

(6) ASE.

(a) ALQ--164.

(b) ALE--39.

18. MENU--TPOD--DATA--DPFL — RECORD FAILURES.

a. Hold DPFL until PFL list clears.

b. If PFL list returns, IBIT — PERFORM.

c. Record IBIT failures.

19. Display Computer — CHECK.

a. Set DP switch to PRIM then ALTER, record any failures.

b. Set DP switch to AUTO.

20. INS update — PERFORM/ACCEPT IF APPLICABLE.

Night Attack Aircraft:

21. LST/FLIR switch — AS DESIRED.

Radar Aircraft:

22. FLIR switch — AS DESIRED.

23. RADAR switch — OFF.

All Aircraft:

24. MENU, BIT, MAINT, INS, POST — RECORD INS DATA.

25. TPOD VRS — UNTHREAD. (IF TPOD loaded).

26. TPOD PWR — OFF. (IF TPOD loaded).

27. INS switch — OFF (minimum of 10 seconds before throttle OFF).

28. DDI, HUD, and COMM — AS DESIRED.

29. VRS — LOCAL/UNTHREAD.

30. SDAT — ERASE.

31. ODU — ACPT.

32. Aircraft — SECURE (chock and chain as necessary).

33. Throttle — OFF.

Before engine shutdown, the engine should be idled for a minimum of one minute, if possible, to allow temper-

atures to stabilize.

34. Fuel boost pump switches — NORM.

ORIGINAL

7-64

A1-AV8BB--NFM--000

35. DECS enable switch — OFF.

36. Fuel shutoff handle — OFF.

37. Battery switch — OFF.

38. Personal equipment — DISCONNECT.

Release the two upper Koch connectors from the parachute risers and the two lower Koch connectors from the

lower harness. Disconnect the oxygen/communication leads. Unfasten leg garters. Disconnect anti--g suit.

39. Conduct exterior inspection (Refer to paragraph 7.1.2).

7.7.2 Hot Refueling

The L and R TRANS lights are designed to indicate when the fuel pressure at the inlet to the respective feed tank

has dropped to a point where fuel transfer into the center tank may be insufficient. It provides the pilot with an

indication of fuel pressure, not an indication of fuel level in the fuel tanks. When the fuel tanks are full, it signals

therefueling valveto close, resulting in adrop infuel pressureand illuminationofthecorresponding TRANScaution

light. There are situations, though, when the illumination of a TRANS caution light does not correspond with the

fuel tanks being full. A more accurate indication of fuel levels in the tanks is the LEFT and RIGHT full advisory lights

located on theleft sidewindshield arch. Thefuel high thermistor that is used to determinewhen to close therefueling

valve is same one that illuminates the RIGHT or LEFT full advisory lights. These lights are designed specifically

to indicate full levels in their respective feed group. If a refueling valve fails to close during hot refueling, the fuel

pressure will not drop, and the TRANS caution light will not illuminate to indicate to the pilot that the tanks are full.

This could result in the tanks become overfilled and fuel to stream from the fuel vent mast. With the A/R probe switch

in the OUT position, and the RIGHT and LEFT full advisory lights are activated.

1. Aircraft — CHECKED FOR HOT BRAKES AND UNEXPENDED ORDNANCE.

2. All emitters — SECURED (TCN, RAD ALT, BCN, IFF, AWLS) OR EMCON SELECTED.

3. Nozzles — 10°.

4. Form Lts — OFF.

5. OBOGS — OFF.

6. RAM AIR — SELECTED.

If equipped with an air refueling probe:

7. A/R switch — OUT.

If not equipped with an air refueling probe:

8. A/R switch — IN OR OUT (NOT IN PRESS).

9. Cockpit configuration:

Note

On TAV--8B the seat status, safe or armed, must be the same for both

cockpits.

If Seat armed:

a. Canopy — CLOSED.

7-65

ORIGINAL

A1-AV8BB--NFM--000

10. Pilot strapped--in.

If Seat safe:

a. Canopy — AS DESIRED.

b. Straps — AS DESIRED.

11.

Fuel Load — AS DESIRED (ensure balanced).

LEFT full advisory light (IFR probe) or L TRANS light (no IFR probe) — signal for shutoff (1

FINGER

SIGNAL).

RIGHT full advisory light (IFR probe) or R TRANS light (no IFR probe) — signal for shutoff (2

FINGER

SIGNAL).

12.

After Hot Refueling adjust items in steps 2 to 8 as required.

7.8

RAPID REARM

Note

D Only like stores are authorized for re--loading.

D If hung weapons are present or any weapon failure exists, stop rapid rearm

and use standard rearming procedures. Complete the following checklist to

prepare the aircraft and aircraft systems for hot rearming.

IFF — HOLD, WAIT 10 SECONDS, THEN OFF.

ALQ--164 — OFF.

ALR--67 — OFF.

RADAR — OFF.

FLIR — OFF.

RADALT — OFF.

DMT — OFF.

APU — OFF.

TPOD — OFF.

10.

Master Arm — OFF.

11.

MENU — STRS. Verify no WPN FAIL.

12.

MENU — BIT. Verify no SMS BIT codes.

13.

MENU--BIT--SMSFF — Verify no WPN FAIL or HUNG indications.

14.

INS — GND ALGN.

Note

Do not turn INS off. The alignment will hold through the rapid rearm

procedure. Ordnance crews will ground the aircraft and establish

communications with the pilot with hand--and--arm signals or via ground

communication input directly to the aircraft. Once the above checklist is

complete communicate via “thumbs--up” hand--and--arm signal or voice

communications that the aircraft is ready for rapid rearm.

ORIGINAL

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A1-AV8BB--NFM--000

When the ordnance crew signals:

15. GEN — OFF (approximately 20 to 30 seconds).

On aircraft without AFC 392, Digital Engine Control Unit power is now provided by the battery. Monitor battery

voltage ensuring it remains greater than 16--volts. If any engine anomaly occurs, execute Emergency Engine

Shutdown procedures.

Note

Thegeneratormustbeofflinefor15to20secondsinorderforstoresstation

controllers to clear all electrical charge. The ordnance crew will install

cartridges in the BRU--36.

When the ordnance crew signals:

16. GEN — ON.

17. MENU--STRS — Verify weapon loadout is correct.

If weapon loadout is correct:

18. Signal to ordnance crew via “thumbs--up” hand--and--arm signal or voice communication indicating weapon

loadout is correct.

If weapon loadout is incorrect:

19.

Signal to ordnance crew via “thumbs--down” hand--and--arm signal or voice communication indicating

weapon loadout is incorrect.

20.

Troubleshoot.

Reset aircraft systems.

21.

IFF — ON.

22.

ALQ--164 — ON.

23.

ALR--67 — ON.

24.

RADAR — ON.

Note

RADAR sets will have to be reprogrammed.

25.

FLIR — ON.

26.

RADALT — ON.

27.

DMT — ON.

28.

APU — ON (if desired).

29.

TPOD — ON.

30.

INS — IFA or NAV.

31.

LASER CODE — PROGRAM AS DESIRED.

7-67

ORIGINAL

A1-AV8BB--NFM--000

7.9

SCRAMBLE OPERATION

The aircraft is designed to operate from forward sites in close proximity to the FEBA (forward edge of the battle area)

with minimum support. Normally such sites are dispersed, camouflaged and operated in such manner that each

aircraft is an independent entity except for control through communications. With the short reaction time available

due to the proximity to the FEBA and the STO capability, many formerly airborne evolutions, such as on--call close

air support or CAP, are conducted with the aircraft on the ground at a forward site. Before assuming the directed Ready

Condition, the pilot should perform normal preflight, start, post start and pre--takeoff checks. Shut down the engine

and set the parking brake. Dependent upon the prescribed ready condition the pilot may then be required to remain

strapped in the cockpit or may un--strap and remain in close proximity to the aircraft. If un--strapped, pull ground

safety control handle up. The battery switch position is dependent upon the radio monitoring requirement.

7.9.1 Scramble Interior Check

1. Harness — FASTEN (if unfastened).

2. Canopy — CLOSE AND LOCK.

3. Ground safety control handle — DOWN.

7.9.2 Scramble Engine Start

1. Battery switch — BATT.

2. Fuel shutoff handle — ON.

3. DECS enable switch — ON.

4. Engine start switch — ENG ST.

5. Throttle — IDLE.

6. Warning and caution lights — TEST.

7. Inertial navigation system — ALIGN.

Radar Aircraft:

8. RADAR switch — OPR.

All Aircraft:

9. Inertial navigation system — NAV/IFA AS REQUIRED.

10. FLAPS — ON/RESET.

11. Parking brake — RELEASE.

ORIGINAL

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A1-AV8BB--NFM--000

CHAPTER 9

Special Procedures

9.1

FORMATION FLIGHT

The following sections describe the parameters for each standard formation, procedures for maintaining position, and

the execution of formation flight. Figure 9-1 is a summary of all standard formations characterizing each formation’s

attributes with respect to environment, maneuverability, mutual support, and application. Refer to NTTP

3--22.1--AV--8B for more specifics on the tactical employment of each formation.

FORMATION

ENVIRONMENT

MANEUVERABILITY

VISUAL MUTUAL

STANDARD APPLICATION

SUPPORT

Section Formations

Instrument Departures and

Approaches

IMC or VMC

Parade

Limited

None

Break

Day or Night

En route IMC

En route VMC

VMC

Cruise

Average

Limited

Formation rendezvous

Day or Night

Administrative holding

En route VMC

Defensive Combat

Day VMC

Fair

Excellent

Medium to High Threat (A/S)

Spread

Battle Break

En route VMC

Offensive Combat

Day VMC

Good

Spread

Medium to High Threat (A/A)

En route VMC

Fighter Wing

Day VMC

Excellent

Limited

Tactical Holding

En route VMC (night)

Day or Night

Deployed Echelon

Excellent

Limited

Administrative execution (night)

VMC

Tactical execution (night)

Division Formations

Administrative execution

Division Parade

Day VMC

Limited

None

Break

Balanced Parade

Day VMC

Limited

None

Administrative execution

Fingertip

Day IMC

Limited

None

IMC penetration

En route VMC

Cruise

Day VMC

Fair

Limited

Administrative holding

Deployed Echelon

Night

Good

Limited

Night execution

Wedge

Day VMC

Good

Fair

Low altitude tactical execution

Box/Offset Box

Day VMC

Excellent

Low altitude tactical execution

Fluid Four

Day VMC

Excellent

Good

Medium altitude tactical execution

Wall

Day VMC

Limited

Excellent

Medium altitude tactical execution

Figure

9-1.

Standard Formations Summary

9-1

ORIGINAL

A1-AV8BB--NFM--000

9.1.1 Section Administrative Formations

9.1.1.1 Parade

The parameters for section parade are: a bearing line extended from lead’s aileron and flap hinge lines, maintaining

lateral distance by superimposing the outrigger landing gear wheel on the center of the fuselage avionics panel (door

60L or R), and stepped down by aligning the wingtip and bottom of the fuselage. See Figure 9-2.

9.1.1.1.1 Turns

Parade turns are either VFR parade turns or instrument flight rules (IFR) parade turns.

9.1.1.1.2 VFR Parade Turns

For VFR parade turns, if the lead rolls away from the wingman, the wingman maintains parade step down position

and rolls about his axis and matches leads roll rate and ultimate AOB. When using this technique, the lead aircraft’s

intake obscures the leader’s head making it difficult to exchange hand--and--arm signals. If the lead rolls into the

wingman, the wingman maintains parade bearing line, lateral distance, and relative step down position cues and rolls

about the lead’s axis. This requires a slight power reduction to maintain position during turn execution to facilitate

slight altitude and radius--of--turn reductions.

9.1.1.1.3 IFR Parade Turns

For IFR parade turns, the wingman maintains parade bearing line, lateral distance, and relative step down position

cues rolling about lead’s axis either with a slight increase in altitude on turns away or slight decrease in altitude on

turns into the wingman. Roll--rate should be slower to account for IMC limited visibility and so as not to induce

vertigo. At night, execute IFR parade turns.

9.1.1.1.4 Cross--under

Perform cross--unders by reducing power slightly to go sucked on the bearing line, while simultaneously descending

to achieveadequatevertical clearancefrom lead’s aircraft and jet wash. Ensuring aminimum nose--to--tail separation

of one--half aircraft length, cross under lead’s aircraft in a “U” shaped maneuver to a low and sucked position on the

otherside. Halfway through themaneuvertheaircraft fuselages should bealigned noseto tail. Onceon theotherside,

add power to climb and move forward to parade position. When flying in division fingertip, it is necessary for the

aircraft on the opposite side to make room for the crossing aircraft in division parade position.

9.1.1.1.5 Lead Change

The flight leader passes the lead to his wingman via voice communication or hand and arm signals. After

acknowledging receipt of the lead, the new dash 2 (the former lead aircraft) increases lateral separation slightly then

reduces power to move back to the parade bearing line. Power is then added to stop the aft movement and close back

to parade position.

9.1.1.2 Cruise

The parameters for section cruise are: a 120 degree cone aft of lead’s 3/9 line, a minimum nose--to--tail separation

of one aircraft length, and a slightly stepped--up position to enable the flight leader to keep sight of the wingman.

See Figure 9-3. To establish cruise formation, the flight lead uses a hand signal of a clenched fist with the thumb out

and the right arm alternating across each shoulder or stating, “CLEARED TO CRUISE.” When maneuvering, the

wingman maintains position in the cone inside or outside the lead’s turn radius to manage proper nose--to--tail

separation. Maintaining position in the cone is critical to ensuring collision avoidance if the lead maneuvers abruptly.

9.1.2 Section Tactical Formations

9.1.2.1 Combat Spread

There are two types of combat spread: defensive combat spread and offensive combat spread.

9.1.2.1.1 Defensive Combat Spread

The parameters for defensive combat spread are: abeam, 0.7 to 1.0 NM, and an altitude split of 1,000 to 3,000 feet

(above or below lead’s aircraft). If flying below 1,000 feet AGL, maintain co--altitude with the lead aircraft. See

Figure 9-4.

ORIGINAL

9-2

A1-AV8BB--NFM--000

Figure 9-4. Combat Spread

9.1.2.1.2 Offensive Combat Spread

The parameters for offensive combat spread are: abeam, 1.0 to 1.5 NM, and an altitude split of 3,000 to 5,000 feet

(above or below lead’s aircraft). If flying below 1,000 feet AGL, maintain co--altitude with the lead aircraft. See

Figure 9-4.

9.1.2.1.3 Combat Spread Execution

The flight lead initiates combat spread with a hand signal of an outward pushing motion with the hand and arm, with

the palm outboard or transmitting “TAKE DEFENSIVE (OFFENSIVE) COMBAT SPREAD ON THE RIGHT

(LEFT).” The wingman will take a cut away from lead, add full power, and fly to the briefed position (high or low).

To close the formation to cruise or parade, lead porpoises the aircraft or transmits, “CLEARED TO PARADE (OR

CRUISE).” The wingman will take a slight turn into lead and place him on or slightly above the horizon (on the

horizon if the flight is below 1,000 feet) and rejoin. A slight power addition may be necessary. Perform a

CV(Circling)/Running rendezvous and watch for lateral closure since aspect will be minimal. Continuously reference

the A/A TACAN distance measuring equipment (DME) throughout the maneuver.

9.1.2.1.4 Maintaining Combat Spread Position

If sucked, use a combination of geometry (e.g., a shackle turn) and power to regain position. If acute, take a cut away

to decrease downrange travel and reduce power as required. Reset the proper abeam distance after achieving the

proper abeam bearing line.

9.1.2.2 Fighter Wing

The parameters for fighter wing are: a bearing line 30 to 60 degrees aft of lead’s 3/9 line, 2,000 to 3,000 feet

nose--to--tail separation (0.3 to 0.5 NM slant range), and an altitudedifferential of1,000 to 3,000 feet (aboveorbelow

lead’s aircraft). If flying below 1,000 feet AGL, maintain co--altitude. See Figure 9-5. While maneuvering, wing will

maintain position off lead by using turn circle geometry. As lead turns, wing will maneuver to get on lead’s turn circle,

maintain position until the turn is just about complete, then float to the opposite side, resetting fighter wing. Turns

into the wingman will cause him to delay the turn until lead is about to cross wing’s nose. Wing will then roll in the

direction of turn, start the pull, place lead on the canopy rail, and fly on lead’s turn circle. Approaching the desired

heading, wing will float the turn to the outside and reset the fighter wing position. Turns away from wing require wing

to turn when lead turns. Wing will pull to lead’s turn circle and maintain position until approaching the desired

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heading. As lead rolls out on the new heading, wing will continue to pull, temporarily go belly up, and reset the fighter

wing position on the inside of the turn.

9.1.2.3 Deployed Echelon

This formation is similar to fighter wing but has increased nose--to--tail separation to facilitate increased mission

crosscheck time for the wingman by slightly reducing position keeping tasking. However, it is critical to maintain

the proper bearing line to prevent sliding to a trail position. It is extremely difficult to perceive closure, especially

at night, from a trail position. The parameters for deployed echelon are: a bearing line 60 to 70 degrees aft of lead’s

3/9 line, 0.7 to 1.2 NM slant range, and an altitude split of 1,000 feet above or below lead’s altitude. If flying below

1,000 feet AGL, maintain co--altitude. See Figure 9-5.

9.1.3 Section Tactical Maneuvering

This section details the procedures for maneuvering a formation other than parade or cruise. All turns are hard turns

(full--power, energy--sustaining turns) unless otherwise briefed. When maneuvering at altitudes above approximately

20,000 feet, at high gross weights, or high drag indices, turns are at full power and constant airspeed due to the

reduction of lift and g available.

9.1.3.1 Formation Altitude Splits

The altitude differential between aircraft in a formation is a balance between environmental considerations, threat

lookout/avoidance, and the airspace available. The primary de--confliction method for a visual formation is visual.

If at any time a visual formation is not maintained (e.g., times when both aircraft are working cockpit systems (TPOD,

RADAR, etc.)) a briefed altitude contract will be maintained for de--confliction. Traditionally, AV--8B formations

have been flown with 1,000 foot altitude intervals with the wingmen in a stepped up position. This is not required

if visual de--confliction is maintained. In some formations, (e.g., fighter wing), 1,000 feet of altitude split makes it

difficult for the wingman to maintain sight of lead in a stepped up position (500 feet of separation, level, or stepped

down may be preferred). Additionally, in combat, rarely is 3,000 to 4,000 feet of airspace available for unimpeded

use by a division. Flight leads will likely have to modify the altitude de--confliction to account for this. Wingman

will have to adjust by flying extremely disciplined formations to maintain visual separation and/or reduced lateral

and vertical separation. Use of the Automatic Flight Control (AFC) and altitude hold is encouraged to ease cockpit

workload.

Figure 9-5. Fighter Wing and Deployed Echelon

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9.1.3.2 COMM--OUT Maneuvering

COMM--OUT turns are the standard with a known (briefed) route or holding pattern. Called turns are the standard

when off the briefed route. COMM--OUT maneuvering procedures are:

1. The flight lead may use a double microphone click to get the wingman’s attention.

2. When observing a wing flash, wing turns into lead.

3. Always assume the turn is a 90 degree tac--turn unless:

a. Lead immediately turns into wing (cross turn or shackle turn).

(1) If cross turn, lead will continue the turn.

(2) If shackle turn, lead will roll out after approximately 45 degrees.

b. Lead immediately turns away (hook turn).

c. Lead turns after wing has turned 30 to 60 degrees (nav turn).

4. Lead turns into Wing without a wing--flash (assume tac--turn).

a. Lead rolls out after only 30 to 60 degrees of heading change (nav turn).

5. The only COMM--OUT turn not performed is a Hook Turn into the wingman as there is no effective

COMM--OUT method to signal this.

9.1.3.3 De--confliction

Wingmen are always responsible for de--confliction from the lead’s aircraft. For maneuvering at medium altitudes,

maintain the established trend (e.g., if stacked low, de--conflict low). For maneuvering below 1,000 feet AGL, the

wingman will always de--conflict above the lead aircraft.

9.1.3.4 Check Turn

A check turn is used to change course up to 30 degrees. Check turns are unique in that they are the only turns which

do not provide a built--in formation geometry fix. That is, check turns will put the formation out of position. Lead

initiates check turns by transmitting, “RAZOR 11, CHECK--LEFT/RIGHT.” Lead may also include the number of

degrees to turn or the new reference heading such as “RAZOR 11, CHECK LEFT REFERENCE 270.” COMM--OUT

check turns are not signaled, lead will simply turn to the new heading. Independent of how the turn is signaled, the

wingman must be proactive to minimize formation geometry misalignment by making immediate corrections to

reduce the time out of position.

9.1.3.4.1 Check Turns into Wingman

Due to a smaller turn radius, the wingman has a shorter distance to travel thus driving the geometry acute. Counter

this with an aggressive S--Turn. Perform the S--Turn in the horizontal or the oblique plane to slow downrange travel

and/or convert airspeed to altitude. As lead rolls out and the aircraft drops back to bearing, lower the nose to regain

airspeed then adjust the abeam distance if required. Avoid the tendency to simply reduce power to adjust geometry.

This causes the wingman to become slow and typically fall to sucked position unless the acceleration is properly

timed.

9.1.3.4.2 Check Turns Away from Wingman

Due to a larger turn radius, the wingman has a longer distance to travel thus driving the geometry sucked. Maneuver

to decrease turn radius and/or lower the nose to increase airspeed. Once on bearing, smoothly raise the nose and bleed

off excess airspeed to regain altitude. Avoid anticipating bearing line or pulling up too aggressively, thereby

stagnating or falling backed sucked. Avoid gaining excessive airspeed causing acute geometry or forcing a rapid

pull--up.

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9.1.3.5 Nav--Turn

Use a nav--turn to change course 30 to 60 degrees. The lead initiates the nav--turn by transmitting, “RAZOR 11,

NAV--LEFT/RIGHT.” COMM--OUT nav--turns are initiated into the wingman when lead initiates a turn into the

wingman. COMM--OUT nav--turns are initiated away from the wingman with a wing flash.

9.1.3.5.1 Nav Turns Into Wingman

For turns into the wingman, lead turns 30 to 60 degrees and rolls out. The wingman then executes a small turn to fly

70 to 80 degrees tolead’s flightpath andpass aheadoflead.It ismoreimportantto passin frontofleadthan toachieve

the 70 to 80 degrees track crossing angle. As the wingman crosses lead’s flight path, reverse course to arrive in combat

spread on the opposite side.

9.1.3.5.2 Nav Turns Away From Wingman

For turns away from the wingman, the maneuvering roles are exactly the opposite of a nav--turn into the wingman.

That is, after lead communicates to initiate a nav--turn, the wingman turns into lead 30 to 60 degrees. The wingman

stops turning when reaching the assigned heading or when lead initiates a turn into the wingman. As the lead crosses

the wingman’s flight path, lead reverses course to arrive in combat spread on the opposite side. The wingman is then

responsible for adjusting formation geometry to combat spread.

9.1.3.6 Tac--Turn

Use a tac--turn to change course 60 to 120 degrees. The lead initiates a tac--turn by transmitting, “RAZOR 11,

TAC--LEFT/RIGHT.” COMM--OUT tac--turns are initiated when lead turns or executes a wing--flash.

9.1.3.6.1 Tac--Turn Into Wingman

For tac--turns into the wingman, lead turns first. If executing a COMM--OUT tac--turn, lead simply starts turning

towards the wingman. If lead turns more than 60 degrees, this indicates to the wingman that a tac--turn is likely

desired, not a nav--turn (refer to rules above). The wingman delays turning until lead’s intakes are visible (i.e., lead

is in purepursuit). Thewingman then executes ahard turn to match lead’s heading, observes lead roll out aftergreater

than 60 degrees but less than 120 degrees of turn, and arrives on the opposite side of the formation.

9.1.3.6.2 Tac--Turn Away From Wingman

For tac--turns away from the wingman, the wingman executes a hard turn as soon as lead signals for a turn (voice

communication or wing flash). Unless indicating a specific heading, the wingman will turn for 90--degrees. After lead

rolls out on the new heading, the wingman is then responsible to adjust formation geometry.

9.1.3.7 Hook Turn

Use a hook turn to change course by 120 to 240 degrees. The hook turn is initiated when lead transmits, “RAZOR

11 HOOK--LEFT/RIGHT.” COMM--OUT hook--turns are only executed away from the wingman, never into the

wingman and are signaled only with a wing--flash. Lead turns away from the wingman as soon as the wingman starts

turning. To execute a hook turn, both aircraft perform a hard turn in the direction specified. It is critical to fly a

predictable hard turn to ensure proper formation geometry on roll--out. If lead and the wingman have differing turn

performance, the wingman will arrive acute or sucked and/or with too much or too little lateral separation.

9.1.3.7.1 Hook Turn Into Wingman

Always signal hook turns into the wingman via voice communication. As the turn begins, the wingman will lose sight

oflead. As theturn ends, thelead will losesight ofthewingman. It is critical that as theturn ends, the wingman either

quickly regains sight and establishes de--confliction orimmediately reports “BLIND”and begins to scan altitudeand

A/A TACAN DME while searching for lead. If the wingman reports “BLIND”, the lead must immediately report

status as well and positively establish de--confliction via altitude and headings.

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9.1.3.7.2 Hook Turns Away From Wingman

Hook turns away from the wingman are the mirror image of hook turns into the wingman. For this turn, as the section

is through 90 degrees of turn, the wingman is ideally at the lead’s 6 o’clock position. If the top of lead’s aircraft is

visible, lead is through more of the turn than the wingman. This will drive the wingman sucked and too close on

roll--out. Momentarily increase g and then re--establish a hard turn. Take caution to avoid pulling into buffet and/or

bleeding off maneuvering speed thus resulting in sucked geometry. Conversely, if the bottom of lead’s aircraft is

visible, lead is through less turn than the wingman. This drives the wingman acute and too far away on roll--out.

Momentarily reduce g to ease the turn and then re--establish a hard turn. Take caution to not float the turn into lead’s

airspace while simultaneously going belly up.

9.1.3.8 Cross Turn

Use cross turns to reverse course 180 degrees and provide excellent visual mutual support throughout the maneuver.

Lead initiates the cross turn by transmitting, “RAZOR 11, CROSS TURN.” The COMM--OUT Cross Turn is initiated

by a wing flash and is initially similar to a shackle. Once the wingman begins turning into lead, lead immediately

turns into the wingman. Instead of rolling out as in a shackle, the lead continues to turn thus signaling the wingman

to continue until course reversal. The wingman de--conflicts above and slightly outside of lead. Since the turn is

predicated on both aircraft making identical turns, any basic air work deviations affect the resultant formation

geometry.

As lateral separation decreases at cross turn initiation, the resultant lateral separation increases at turn completion.

This is exacerbated by higher altitudes, drag indices, and gross weights. If initiating a cross turn from defensive

combat spread, the wingman continues to turn past the final reference heading for 10 to 30 degrees to drive back to

the proper abeam distance.

9.1.3.9 Shackle

Use a shackle to readjust formation geometry, establish desired target area geometry, and/or delay momentarily to

correct route timing. The lead initiates a shackle by transmitting, “RAZOR 11, SHACKLE.” Lead initiates

COMM--OUT shackles by using a wing--flash to get the wingman to turn. Lead then turns as soon as the wingman

begins turning. Both aircraft roll--out after 45 degree of turn, cross paths, and then reverse to arrive in combat spread

on the original heading.

If using a shackle to adjust formation geometry, the amount of turn each aircraft executes varies to ensure proper

resultant formation geometry. If the formation is wide, then the procedures remain the same except that both aircraft

will not extend past the merge for the same length of time it took to get there. Generally, three seconds is a good

starting time for the delay. This time will vary somewhat depending on offensive or defensive combat spread and

the speed of the aircraft. If the wingman is acute or sucked, the geometry becomes more dynamic. The acute aircraft

turns more than 45 degrees, slowing downrange travel. He must not turn too farto avoid going sucked in theprocess.

In general, the acute jet should not cross the sucked jet’s flight path at an angle of greater than 90 degrees. On the

other hand, the sucked jet needs to increase its downrange travel to catch up with the acute jet. In extreme cases, the

sucked jet may just check turn to ensure he crosses the other aircraft’s flight path and drive into position. Remember,

the wingman has an altitude contract and is responsible for de--confliction.

9.1.4 Division Administrative Formations

9.1.4.1 Division Parade

The parameters for division parade are essentially the same as section parade except three or four aircraft are now

in parade formation. It is incumbent on the flight lead to minimize aggressive maneuvering (no greater than 30 deg

AOB) in this formation as the “whip” action makes it difficult for dash 3 and 4 to maintain a proper bearing line.

Gradual changes in airspeed are also recommended to ensure formation integrity. Pilots should delay transitioning

to division parade formation for as long as possible (e.g., after the final turn to the runway initial is complete).

Division parade should not be used for extended IMC penetration due to the “whip” effect and reduced visibility. See

Figure 9-6.

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Figure 9-6. Division Parade

9.1.4.2 Balanced Parade

The parameters for balanced parade are dash 2 and 4 maintain section parade on their respective leads. Then, dash

3 increases lateral separation on the lead aircraft until the outrigger landing gear wheel is in the center of thefuselage

avionics panel (door 60L or R) of dash 2; and stepped down by aligning the wingtip and bottom of the fuselage. This

leaves enough space between lead and dash 3 for dash 2 to cross under to form division parade. See Figure 9-6. Dash

2 positions on the opposite side of the lead aircraft from dash 3. Section cross--unders are performed by dash 3 in the

same manner as described in paragraph 9.1.1.2 with dash 4 executing a simultaneous cross--under on dash 3.

9.1.4.3 Fingertip

When entering IMC conditions with a three or four plane formation, the preferred option is to divide the flight into

a section and a single (3--ship) or into two sections (4--ship) in RADAR trail. If this is not feasible, the lead directs

the flight to assume fingertip formation. To execute this formation, start in balanced parade and have dash 3 move

up into parade on the lead. See Figure 9-7.

9.1.4.4 Division Cruise

The parameters for division cruise are dash 3 maintains fighter wing off the lead, dash 2 balances opposite dash 3

in section cruise on lead. Dash 4 maintains section cruise on dash 3. See Figure 9-8.

9.1.4.5 Administrative 3--Ship Division Formations

For administrative purposes, 3--ship formations simply drop the dash 4 aircraft from each one of the formations listed

above.

9.1.5 Division Tactical Formations

9.1.5.1 Deployed Echelon

The parameters for division deployed echelon are: all aircraft on a bearing line 45 degrees aft of lead’s 3/9 line. Dash

2 is 0.7 to 1.2 NM from lead. Dash 3 is from 1.2 to 2.5 NM from lead. Dash 4 is 0.7 to 1.2 NM from Dash 3. Dash

3 maintains an altitude split of level to 1,000 feet above or below lead. See Figure 9-9.

9-9

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A1-AV8BB--NFM--000

Figure 9-9. Deployed Echelon

9.1.5.2 Fluid Four

The parameters for fluid four are dash 3 flies defensive combat spread on lead, dash 2 and dash 4 fly fighter wing

on their respective leads, and maintain an altitude split of 1,000 to 3,000 feet. If flying below 1,000 feet AGL, the

formation is co--altitude. The division leader will establish the de--confliction plan based on mission requirements.

For example, for air--to--surface missions, the second section may be stacked high or for air--to--air missions, the

second section may be stacked low. While maneuvering, lead and dash 3 execute combat spread maneuvering

procedures while dash 2 and dash 4 maintain fighter wing positions on their respective lead. The second section must

provide positive de--confliction from lead’s section or broadcast its intentions. All turns should be level unless

de--confliction dictates otherwise. The wingmen need only to maneuver their aircraft with respect to their lead’s

aircraft as though they are in section. All section combat spread turns can be performed from fluid four. See Figure

9-10.

9.1.5.3 Division Box

The parameters for division box are: lead and dash 2 fly defensive combat spread, dash 3 and dash 4 fly defensive

combat spread between 1.0 and 2.5 NM behind the lead section, maintaining an altitude split of 1,000 to 3,000 feet.

If flying below 1,000 feet AGL, maintain co--altitude with the lead section. For an “offset box” the trail section offsets

3,000 feet left or right from the lead section. See Figures 9-11 and 9-12.

9.1.5.4 Wedge

The parameters for division wedge are: dash 2 maintains fighter wing while dash 3 and dash 4 fly defensive combat

spread between 1.0 and 2.5 NM aft of the lead section maintaining an altitude split of 1,000 to 3,000 feet. If flying

below 1,000 feet AGL, maintain co--altitude with the lead section. See Figure 9-13.

9-11

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A1-AV8BB--NFM--000

9.1.5.5 Wall

The parameters for division wall are dash 3 maintains defensive (or offensive) combat spread on lead, dash 2 and dash

4 maintain defensive (or offensive) combat spread on their respective flight leads. See Figure 9-14.

9.1.5.6 Tactical 3--Ship Division Formations

Figure 9-15 shows three ship tactical formation options.

FORMATION

OPTION

Deployed Echelon

“Ghost” Dash 2

Fluid Four

“Ghost” Dash 4

Box/Offset Box

Fly Offset Box with “Ghost” Dash 2

Wedge

“Ghost” Dash 2

Wall

“Ghost” Dash 4

Figure 9-15. Recommended Division 3 Ship Formation Options

9.1.6 Division Maneuvering

9.1.6.1 Fluid Four Maneuvering

Maneuvering in fluid four consists of combat spread section maneuvering between lead and dash 3. The wingmen

maintain a fighter wing position on their respective leads throughout the maneuvering. For continued mutual support,

after maneuvering has ceased, the wingmen resume fluid four ensuring they look through their respective leads into

therest ofthedivision. All calls areinitiated by thedivision lead to dash 3. Forexample: “RAZOR 21 FLIGHT, TAC

LEFT”. The division then executes a tacturn. Dash 2 and 4 remain silent throughout all maneuvers in this formation.

Transitions from fluid four to wedge/box may be accomplished however the flight lead dictates. Lead initiates the

transition by stating, “RAZOR 21 FLIGHT, ASSUME WEDGE/BOX”. Transitions are either executed by the

division lead with a 90° turn away from dash 3 orby dash 3 with a 90°turn into the division lead. Iflead pumps away

from the division, dash 3 then follows after the appropriate time delay to flow in trail. Dash 4 then assumes combat

spread position on dash 3. If dash 3 pumps into the division lead, after the appropriate time delay, he resumes the

original heading. Out of the turn, dash 4 assumes combat spread position. To transition from wedge/box back into

fluid four, the division lead initiates a 90° turn left/right followed by a reversal back to original heading in order to

expedite the transition. Both dash 2 and dash 4 then assume fighter wing on their respective leads to resume the fluid

four formation.

9.1.6.2 Box Maneuvering

All calls are initiated by lead to the wingman. For example: “RAZOR 21, TAC--RIGHT,” and they execute the

tac--turn. Dash 3 follows lead’s cues, restates the same intentions to his section, and initiates at the same point as the

lead section. This will typically occur anywhere from 4 to 12 seconds after lead’s call (“RAZOR 23, TAC--RIGHT”)

based on nose--to--tail distance between the first and second section. All turns can be performed from division

box/offset box.

9.1.6.3 Wedge Maneuvering

Assume any turns in division wedge to be 90 degrees unless called. Lead may give a reference heading or degrees

of turn for all other turns. In that case, lead may say, “RAZOR 21, HOOK RIGHT, REFERENCE 210.” Dash 2 will

remain silent since he is flying fighter wing. Dash 3 initiates the required turn after the appropriate delay with,

“RAZOR 23, HOOK--RIGHT (or CROSS TURN).”

9.1.6.4 Wall Maneuvering

Turns in division wall are limited to pumps, tac--turns, and hook turns.

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9.1.7 Formation Rendezvous

9.1.7.1 Running Rendezvous

A running rendezvous is a method of joining on a non--maneuvering aircraft from the rear quarter. The wingman

should know the leader’s airspeed to avoid an overshoot. The wingman should maneuverto achievea parallel course

with a moderate amount of lateral separation (< 500 feet). The visual cue for this is placing the lead aircraft between

the edge of the HUD glass and the canopy bow. The wingman simultaneously establishes a moderate rate of closure

on thelead (no morethan 50 knots). Sinceclosureis difficult to detect when approaching from therear, avoid placing

the velocity vector on lead’s aircraft and closely monitor the A/A TACAN DME. As the wingman approaches the

parade bearing line, reduce speed so as to arrive on bearing with no more than 25 knots of closure. The aircraft is then

flown up the bearing line to an appropriate formation position. If attempting to join a flight prior to entering IMC,

theflight lead should carefullyconsidertheceiling andflight clearancerequirements. Adjusttherendezvousairspeed

if necessary to expedite the join--up. If unable to safely join a flight underneath the weather, transition to a RADAR

trail departure. If conducting a running rendezvous in division, the flight lead should thoroughly brief the desired

side for each aircraft’s join--up if joining in any formation other than division parade.

In the event that closure is not under control during the final phase of a running rendezvous, execute an overrun with

the following procedures:

1. Lower the nose to create vertical separation.

2. Turn away from lead to increase lateral separation.

3. Throttle — IDLE.

4. Speedbrake — OUT.

5. Transmit “RAZOR 12, OVERRUN”.

6. Once slowed, allow the lead to pass by, intercept the bearing line, and complete the rendezvous.

9.1.7.2 CV (Circling) Rendezvous

A CV (circling) rendezvous is a method of joining up on a turning aircraft from the rear quarter. Again, the wingman

should know the leader’s airspeed. Although it is possible to rendezvous co--airspeed the circling rendezvous can be

expedited by using approximately 25 knots of closure when on the bearing line. The wingman maneuvers to pure

pursuit and holds this flight path until he enters lead’s turn circle. At this point, determine position relative to the

leader’s bearing line. If forward of the bearing line, go to lag pursuit by leveling wings or making a slight turn away

from lead. This maneuver should place the aircraft on or aft of the bearing line. If on the bearing line, turn to align

fuselages then readjust to the bearing. If aft of the bearing line, increase the rate of turn to fly toward the bearing line

while simultaneously aligning fuselages. Once achieving the bearing line, adjust fuselage alignment by placing the

lead aircraft just forward of the junction of the canopy bow and the lower edge of the windscreen. The wingman will

normally join to parade on the outside of the turn. This requires taking step down at one aircraft length of separation,

then executing a normal cross--under to IFR parade. If conducting this rendezvous as a division, wingmen must

maintain situational awareness of not only the lead aircraft but other aircraft conducting the join--up. If one aircraft

isslowtojoin,itmayrequiretheotheraircrafttostagnateonbearinglineuntiltheslow aircraftcompletes thejoin--up.

In the event that closure is not under control during the final phase of a circling rendezvous, execute an underrun with

the following procedures:

1. Lower the nose to create vertical separation.

2. Level wings to pass behind the lead aircraft.

3. Throttle — IDLE.

4. Speedbrake — OUT.

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5. Transmit “RAZOR 12, UNDERRUN”.

6. Oncestabilizedontheoutsideandcleared bylead, turninsidetoreestablish thefinal portionoftherendezvous.

9.1.7.3 Tacan Rendezvous

A tacan rendezvous is a method of using a tacan navigation aid to join aircraft that are not in visual contact. The

wingman must know the leader’s altitude. The leader flies to the briefed tacan fix, either inbound or outbound, and

establishes a constant angle of bank turn to the left at the pre--briefed altitude and airspeed. The joining aircraft

establishes altitude separation and then flies to the pre--briefed fix while visually searching for lead. To enhance the

probability of visual acquisition, each pilot should communicate his current position on the circle. The fix is point

one, 90° of turn is point two, 180° of turn is point three and 270° of turn is point four. Once the wingman is visual,

perform the appropriate rendezvous.

9.1.7.4 Rendezvous Technique

The use of nozzles to slow closure during a rendezvous is an acceptable technique but can lead to additional pilot

workload and the possibility of inadvertently leaving the nozzles out of the full aft position.

Inadvertently leaving the nozzles near the hover or braking stop position

can be mistaken for engine failure and result in aircraft damage and/or loss

of aircraft control. The following are indications of this condition:

—Lack of forward thrust despite full power.

—Inability to maintain level flight despite full power.

—15 Second light.

—Extreme sensitivity in the pitch axis.

—Duct pressure above 3 PSI.

—Nozzle indicator on EPI not AFT.

—RPM above 109% (combat disabled), or above 111% (combat enabled).

9.1.7.5 Night Unaided Considerations

Unaided rendezvous at night pose significantly more risk of midair collision due to the lack of closure cues and lack

ofvisual acuity. Strictadherencetoclosureratesis required,no morethan 25knots intrail and15 knotson thebearing

line. Because the aircraft will not be visible to the naked eye until in close when the closing aircraft’s own

anti--collision light begins to illuminate the lead aircraft, the light triangle should be used to approximate an

acceptable bearing line for re--join. The light triangle is defined as the upper anti--collision light positioned 1/3 of

the distance aft of the port/starboard position light and 2/3 of the distance forward of the aft position light. When on

bearing line, continuous monitoring of airspeed (closure) and the light triangle (bearing) as well as a disciplined scan

of proper altitude in the HUD is required to complete a safe join.

9.1.7.6 Night Aided Considerations

While night vision goggles improve the visual acuity at night, closure is difficult to assess without angular rates due

to the lack of depth perception. The night--time light triangle is still a valuable tool to use during a CV rendezvous;

however, thepilot will begin to seetheaircraft soonerthan an in closeposition. Oncethelead aircraft is seen visually,

a visual scan of the appropriate bearing and altitude should be commenced. Night--time closure rates should still be

controlled, no more than 25 knots in trail and 15 knots on bearing, in order to complete a safe join.

9-17

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9.2

AIR REFUELING

Note

Before air refueling operations, each pilot shall be familiar with the

NATOPS Air Refueling Manual and the flight characteristics of the air

refueling probe. See Flight Characteristics, Chapter 11. Air refueling is

authorized for the single seat model only.

Aerial refueling operations are authorized with the tankers listed in Figure 9-16. All tanker limits apply. Use of all

other tankers is prohibited. Aerial refueling operations are authorized in all cleared loading configurations. Ferry

loading CG must be maintained forward of 14.5 percent mean aerodynamic cord (MAC) by keeping the maximum

water quantity below 250 pounds.

9.2.1 Before Plug--in

The air refueling checklist should be completed prior to plug--in.

1. Master arm switch — OFF.

2. A/R switch — OUT (READY light ON).

3. Probe light — AS DESIRED.

Note

The L and R TRANS lights may illuminate after tank depressurization but

internal fuel will still be available to the center tanks by siphoning action.

CONTINUED

ORIGINAL W/IC 38

9-18

A1-AV8BB--NFM--000

PLATFORM

MINIMUM

MAXIMUM

MINIMUM

MAXIMUM

AIRSPEED

ALTITUDE

USAF

220 KIAS (USAF)

300 KIAS/0.86

Greater of 5,000’

35,000’ MSL

KC--135R^1,2,3,4

IMN

MSL or 1,500’

French AF

240 KIAS (FAF)

(most restrictive)

AGL

KC--135R^1,2,3,4

Spanish B707

230 KIAS

300

KIAS

1,500’ AGL⁶

35,000’ MSL

Italian B707

(Spanish⁵/Italian)

Australian B707

250 KIAS

(Australian)

Omega B707

230 KIAS

300

KIAS

Greater of 5,000’

35,000’ MSL⁷

MSL or 1,500’

AGL

Omega KDC--10¹¹

200 KIAS

290

KIAS

15,000 MSL

30,000 MSL

US/Spanish

210 KIAS

250

KIAS

1,500’ AGL

20,000’ MSL

KC--130

US KC--130J

190 KIAS

250

KIAS

1,000’ AGL

30,000’ MSL

Canadian

210 KIAS

250

KIAS

1,500’ AGL

15,000’ MSL

CC--130T

UK TriStar

230 KIAS

300

KIAS

1,500’ AGL

35,000’ MSL

(K Mk 1,

KC Mk 1)⁸

UK VC 10

260 KIAS

300

KIAS

1,500’ AGL

30,000’ MSL

(K Mk 2, K Mk 3,

K Mk 4)⁹

US S--3B

200 KIAS

275

KIAS

1,500’ AGL

25,000’ MSL

US KC--10

200 KIAS

290

KIAS

15,000’ MSL

30,000’ MSL

US F/A--18 E/F

230 KIAS⁶

250 KIAS¹⁰

12,500’ MSL⁶

17,500’ MSL⁶

Notes:

1. AR from boom drogue adapter not authorized. Refer to ATP--56.

2. Tanking position high and inboard relative to the MPRS tankers outboard engine may result in the receiver engine

rolling back or flaming out.

3. Lateral stick and trim inputs are required to counter the receiver aircraft tendency to roll toward the tanker.

4. While flying at the approach position (20 feet aft of drogue), small lateral trim inputs may be required to counter a

tendency to roll toward the tanker. Deviations inboard and outboard may require additional lateral stick inputs.

Deviations of more than 10 feet high can result in a strong sideslip (on right tanker wing, full left ball). Flight buffet is a

good indication to reposition down with respect to the tanker.

5. Optimum airspeed for tanker is 275 KIAS or 0.78 IMN, whichever is less.

6. Refueling below 10,000 feet requires special authorization from the RAAF.

7. Airspeeds between 250 and 300 KIAS are recommended above 30,000 feet MSL.

8. Use of tanker high pressure pumps not authorized.

9. Use of tanker high pressure pumps not authorized on centerline system.

10. AV--8B flying qualities may degrade rapidly outside of the F/A--18E/F refueling airspeed and altitude limits.

11. Maximum closure 3 KTS due to probe limit loads.

Figure 9-16. Authorized AR Platforms

9-18a (b Blank)

W/IC 38

A1-AV8BB--NFM--000

4. Airspeed — 190 to 300 KNOTS.

5. Angle--of--attack — 13° MAXIMUM.

6. Flaps — CRUISE.

STOL flaps may be used to maintain AOA below 13°. Use of AUTO flaps is prohibited prior to contact with

drogue basket.

Uncommanded programming of the flaps greater than 25° with nozzles less

than 20° will cause a severe nose down pitch rate. The extreme attitudes

coupled with the negative g’s of up to --2.5, as experienced by the pilot, will

be extremely disorienting and make cockpit functions difficult to perform.

A combination of full aft stick and rotation of the nozzles to an angle greater

than 40° are required to arrest this condition.

7. AFC — ENGAGE (if desired), Reduces workload.

8. Visor — DOWN.

9. Radar — SILENT.

9.2.2 Refueling Technique

Note

The following procedures, as applied to tanker operation, refer only to

single drogue refuelers.

Refueling altitudes and airspeeds are dictated by receiver and/or tanker characteristics and operational needs,

consistent with the tanker’s performance and refueling capabilities. This, generally, covers a practical spectrum from

the deck to 35,000 feet and 190 to 300 knots.

9.2.3 Approach

Once cleared to commence an approach, refueling checklists completed, assume a position 10 to 15 feet in trail of

the drogue with the refueling probe in line in both the horizontal and vertical reference planes. Trim the aircraft in

this stabilized approach position and ensure that the tanker’s (amber) ready light is illuminated before attempting an

approach. Select the drogue as the primary reference point on the tanker. Increase power to establish an optimum 3

to 5 knots closure rate on the drogue. It must be emphasized that an excessive closure rate will cause a violent hose

whip following contact and/or increase the danger of structural damage to the aircraft in the event of misalignment

or drogue take--up reel malfunction; whereas, too slow a closure rate results in the pilot fencing with the drogue as

it oscillates in closeproximity to theaircraft’s nose. Small corrections in theapproach phaseareacceptable;however,

if alignment is off in the final phase, it is best to immediately retire to the initial approach position and commence

another approach, compensating for previous misalignment by adjusting the reference point selected on the tanker.

Small lateral corrections with a shoulder probe are made with the rudder, and vertical corrections with the stabilator.

Avoid any corrections about the longitudinal axis since they cause probe displacement in both the lateral and vertical

reference planes.

9.2.4 Missed Approach

If the receiver probe passes forward of the drogue basket without making contact, a missed approach should be

initiated immediately. Also, iftheprobeimpinges on thecanopy lined rim ofthebasket and tips it, a missed approach

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ORIGINAL

A1-AV8BB--NFM--000

should be initiated. A missed approach is executed by reducing power and backing to the rear at an opening rate

commensurate with the optimum 3 to 5 knot closure rate made on an approach. By continuing an approach past the

basket, a pilot might hook his probe over the hose and/or permit the drogue to contact the receiver aircraft fuselage.

Either of the two aforementioned hazards require more skill to calmly unravel the hose and drogue without causing

further damage than to make another approach. If the initial approach position is well in line with the drogue, the

chance of hooking the hose is diminished when last minute corrections are kept to a minimum. After executing a

missed approach, analyze previous misalignment problems and apply positive corrections to preclude a hazardous

tendency to blindly stab at the drogue.

9.2.5 Contact

When the receiver probe engages the basket, it will seat itself into the drogue coupling and a slight ripple will be

evident in the refueling hose. The tanker’s drogue and hose must be pushed forward 3 to 5 feet by the receiver probe

before fuel transfer can be effected. This advanced position is evident by the tanker’s (amber) ready light going out

and the (green) fuel transfer light coming on. When the tanker’s (green) fuel transfer light illuminates the ready light

on the canopy bow goes out. While plugged--in, merely fly a close tail chase formation on the tanker. Although this

tucked--in condition restricts the tanker’s maneuverability, gradual changes involving heading, altitude and/or

airspeed may be made. A sharp lookout doctrine must be maintained due to the precise flying imposed on both the

tanker and receiver pilots. In this respect, the tanker can be assisted by other aircraft in the formation. When the tanks

are full the refueling valves close to stop the flow and the LEFT and RIGHT full advisory lights come on as follows:

With no external tanks - Flashing when the internal wing fuel tanks are full.

With two external tanks - Flashing when the external tanks are full.

With four external tanks - Steady when the inboard external tanks are full and flashing when the outboard external

tanks are full.

Switching from CRUISE flaps to AUTO flaps is authorized after probe engagement with the drogue. Selection of

AUTO flaps should occur after the aircraft is stabilized in the refueling basket and before aircraft angle of attack

increases above 5°. Waiting to initiate the transition from CRUISE to AUTO until the angle of attack has increased

above 5° will cause an abrupt change in flap position, resulting in a more severe pitch attitude change, oscillations,

and possible disconnect from the basket.

CAUTION

Transition from CRUISE flaps to AUTO flaps while tanking may result in

disengagement unless timely power corrections are made to correct

positional trends. If the flap transition results in a sustained pilot--induced

oscillation, execute emergency breakaway procedures. CRUISE or STOL

flaps must be selected before attempting to reconnect to the basket.

9.2.6 Disengagement

Disengagement from a successful contact is accomplished by reducing power and backing out at a 3 to 5--knot

separation rate. Care should be taken to maintain the same relative alignment on the tanker as upon engagement. The

probe will separate from the drogue when the hose reaches full extension. When clear of the drogue, place the A/R

switch to IN. The LEFT and RIGHT full advisory lights go out when the probe is fully retracted or if PRESS is

selected.

9.3

FORWARD OPERATING BASE

A Forward Operating Base (FOB) offers the MAGTF Commander flexibility through quick emplacement and

repositioning of forces, rapid response to battle requirements and enhanced survivability during counterattack.

Doctrinally, a FOB is an airfield used to support tactical operations without establishing full support facilities and

ORIGINAL

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A1-AV8BB--NFM--000

should not be confused with an Expeditionary Air Field (EAF) which is a construction method using AM--2

Aluminum Matting. The base may be used for an extended time period or abandoned as the battle moves and a new

FOB is established. Support from a main operating base is required to provide backup support for a FOB. The basic

requirements for a FOB are secure location, beyond indirect enemy fire but within a combat radius of 15 to 250

nautical miles, and accessible to logistical support lines.

An airfield can be considered a FOB even though the runway dimensions are comparable to a permanent airfield.

It is the absence of full support facilities such as standard airfield lighting, robust air traffic control services, or on

site or robust weather services that determine if Forward Base Operations (FBO) and considerations are appropriate.

Additionally, a FOB may be operating with waivers to standard airfield procedures so that operations can proceed

withoutextensivedelays.Waiverscanincludelightingrequirements,obstructionfreezones,orconcurrentoperations

restrictions (helicopter and fixed wing operations). During recent AV--8B employment in Operation Iraqi Freedom

and Operations Enduring Freedom, VMA squadrons have operated at An Numaniyah, Al Asad Air Base, Kandahar

International, and Bagram Air Base. Each airfield poses unique operating challenges due to variations in airfield

environment and support facilities and capabilities.

9.3.1 Concept of Employment

There are four types of FOBs: main base, air facility, air site, and air point. Categorization is determine by logistic

and maintenance support available, not by size or location. Each type of FOB has potentially unique challenges for

safe execution. A detailed discussion of each is published in MCWP 3--21.1, Aviation Ground Support.

9.3.2 FOB Operations Preparation

Prior to operating from a FOB, a detailed site survey must be completed IAW MAG or Wing SOP by designated

personnel from Operations, Logistics, Safety, and Maintenance Departments. Administration and Intelligence

Departments personnel may be required depending on the objectives of the FOB. The objective of a site survey is

to quantify the availability of support services, identify gaps in services and subsequent potential hazards and

challenges to operations. The endstate of the site survey is to develop Standard Operating Procedures (SOP) for FOB

execution.

9.3.2.1 FOB Site Survey

AFOBsitesurveyshallinclude,but isnot limitedto, inspectingflight planningfacilities, airfieldcondition, andATC

services. As part of the site survey, coordinate with the tenant command that is responsible for maintaining and

operating the facility to obtain a copy of the FOB SOP for detailed review. The objective of a site survey is to

determine what effects the condition of the FOB will have on maintaining tactically sound and safe operations.

9.3.2.1.1 Flight Planning Facilities

Adequate flight planning facilities are crucial for safe, detailed flight planning and execution. Research the

availability of the following flight planning resources: operating area navigation publications, airfield diagram, local

area of operations charts, weather services, and flight planning and preparation work spaces.

9.3.2.1.2 Airfield Inspection

AthoroughinspectionofallaspectsoftheFOBiscritical.Inspecttherunwaysandtaxiwaystodeterminedimensions;

location and types of arresting gear; visual landing aids; distance marker availability and visibility day and night;

condition of the surfaces; clearance from nearest obstacles; presence of FOD removal equipment and procedures; and

condition and layout of parking apron. The focus of this airfield inspection is to determine what effect the airfield

layout will have on Normal and Emergency procedures.

The airfield surface must be sufficiently hard to prevent the aircraft from sinking into the surface. A minimum CBR

(California Bearing Ratio) hardness of 8 to 10 percent at 3 inches below the surface is required for STOs, RVTOs,

RVLs, and SLs from a smooth strip. STOs, RVTOs, RVLs, and SLs from rough surfaces may damage the landing

gear.

9-21

ORIGINAL

A1-AV8BB--NFM--000

Finally, a detailed inspection of the expected landing point is required. In addition to determining suitability, surface

conditions, and durability, determine a precise GPS coordinate and elevation for all intended points of landing to

include airfield centerline at both approach ends and any vertical landing points. Accomplishing this will support

FBO recovery and landing procedures.

9.3.2.1.3 ATC Services

Liaison with all aspects of air traffic control (ATC) services at the airfield to include ground controllers, tower

controllers, Crash--Fire--Rescue, and radar services personnel. Obtain a copy of local course rules procedures.

Determine the availability of instrument approach services. The focus of the ATC services inspection is to determine

if modifications or waivers to FAA and/or OPNAVINST procedures are in place and what effect this will have on

Normal and Emergency procedures.

9.3.2.1.4 Normal and Emergency Procedures Review

Upon completion of the site survey and once a complete understanding of the status of the airfield, ATC services,

and flight planning facilities is achieved, conduct a thorough review of all Normal and Emergency Procedures

delineated in Chapters 7, 13--18 of this manual. These procedures may be modified to support the location of the site,

surrounding obstacles, threat, and terrain.

9.3.2.1.5 Landing Site Supervisor Kit

Compile and maintain a landing sight supervisor (LSS) kit with the following recommended equipment:

Lensatic compass.

Maps.

Colored panels.

Pyrotechnics (red flares and/or red smoke).

NATOPS manual and NATOPS emergency check list.

Flare pistol with red flares.

Goggles and sound suppressors or HST helmet.

Adequate VHF, FM, and UHF communications equipment.

Binoculars.

JMPS Computer.

GPS.

NVGs.

9.3.3 FBO Training

FBO are extremely challenging and pose potentially insidious hazards that are mitigated through a detailed SOP,

thorough pilot training, and standardized execution. Before executing from a FOB, thorough pre--deployment

training is essential. This training should include lectures, simulators and flights. Lectures should include aircraft

and engine handling specifics and Normal, Emergency, and instrument flight procedures germane to the FOB.

Simulator and flight training should replicate the flight conditions of the FOB as much as possibleto includeaircraft

configuration, runway dimensions, weather conditions as well as day, night and instrument flight scenarios.

9.3.4 FBO Execution

Since each FOB is unique, a detailed SOP is required that provides specificprocedures forpreflight, taxiing, takeoff,

recovery, and landing. These procedures should include instrument flight condition considerations and night

ORIGINAL

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A1-AV8BB--NFM--000

procedures. Furthermore, care must be taken during all ground operations to decrease the risk of FOD especially when

operating from an unprepared site. While at the FOB, due attention must be given to individual pilot proficiency and

currency in regard to the specific characteristics of the site.

9.3.4.1 FBO Supervision

DuetothedynamicenvironmentofFBO,havingaLandingSiteSupervisor(LSS)onstationfortakeoffs andlandings

will enhance situational awareness. The primary responsibility of the LSS is akin to a LSO--safe and timely recovery

of aircraft. The LSS can ensure the intended point of landing is satisfactory and support pilots with threat lookout,

Emergency Procedure execution, and airfield support services coordination. The LSS is another Risk Mitigation

resource. Others include Operational Duty Officers (ODO) and Supervisors of Flight (SOF) that can be positioned

in the airfield tower or squadron Operations Department to assist pilots during FOB operations. The LSS will

supervise a mandatory FOD walk and inspection. Additionally, the LSS will ensure visual aids are properly

positioned. The LSS shall check all equipment for serviceability including a communications check with all

applicable agencies and assets. Two--way radio communication between the pilot and the LSS is required.

9.3.4.2 Preflight

A normal preflight should be accomplished with particular attention to the intakes and LPC blades for possible

foreign object damage. Ensure clearance between obstacles and aircraft is adequate for performing post start control

checks. Inspect the immediate area for evidence of FOD.

9.3.4.3 Taxiing

Due to the hazards at a FOB, pilots must follow the taxi director’s signals precisely and taxi at a slow controlled rate.

Theantiskid system should beselected offfortaxiing in confined areas. Completeall requisite pre--takeoffchecklists

IAW the FOB SOP. Five degrees of nozzles and full nose down trim should be utilized, unless in the vicinity of other

turning aircraft. In that case, the nozzles should remain aft.

9.3.4.4 Takeoff

Aircraft performance and ordnance load, as well as FOB variables such as surface, slope, and obstacles, will all

determine which takeoff procedure to use. Every takeoff is considered a maximum performance maneuver and pilots

should enter the 14 degree pitch carats as well as program runway heading, relative wind and obstacles to determine

NRAS and abort capability.

CAUTION

A combination of aircraft gross weight, engine performance, environmen-

tal factors (e.g. temperature) and runway length, may induce an NRAS that

exceeds abort capability. If required, perform a wet STO to ensure either

abort capability is available or, at a minimum, STO speed is only slightly

greater than abort speed. If abort speed is less than wet STO NRAS,

determine modifications to Emergency Procedures that are appropriate for

that particular FOB.

Additionally, arming the ALE--39 to AUTO as part of the takeoff checklist may be necessary in certain tactical

situations.

Note

The 28 Vdc Armament BUS receives power from the Armament Contactor

Relay when the aircraft is weight off wheels and the landing gear handle is

in the up position. Therefore, the ALE--39 will only be available when

landing gear handle is selected up and the aircraft is weight off wheels,

independent of whether the gear is still in transition.

9-23

ORIGINAL

A1-AV8BB--NFM--000

Engine acceleration checks should be conducted on a FOD--free surface to the maximum extent practical. Avoid

positioning theaircraft with theintakes in close proximity to an expansion joint or areaof damaged runway to reduce

the risk of FOD ingestion during acceleration checks. Flaps and duct pressure checks should also be conducted on

a hard, FOD--free surface. Additionally, flap checks can be conducted at idle RPM.

9.3.4.5 CTO and STO Procedures

The following takeoff procedures have proven operationally effective during FBO execution in an effort to reduce

FOD ingestion from damaged runways and/or simultaneous helicopter and jet aircraft use. They are adaptable to fit

either a CTO or STO procedure. For a CTO, the aircraft rotation speed is defined by gross weight at takeoff and is

independentoftemperatureandaltimetersettings.DuringFBOexecutionwithaircraftgrossweightat 31,000pounds

and 12,000 feet of runway available, a CTO with a rotation of approximately 165 KCAS proved effective while

maintaining an abort capability. However, a tailwind will increase KGS faster than KCAS and potentially cause KGS

to exceed the limit for tire speed (180 KGS) before rotation airspeed is reached. Additionally, temperature and

altimeter settings affect a CTO in two ways. First, as temperature increases or altimeter setting decreases, the amount

of takeoff roll required to reach rotational speed will lengthen encroaching upon abort distance requirements. Second,

extremely high outside air temperatures and/or low altimeter settings may cause a slight difference between KCAS

and KGS inducing a rotation airspeed that exceeds the limit for tire speed. These conditions were particularly

exacerbated during the summer months with high ambient air temperatures and low altimeter settings. In these cases

a wet STO was executed with modifed procedures.

To determine the safest procedures, conduct detailed mission planning balancing the following factors:

1. Aircraft gross weight.

2. Forecasted maximum ambient air temperature and minimum altimeter setting.

3. Forecasted wind velocity.

4. Runway length available. Consider the worst case scenario, i.e. runway length remaining for the lead aircraft

if positioning a flight on the runway.

5. Airfield elevation.

6. Maintaining an abort capability.

The following procedures comprise a modified STO affecting the ground roll portion of the takeoff:

1. Position the aircraft so that the aircraft intakes are not directly over an expansion joint, an area of damaged

runway, or an area with FOD present.

2. All aircraft in the flight complete takeoff and acceleration checks as per paragraph 7.3.1 Takeoff Checklist and

report Two/Five finger.

Lead begins to roll and initiates takeoff:

3. NWS Engage.

4. Brakes -- release.

5. Allow aircraft to accelerate while maintaining throttle position at 60 percent RPM.

6. At 30 KGS smoothly advance the throttle to full power.

7. Complete CTO or STO procedure as per paragraph 7.3.2 or 7.3.3 as applicable.

When the next member of the flight recognizes that the preceding aircraft is at full power (exhaust plume and/or

engine noise), initiate takeoff beginning with step 3 above.

ORIGINAL

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A1-AV8BB--NFM--000

9.3.4.6 Recovery/Approach

Although each FOB is unique, sensor and system optimization to assist in maintaining situational awareness

throughout the recovery is essential. The FOB landing environment may be extremely dynamic due to weather,

airfield conditions, obstructions, threat, or concurrent operations with other aircraft, including helicopters. Therefore,

thefollowingprocedureswillensurethatallavailablesystemsandsensorsprovidecueingto thedesired landingpoint

prior to commencing either a VMC or IMC recovery, day or night.

1. Select the waypoint of the intended point of landing determined during the site survey. Box DESG--STP.

2. Scroll a courseline to the runway heading for recovery.

3. TACAN — AS REQUIRED.

Day/night VMC recovery: Air--to--Air TACAN--PROX set per flight brief.

Day/night IMC recovery: TACAN set to airfield channel.

Depending on day/night and/or VMC or IMC recoveries.

4. Sensor Select Switch — right to select NAVFLIR.

5. Select HUD projection on right MPCD.

6. Select the NAVFLIR in the HUD. Adjust brightness and contrast, as desired.

7. Sensor Select Switch — right to select HUD projection on the NAVFLIR.

Intercept local course rules for VMC or IMC recoveries, such as the overhead, straight--in, whirlpool, TACAN, PAR,

or AWLS, to become established in the landing pattern. Prior to recovery, a LSS can conduct a FOD inspection and

then select a position to observe all portions of the landing pattern.

9.3.5 Landing

Landings at a FOB are performed using the normal procedures for SL, RVL, or VL. The landing checklist will be

completed upon reaching the abeam position. In certain tactical situations, select AUTO on the ALE--39 as part of

the landing checklist may be necessary.

Note

The 28 Vdc Armament BUS receives power from the Armament Contactor

Relay when the aircraft is weight off wheels and the landing gear handle is

in the up position. Therefore, the ALE--39 will only be available when

landing gear handle is selected up and the aircraft is weight off wheels,

independent of whether the gear is still in transition.

The FOB environment may not be as clearly defined as that of a main base exacerbated by inclement weather and/or

night operations. Therefore, the intended point of landing may be lost from view during the approach. Fly a normal

approach utilizing system and sensor cues to reacquire visual contact with the correct landing area. Utilize the

courseline on the moving map, re--attack steering in the HUD, and NAVFLIR during the approach turn and while

rolling out on the final approach course to maintain situational awareness to the intended point of landing. Once on

final, the pilot’s attention should be directed toward acquiring and maintaining visual contact with the landing area

and any obstacles that should be taken into consideration. For a RVL a minimum ground speed of 60 knots is required

for landings on unprepared surfaces. Glideslope and intended point of landing should be selected with reference to

terrain in the approach corridor, landing surface condition and length, and aircraft performance. For a VL, depart the

9-25

ORIGINAL

A1-AV8BB--NFM--000

key using visual cues as necessary to arrive over the landing area at the appropriate altitude to prevent FOD and or

surface damage. Pilot attention must not be allowed to focus on the landing area to the exclusion of sideslip, AOA,

and airspeed. Cross the edge of the pad at 100 feet or above. This height should be increased to a minimum of 150

feet if the pad is on a loose surface, otherwise the ensuing dust cloud will impair the pilot’s view and the jet exhaust

could lift the pad. After a vertical landing, and where space permits, it is good practice to taxi clear of the point of

landing to avoid the possibility of the tires becoming heated by the landing surface.

The following landing procedures have proven operationally effective during FBO execution in an effort to reduce

FOD ingestion from damaged runways and/or simultaneous helicopter and jet aircraft use.

1. Execute an AUTO flaps, FNSL with nozzles at 50° for dry runway conditions. The resultant landing speed

is approximately 140 to 150 KGS.

After touchdown:

2. Rudder pedals -- center prior to engaging the nosewheel steering button.

3. Nozzles -- maintain 50 degrees or increase to hover stop to decrease stopping distance.

4. Flaps -- CRUISE as soon as practical.

Decelerating through 85 KGS:

5. Brakes -- engage with slow steady pressure until pedals are fully depressed. See Figure 13-1 for additional

information.

With braking action verified:

6. Trim -- full nose down.

7. Nozzles -- AFT as soon as practical. Ensure nozzles are aft prior to slowing to less than 60 KGS.

8. Brakes -- maintain full application until safe taxi speed. Minimize theuse ofPNB but do not allow theaircraft

to depart the prepared surface or run over the departure end gear because of a failure to apply PNB.

9.3.6 Night Operations

Night operations are permitted from a FOB only if adequate approach and landing environment lighting, either visible

or IR lighting, or visual cues are available providing lateral and directional cues during all phases of approach to

landing. Additionally, securing or dimming landing environment lighting may be effective to prevent NVG blooming

and increase NVG acuity.

9.3.6.1 Takeoff

No changes in takeoff technique are needed for night operations. If a VTO is carried out with limited lighting cues,

it is important that the attitude and heading needed for the transition are stabilized before the transition is started and

the lighting cues are left behind.

9.3.6.2 Landing

When making a VL or RVL at night with restricted lighting cues, there is a tendency to establish the hover at lower

heights than during daylight. This could lead to damage of the landing area and its surroundings. The use of the

landing lights or specially designed ground light cues is mandatory. For vertical landings, do not descend below 150

feet AGL without approval from the LSS.

9.3.6.3 Visual Aides

There are no fixed rules for laying out visual aids. The LSS may use colored panels, barrels or lights to provide line--up

and touchdown cues. At night aircraft will not descend below 150 feet AGL until cleared by the LSS. Sites for night

operations shall have sufficient lighting to provide lateral and directional cues.

ORIGINAL

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A1-AV8BB--NFM--000

CHAPTER 10

Functional Checkflight Procedures

10.1

GENERAL PROCEDURES

Requirements for Functional Checkflight (FCF) are listed in COMNAVAIRFORINST 4790.2 Series and will be

performed using the applicable Functional Checkflight Checklist. This section contains a detailed description of the

checkflight requirements, sequenced in the order in which they will be performed. The checkflight personnel will

familiarize themselves with these requirements prior to the flight. NATOPS procedures will apply during the entire

checkflight. Only those pilots designated in writing by the Squadron Commanding Officer shall perform squadron

checkflights. Checkflight procedures will be in accordance with the current edition of COMNAVAIRFORINST

4790.2. Minimum crew required for TAV--8B FCF will be one qualified FCF pilot.

PilotswhoperformFCFsshallbequalifiedinaccordancewithOPNAVINST3710.7(NOTAL)andthismanual.They

shall be given a thorough briefing, coordinated by maintenance control, through the use of appropriate Quality

Assurance (QA) work center personnel. This briefing shall describe the maintenance performed, the requirements

for that particular flight, the expected results, and corrective emergency action to be taken if required.

At the discretion of the CO, FCFs may be flown in combination with operational flights, provided the operational

portion is not conducted until the FCF requirements have been completed and entered on the FCF checklist.

Items contained in the FCF requirements are coded. This coding is intended to assist the FCF pilot in determining

which items pertain to thevarious conditions requiring checkflights. Perform theflight profileand applicablechecks

in accordance with the following checkflight conditions:

A. At the completion of aircraft rework and all calendar inspections.

B. After the installation of an engine, engine fuel control, or any FMU components (DECUs are excluded).

C. When fixed or movable flight surfaces, or flight control system components have been installed, reinstalled,

adjusted or rerigged and improper adjustment or replacement of such components could cause an unsafe operating

condition. This is a composite profile for a multitude of aircraft systems. Individual steps may be omitted based on

the nature of the maintenance performed if that individual system is not affected (i.e., a nozzle trim check is not

required for the replacement of the rudder and vice versa; a 450 knot trim check is not required for a nozzle trim

adjustment).

10-1

ORIGINAL

A1-AV8BB--NFM--000

Note

The presence of external stores may aggravate or invalidate some of the

flight checks in the FCF profile.

A new Functional Checkflight Checklist, A1--AV8BB--NFM--700, need not be initiated in flights which are a

continuation of the original FCF. Items not completed shall be noted on the card and a Maintenance Action Form

shall be initiated by the pilot for each discrepancy. After appropriate maintenance is accomplished, another FCF can

be flown using the open card, checking the remaining items. When the flight is satisfactorily completed the original

card will be closed out.

At cooler ambient temperatures or when operating with the --408 engine, it may not be possible to operate theengine

at JPTs high enough to conduct all the JPT limit checks defined in the FCF. If a JPT limit check cannot be completed

because of low JPTs the check can be deleted. At warmer ambient temperatures it may not be possible to operate the

engine at fan speeds high enough to conduct all the fan speed checks defined in the FCF (JPT limit had been reached).

If a fan speed check cannot be completed because of JPT limiting, the check can be deleted.

ORIGINAL

10-2

A1-AV8BB--NFM--000

PROFILE

10.2

PREFLIGHT

A B C

Exterior inspection — PERFORM.

Perform an Exterior Inspection in accordance with paragraph 7.1.2 Particular attention shall

be made to check for loose or improperly installed panels in those areas where maintenance

has been performed.

A B C

Before entering cockpit checks — PERFORM.

Perform the Before Entering Cockpit checks in accordance with paragraph 7.1.3.

Ensure ordnance SIM codes are loaded in stores management computer and BRU--36 bomb

rack hooks are open. Ordnance SIM codes are loaded using the MPCD, ODU, and UFC with

H4.0.

A B C

After entering cockpit checks — PERFORM.

Perform the After Entering Cockpit checks in accordance with paragraph 7.1.4.

A B C

Auxiliary power unit — START (if translational start is planned).

PlaceAPU generatorswitch to ON. TheAPU advisory light comes on and theAPU GENlight

is out. If the APU GEN light comes on, place APU GEN switch to RESET then release. All

aircraft electrical buses except the main ac, main dc, armament and master arm buses will be

powered. On TAV--8B 163856 and up, AV--8B 163659 and up, the APU advisory light comes

on only when the APU is ready to accept an electrical load.

A B C

DDI, HUD, COMM, and UFC — ON AND AS DESIRED.

UHF/VHF RSC — CHECKS.

a. Perform functional check of COMM 1 and COMM 2.

b. Select MAN on the ACNIP and select a preset channel. Perform a functional check on

program 1 and program 2.

c. KY 58 — CHECK.

A B C

Warning and caution lights — CHECK.

Check warning and caution lights for proper operation.

10.3

STARTING ENGINE

A B C

1. DECS power — CHECK.

CAUTION

Failure to enable DECS prior to engine start

could result in a rapid uncommanded rpm

increase.

10-3

ORIGINAL

A1-AV8BB--NFM--000

PROFILE

a. DECS enable switch — CHECK OFF.

b. EFC warning, EFC caution, and JPTL warning lights — CHECK ON.

c. DECS enable switch — ON.

d. EFC warning, EFC caution, and JPTL warning lights — CHECK OFF.

e. Fuel shutoff handle — ON.

f. EFC switch — CYCLE.

Check EFC caution light comes ON momentarily and then goes out.

g. EFC switch — POS 2.

A B C

Fuel shutoff handle — CHECK.

Grasp handle and attempt to pull up without pressing button. If handle moves out of the located

position attempt to lock again. If handle fails to lock, do not start aircraft.

A B C

Parking brake — ON.

A B C

Throttle — OFF.

A B C

Nozzles — AFT TO 10°.

If nozzles are dropped and nozzle handle is not aft to 10°, have ground crewman lift nozzles

to 0° to 10°, and simultaneously push the nozzle handle to corresponding position before

engine start. If the nozzles will not stay up on their own, hold the handle during the start until

pressure is relieved from the handle.

A B C

Engine start switch — ENG ST.

On a direct engine start, the GTS normally lights off in about five seconds, after which the

engine begins to rotate.

On a translation start (APU started first), there is a ten second deceleration of the APU before

the GTS engages to start the engine.

A B C

Throttle — IDLE (after indication of rpm).

a. Maximum JPT during engine start is 475 °C.

b. Acceleration time to 20 percent rpm — 35 seconds maximum after selecting IDLE.

CAUTION

Underhotengine/fuelconditions, groundstarts

may exhibit slow acceleration to idle rpm/

stagnation and rapid JPT rise toward the

starting limit of 475 °C.

ORIGINAL

10-4

A1-AV8BB--NFM--000

PROFILE

A B C

Engine start switch — OFF.

BY 15 percent RPM.

If the engine start switch does not disengage automatically by 15 percent rpm, manually place

switch OFF to prevent damage to the GTS.

A B

At idle check the following:

a. RPM — CHECK.

(1)

25.8 to 26.2 percent (--406 engine).

(2)

28.4 to 29.0 percent (--408 engine).

(3) Idle rpm should increase 1 percent rpm per 1,000 feet of pressure altitude starting at

1,500 feet pressure altitude.

b. JPT — CHECK.

(1)

535 °C maximum (--406 engine).

(2)

545 °C maximum (--408 engine).

c. Inlet guide vane angle — 31° to 39°.

With engine at idle, check that the IGV display on the DDI is 31° to 39°.

d. Fuel flow — 18 TO 24 PPM.

e. Sortie JPT — RESET.

A B C

10. HYD 1 AND HYD 2 pressure — 3,000 ±200 psi.

A B C

11. Brake accumulator pressure — 3,000 ±200 psi.

A B C

12.

Brake pressure — CHECK.

With the brake pedals fully pressed, check that brake pressure is 2,700 psi minimum.

A B C

13. DDI — MSC BIT.

a. On BIT display — PRESS MSC.

(1) Verify DC backup displays are present in the HUD and MPCDs.

(2) Verify normal displays are restored after approximately 30 seconds.

b. Record all failures.

A B

14. Boost pumps — CHECK.

a. Left and right pump switches — OFF.

Check pump lights on.

10-5

ORIGINAL

A1-AV8BB--NFM--000

PROFILE

b. Left and right pump switches — DC.

(1) Check pump lights off.

(2) Check voltmeter stable at approximately 27 volts.

c. DC test switch — SET TO MAIN.

(1) Check STBY TR caution illuminates at approximately

24.75

volts.

(2) Check voltmeter returns above 25.5 volts.

d. DC test switch — SET TO STBY.

(1) Check voltmeter drops to approximately 25.5 volts.

(2) Left and right pump switches — NORM.

Check for a 1 volt increase.

e. DC test switch — SET TO CENTER POSITION.

A B C

15. Warning and caution lights — TEST.

16. Landing gear position indicators — GREEN.

10.4

BEFORE TAXIING

Night Attack Aircraft:

A B C

1. FLIR switch — FLIR.

Radar Aircraft:

A B C

2. LST/FLIR switch — LST/FLIR.

3. Radar — CHECK.

Placeradarcontrolswitchto OPR.TEST andtest numberwill bedisplayed inupperleftcorner

ofDDIand(afterapproximately1minute)atime--outcrossisdisplayedin thelowerleftcorner

of the DDI. A Maltese cross replaces the time--out cross (after approximately 3 minutes)

indicating that warmup is completed.

All Aircraft:

A B

4. JPT limiters switch — CHECK.

a. JPT limiters switch — OFF.

Note rpm rise of 3.3 to 4.3 percent for the --406 engine and 6.0 to 7.0 percent for the --408

engine.

b. JPTL warning light — CHECK ON.

(On AV--8B 163519 and up, TAV--8B 163856 and up, voice — LIMITER OFF, LIMITER

OFF.)

ORIGINAL

10-6

A1-AV8BB--NFM--000

PROFILE

c. EFC switch — SET TO POS 1.

Check EFC caution light comes on momentarily and then goes off. (On TAV--8B 163856

and up, AV--8B 163519 and up, voice — CAUTION, CAUTION.)

d. JPT limiters switch — ON.

Note rpm drop 3.3 to 4.3 percent for the --406 engine and 6.0 to 7.0 percent for the --408

engine.

e. JPTL warning light — CHECK OFF.

f. EFC switch — SET TO POS 2.

A B

Manual fuel — CHECK, THEN OFF.

Place manual fuel switch ON and check MFS caution light on. (On AV--8B 163519 and up,

TAV--8B 163856 and up, voice -- MANUAL FUEL, MANUAL FUEL.) Maintain idle limits.

Placewaterswitch to TO and notesteady rpm. Placewaterswitch OFF, then placemanual fuel

switch OFF. Check MFS light off.

A B C

Water switch — CHECK, THEN OFF.

Place water switch to TO and note rpm rise of 3.3 to 4.3 percent for the --406 engine, and 6.0

to 7.0 percent for --408 engine. Place switch OFF and check rpm returns to IDLE. Repeat in

LAND.

A B

EVICS — CHECK.

a. Throttle — ADJUST TO 55 PERCENT CORRECTED HP COMPRESSOR SPEED

(ENGINE PAGE ON THE DDI/MCPD) AND RETURN TO IDLE.

Note

D 55 percent corrected HP compressor speed is

required for EVICS to complete its diagnostic

preflight checkout.

D For TAV--8B aircraft with F402--RR--408B

engine installed and OMNI 7.1 OFP, after

completion of pilot checks and EVICS diag-

nostic checkout (above), aircrew shall have a

qualified T/AV--8B Plane Captain check

EVICS Dolls Eye on the external fuel panel for

failure indications. If a failure is indicated by

the Dolls Eye being tripped, flight is prohib-

ited. If a qualified T/AV--8B Plane Captain is

not available during a cross country flight, the

pilot shall check the EVICS Dolls Eye in the

ground refuel panel prior to each engine start.

If a failure is indicated by the Dolls Eye being

tripped, flight is prohibited.

10-7

ORIGINAL

NATOPS FLIGHT MANUAL NAVY MODEL AV--8B/TAV--8B 161573 AND UP AIRCRAFT (2008) - page 5