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systems are susceptible to failure or shutdown due to heat. Ambient temperature significantly
influences the rate at which avionics systems fail.
15.7 COCKPIT SMOKE, FUMES, OR FIRE
Consider all unidentified fumes in the cockpit as toxic. Do not confuse condensation from the ECS.
The most probable source of visible smoke or fumes in the cockpit is from the engine bleed air or
residual oil in the ECS ducts. This smoke is blue gray in color, has a characteristic pungent odor, and
may cause the eyes to sting. Another source of smoke or fumes is an electrical malfunction or overheat
of equipment located in the cockpit. In the event of an electrical short or overload condition, this
equipment may generate electrical smoke (usually white or gray in color) but should not cause an open
fire since cockpit equipment uses very little electrical current. Cockpit electrical wiring insulation may
smolder and create smoke, but will not erupt into a seriously damaging fire.
*1. CABIN PRESS switch - RAM/DUMP
2. Maintain altitude below 25,000 feet (if practical.)
3. Maintain airspeed 200 to 300 KCAS.
If unable to clear smoke -
4. Slow and jettison canopy.
In the FA-18F, the rear crewmember should lower the seat and lean as far forward as possible
before jettisoning canopy.
If fire present -
1. All electrical equipment - OFF
2. UFCD controlled avionics - OFF
(AC power is required)
3. Required electrical equipment - ON
(one at a time)
If smoke/fire starts again -
4. Secure last powered equipment.
15.8 DISPLAY MALFUNCTION
If a display malfunctions, cycle power to attempt to restore normal functioning. HUD symbology is
provided by either DDI, with the LDDI as the primary driver. If the HUD malfunctions, consider also
cycling both DDI power knobs. The same holds true for the UFCD which is powered by the MPCD. If
a display continues to malfunction, turn it off to prevent an overheat.
A1-F18EA-NFM-000
V-15-14 ORIGINAL
If all displays are flashing, turn MC1 and MC2 off alternately to see if the problem clears. If one or
more displays are frozen with an accompanying MC1 or MC2 caution, turn off the failed MC. If all
displays then go blank, cycle power to the operating MC, then resecure the failed MC.
15.9 OCF - OUT-OF-CONTROL FLIGHT
Selection of manual spin recovery mode (SPIN switch in RCVY) seriously
degrades controllability, will prevent recovery from any departure
or spin, and is prohibited.
15.9.1 Departure from Controlled Flight. Developmental flight testing of multiple stores loadings
indicates that the symmetrically loaded F/A-18E/F is very departure resistant. While developmental
changes to the FCS control laws have eliminated the majority of departure modes, several aggravated
control inputs at remote flight conditions may still produce a departure. These departures occur after
more than 360 degrees of roll and are typically preceded by slow build-up in sideslip and uncomfortable
side forces. Recognition of these cues permits neutralization of the controls and avoidance of a
departure.
There are four known departure cases.
1. Forward corner inputs below 300 KCAS.
Lateral stick and/or pedal combined with forward inputs at low airspeed may cause a departure prior
to reaching the 360 degree roll limit, if AOA transitions from positive to zero or negative during the
roll. The departure is characterized by a dwell at 0g, followed by a sideslip build-up and subsequent
moderate yaw rate spike (40 to 50 deg/sec) and AOA increase. Subtle differences in roll rate and
nose-down pitch rates being generated by such inputs make it difficult to predict whether a
departure or favorable (faster than normal) roll rates will occur.
Lateral stick and/or pedal combined with forward inputs at low airspeed
may cause a departure.
2. Lateral stick with pedal and forward stick from high-g near 300 KCAS.
This case is similar to case one above; however, the departure is more severe, with yaw rates above
100 deg/sec possible. This departure was found to only occur for roll angle changes greater than 360
degrees.
3. Lateral stick with slow aft stick application (less than 1 inch/sec).
A severe departure is possible when slowly pulling aft stick while rolling with a full lateral input
below 210 KCAS, if initiated near 1g. This departure can generate yaw rates briefly in excess of 120
deg/sec and negative-g spikes from -2 to -3g. This departure was found to only occur for roll angle
changes greater than 360 degrees.
4. Lateral stick with pedal and forward stick at high altitude and supersonic speeds.
This input is predicted to cause a departure that could result in aircraft damage. This departure is
possible at supersonic airspeed above 40,000 ft MSL and with 360 degrees of roll angle change.
　
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