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manual is as follows:
²Land as soon as possible² means to land at the first site which a safe landing can be made.
²Land as soon as practical² means extended flight is not recommended. The landing site and
duration of flight is at the discretion of the pilot in command.
``Shall'' has been used only when application of a procedure is mandatory.
``Should'' has been used only when application of a procedure is recommended.
``May'' and ``need not'' have been used only when application of a procedure is optional.
``Will'' has been used only to indicate futurity, never to indicate any degree of requirement for
application of a procedure.
AIRSPEED
All airspeeds in this manual are in knots calibrated airspeed (KCAS) unless stated in other terms.
MANUAL DEVELOPMENT
This NATOPS Flight Manual was prepared using a concept that provides the aircrew with
information for operation of the aircraft, but detailed operation and interaction is not provided. This
concept was selected for a number of reasons: reader interest increases as the size of a technical
publication decreases, comprehension increases as the technical complexity decreases, and accidents
decrease as reader interest and comprehension increase. To implement this streamlined concept,
observance of the following rules was attempted:
a. Aircrew shall be considered to have above-average intelligence and normal (average) common
sense.
b. No values (pressure, temperature, quantity, etc.) which cannot be read in the cockpit are stated,
except where such use provides the pilot with a value judgement. Only the information required to fly
the airplane is provided.
c. Notes, Cautions, and Warnings are held to an absolute minimum, since almost everything in the
manual could be considered a subject for a Note, Caution, or Warning.
d. No Cautions or Warnings or procedural data are contained in the Descriptive Section, and no
abnormal procedures (Hot Starts, etc.) are contained in the Normal Procedures Section.
e. Notes, Cautions and Warnings are not used to emphasize new data.
f. Multiple failures (emergencies) are not covered.
g. Simple words in preference to more complex or quasi-technical words are used and unnecessary
and/or confusing word modifiers are avoided.
A careful study of the NATOPS Flight Manual will probably disclose a violation of each rule stated.
In some cases this is the result of a conscious decision to make an exception to the rule. In many cases,
it only demonstrates the constant attention and skill level that must be maintained to prevent slipping
back into the old way of doing things.
In other words, the ``Streamlined'' look is not an accident, it takes constant attention for the
NATOPS Flight Manual to keep the lean and simple concept and to provide the aircrew with the
information required.
A1-F18EA-NFM-000
51 ORIGINAL
A1-F18EA-NFM-000
52 ORIGINAL
PART I
THE AIRCRAFT
Chapter 1 - Aircraft and Engine
Chapter 2 - Systems
Chapter 3 - Servicing and Handling
Chapter 4 - Operating Limitations
A1-F18EA-NFM-000
53 (Reverse Blank) ORIGINAL

CHAPTER 1
The Aircraft
1.1 AIRCRAFT DESCRIPTION
1.1.1 Meet The Super Hornet. The F/A-18E/F Super Hornet is a carrier based strike fighter aircraft
built by McDonnell Douglas Corporation. The general arrangement, approximate dimensions, and
cockpit layout are shown in Figure 1-1, Figure 1-2, and the Cockpit Foldout section, respectively. The
multi-mission aircraft has an internal 20 mm gun and can carry AIM-7, AIM-9, and AIM-120 air-to-air
missiles; and numerous air-to-ground weapons. The aircraft fuel load may be increased with the
addition of up to five external fuel tanks. The aircraft can be configured as an airborne tanker by
carrying a centerline mounted air refueling store.
The aircraft is powered by two General Electric F414-GE-400 turbofan engines utilizing Full
Authority Digital Engine Control (FADEC). The aircraft features a variable camber mid-wing with
Figure 1-1. General Arrangement
A1-F18EA-NFM-000
I-1-1 ORIGINAL
leading edge extensions (LEX) mounted on each side of the fuselage. Twin vertical tails are angled
outboard 20 degrees from the vertical.
The aircraft is designed with relaxed static stability to increase maneuverability and to reduce
approach and landing speed. The aircraft is controlled by a digital fly-by-wire Flight Control System
through hydraulically actuated flight control surfaces: ailerons, twin rudders, leading edge flaps,
trailing edge flaps, LEX spoilers, and differential stabilators. The leading edge of the wing incorporates
a ``snag,'' which increases outboard wing area and increases roll authority in the approach and landing
　
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