F-14D. FLIGHT MANUAL (2004)

NAVAIR 01−F14AAD−1

Figure 2Ć104.ĄHUD Manual Reticle Format

With a MENU display selected, format legends

the RIO cockpit. Either OWN A/C basic, ground

(Figure 2Ć106) are displayed around the edges of the CRT. A

align, CVA (carrier align), or IFA (in−flight align)

format is selected by cursor designation or by pressing the

formats will be displayed.

pushbutton adjacent to the legend. When a format is selected,

its legend on the display is enclosed by a rectangular box.

2. PB2 NAV  Selecting NAV presents one of a

number of NAVAID or SAHRS ALIGN formats,

When a display processor acknowledges a pushbutton

depending on alignment mode conditions. Formats

being depressed, the legend is boxed with a dashed line.

that may be displayed include NAV AID options,

When the MC acknowledges the pushbutton request, the line

NAV AID corrections, NAV AID enabled, SAHRS

becomes solid. If the MC does not acknowledge the request,

ALIGN (NORM, MAG, SHDG), or SAHRS ALIGN

the dashed box disappears. This system is used to show the

(CV).

crew that the display system has received the request.

Selecting MENU only changes the pushbutton legends. The

3. PB3  No selection.

current display remains until a selection is made from

MENU.

4. PB4 TSD  Selection results in placement of the

tactical situation display format on the selected

For convenience in describing format selection, numĆ

MFD. Switching logic prevents the TSD from

bers are assigned to the pushbuttons starting from the lower

appearing on two MFDs at the same time. ThereĆ

left side and counting clockwise. On the MENU1 display,

fore, selecting TSD on MFD1, while TSD is

PB1 is the pushbutton corresponding to the DATA legend.

displayed on MFD2, will result in the TSD moving

From MENU1 the following formats may be selected:

to MFD1 and MENU1 appearing on MFD2. Refer

to the Supplemental NATOPS Flight Manual,

1. PB1 DATA  This selection presents one of four

NAVAIR 01−F14AAD−lA, for a description of TSD

OWN A/C formats. The format to be displayed de−

formats.

pends on the position of the NAV MODE switch in

ORIGINAL

2−202

NAVAIR 01−F14AAD−1

PB5 VDI  This selection places one of several

SLAVED DEU

MFD3 FORMAT

VDI formats on the display. VDI formats are headĆ

FORMAT

down attitude displays presenting basic flight inforĆ

mation as well as steering and weapon delivery

OWN A/C BASIC

OWN A/C

cues. Format selection depends on PDCP MODE

OWN A/C GROUND

OWN A/C

pushbutton selection, steering selection, weapon

OWN A/C CVA

OWN A/C

selection, and track or search modes.

OWN A/C IFA

OWN A/C

PB6  No selection.

HSD TACAN

OWN A/C

GPS STAT

OWN A/C

PB7 CTVS  This selection displays video from

the HUD color cockpit television sensor on the

HSD WAYPOINT

WAYPOINT PLOT

MFD. The video consists of a real−world view plus

WAYPOINTS DATA (Note 1, 2)

WAYPOINT

the symbology appearing on the HUD.

FLIGHT PLAN

WAYPOINT

PB8 OBC  Selecting OBC places the ON BOARD

RECON WPT DATA 1 (Note 6)

WAYPOINT

CHECKOUT basic format on the display. From the

RECON WPT DATA 2 (Note 7)

WAYPOINT

basic format, other OBC formats can be selected,

allowing BITs to be commanded and test results to

CV MAN DATA (Note 3)

CV ALIGN

be displayed. There are 10 OBC formats. Refer to

CV SINS DATA (Note 4)

CV ALIGN

Chapter 38 for a description of these formats and

CSS

their use.

SMS

PB9 CHKLST  This selection initially places the

SAHRS ALIGN (NORM, MAG,

OWN A/C

TAKEOFF checklist on the MFD. From the TAKEĆ

SHDG)

OFF format, the LANDING checklist may be

selected. PB9 toggles between TAKEOFF and

SAHRS ALIGN (CV)

CV ALIGN

LANDING when CHKLST has been selected.

NAV AID OPTIONS

NAV AID

NAV AID ENABLED (Note 5)

NAV AID

10. PB10  No selection.

TSD

NAV GRID

11. PB11 HUD  This selection displays a repeat of the

current HUD symbology on the MFD.

Notes:

(1) No slaved DEU format shall be established if MFD

12. PB12 PTID  This selection displays a repeat of

3’s previous format was WAYPOINT DATA 2 or

the programmable tactical information display

RECON WPT DATA 1.

presentation on the MFD.

)

No slaved DEU

format shall be established i

MFD

3’s previous format was WAYPOINT DATA 1 or

13. PB13 DD  This selection displays a repeat of the

RECON WPT DATA 2.

digital display presentation on the MFD.

(3) No slaved DEU format shall be established if MFD

3’s previous format was CV SINS DATA.

14. PB14 TCS  This selection displays the video from

the television camera set on the MFD.

(4) No slaved DEU format shall be established if MFD

3’s previous format was CV MAN DATA.

15. PB15 IRST  This selection displays the infrared

(5) No slaved DEU format shall be established if MFD

search and track system normal format on the MFD.

3’s previous format was NAV AID CORRECTIONS.

(6) No slaved DEU format shall be established if MFD

16. PB16 HSD  This selection displays one of three

3’s previous format was RECON WPT DATA 2.

horizontal situation display formats on the MFD.

The format displayed will be the last previously disĆ

(7) No slaved DEU format shall be established if MFD

3’s previous format was RECON WPT DATA 1.

played. If no HSD format has been selected after a

cold start or system reset, then the HSD waypoint

format will be presented.

Figure 2Ć105.ĄSlaved DEU Page Control

2−203

ORIGINAL

NAVAIR 01−F14AAD−1

17. PB17 ECM  This selection displays the ECM

is frozen, and an X is superimposed over the spin

format on the MFD. A second selection of ECM

arrow. The airspeed, AOA, and altimeter scales are

while viewing the ECM format returns the previous

not obscured (refer to Chapter 11).

format to the MFD, providing that ECM ORIDE has

been selected and a threat is being reported.

2.33.9.1.2

ECM Format

If the pilot and/or RIO ECM switches (Figure 2Ć86)

18. PB18 MENU1  This legend will be boxed. SelecĆ

are set to ORIDE and a threat is reported, the ECM format

tion of MENU1 when boxed presents MENU2.

will override the present formats on MFD 2 and/or MFD 3.

19. PB19 SMS  This selection displays the stores

ECM override is enabled independently by pilot and RIO and

management system format on the MFD. In addiĆ

may be deselected independently. When the threat is no

tion to weapon test and select via the SMS format,

longer being reported, the ECM format is replaced by the

TACTS and SIM modes are enabled. Refer to

previous format. If MFD 2 is not on, the ECM format is

NAVAIR 01−F14AAD−1A for a complete descripĆ

established on MFD 1. Only the spin indicator format can

tion of TACTS and SIM modes. A second selection

override the ECM format.

of SMS while viewing the SMS format returns the

The ECM format can also be selected manually by

previous format to the MFD.

pushbutton selection. The ECM legend appears on all MFD

formats above PB17. When selected, the legend is boxed.

20. PB20  No selection.

Pressing PB17 with ECM boxed returns the previous format

MENU2 (Figure 2Ć106) allows selection of the

to the display. For further information, refer to NAVAIR

RECON and JTIDS formats on the MFD.

0l−F14AAD−1A.

21. PB21 JTID  This selection displays the JTIDS

2.33.9.2

Warning/Caution/Advisory, System

OWN A/C DATA format. From the JTIDS OWN

Message, and Advisory Formats

A/C DATA format, the TSD MENU (TMENU) or

JTIDS Hook −TSD or PTID format can be selected.

Warning/caution/advisory indications and data−link

advisory readouts appear as overlays on displays as required.

Figure 2Ć108 shows the locations of these overlays and

2.33.9.1

High−Priority Formats

describes their control logic.

High−priority formats include spin indicator, ECM,

Warning/caution/advisory indications are displayed on

warning/caution/advisory and system message displays.

the MFD in the upper left readout, and data−link JTIDS

advisories are displayed in the upper right readout. The

2.33.9.1.1

Spin Indicator

readouts have the capability to present up to four indications

If a spin condition is detected, that is, if body yaw rate

at a time with each indication consisting of up to eight

exceeds 30° per second, a spin indicator format (Figure 2Ć107)

characters in length. When more than four indications are

is displayed on MFD 1 and the PTID, MFDs 2 and 3 display

designated for display within a readout, the indications will

the VDI. If MFD 1 is not on, the spin display will appear on

cyclically scroll up from the bottom at a rate of one indication

MFD 2. When the spin condition is no longer valid (yaw rate

per second. The warning/caution/advisory indications are

of 27° per second or less), the spin indicator format is removed

capable of being acknowledged and removed from the

and the previous format is restored to the display except as

display whereas the data−link/JTIDS advisories are not

follows:

acknowledgeable. When a warning/caution is displayed, the

MASTER CAUTION light flashes and the READ MFD

1. If conditions for the display of the ECM format

caution lights come on.

exist, the ECM format will appear on the display

Systems messages are generated by the mission

instead.

computer to alert the crew of system conditions. Two

2. If the previous format was a HUD, DD, or PTID

categories of system messages are displayed: computer

repeat, MENU with a display of warning/caution/

messages

(those that can appear on any MFD format),

advisory and/or data link (D/L) advisory messages

and OBC messages (those that can only appear on the

will be displayed.

OBC and maintenance current−failure display formats).

The OBC and maintenance current−failure display formats

3. If INS and SAHRS failures occur while the spin

are capable of supporting both categories of system messages

arrow format is displayed, the pointer on the yaw

simultaneously. The messages are displayed on the upper

rate scale is removed from the MFD, the spin arrow

2−205

ORIGINAL

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Warning/caution/

The Warning/caution/advisory readout is referred to as the CAW box.

advisory readout

The CAW box is selected on and off via PB6. When the CAW box is not disĆ

played, the CAW select legend is displayed and boxed (CAW). The

CAW box displays warning messages steady and bright, cautions at normal

intensity flashing at a 3 Hz rate, and advisories at normal intensity and

steady. If the caution is displayable in the pilot cockpit, pressing the

MASTER CAUTION light causes the caution message to become steady.

Computer message

The first row of ASCII characters is used to display the computer messages

for all display formats. See Figure 2−109 for a listing of these messages.

Data link/JTIDS advisory

Provides display of data link/JTIDS advisories. The data link JTIDS advisory

readout

indications are not acknowledgeable. Indications that will be presented on

the HUD and MFD and their logic are described in the Supplemental

NATOPS Flight Manual, NAVAIR 01−F14AAD−1A.

Figure 2Ć108.ĄMFD Warning/Caution/Advisory and Message Overlays (Sheet 1 of 2)

2−207

ORIGINAL

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

OBC messages

The second row of ASCII characters is used to display the OBC messages

on the OBC and maintenance current failure formats. See Figure 2−109 for

a listing of these messages.

Acknowledge (ACK)

The ACK pushbutton legend appears whenever a system message is disĆ

pushbutton

played. When the ACK pushbutton is pressed the message will be removed

from the MFD. System messages must be acknowledged before new mesĆ

sages can be displayed.

Figure 2−108. MFD Warning/Caution/Advisory and Message Overlays (Sheet 2 of 2)

center portion of the MFD and consist of two rows of

3. RECON WPT DATA 2 −This format displays wayĆ

19 ASCII characters, each row displaying a category of

point information for waypoints 11 through 20 as

system messages. System messages (Figure 2Ć109) appear as

well as latitude, longitude, altitude information for

required on the MFDs. They may be computer or OBC

the selected waypoint. It is selected via PB9 (R−2)

messages. When a system message is displayed an ACK

from formats RECON DATA and RECON WPT

(acknowledge) legend appears above PB20. System mesĆ

DATA 1 (Figure 22Ć5 and Figure 22Ć6).

sages remain displayed until the ACK button is pressed.

Should a subsequent message be sent while one is already

Note

being displayed, the first must be acknowledged before the

next will be displayed.

See Chapter 22 for more information on reconĆ

naissance formats.

2.33.9.3

Alphanumeric (Data) Formats

TAKEOFF CHECKLIST  This format lists the

items be checked before takeoff; it is selected via

Many MFD formats have no symbols, but rather

PB9 (CHKLST) and PB7 (T/O) on the LANDING

display navigation, alignment, weapon, avionics, and diagĆ

CHECKLIST format.

nostic data. Takeoff and landing checklists may also be

selected. Use of such formats is explained in the chapter

LANDING CHECKLIST  This format lists the

where it pertains. Data formats are identified by titles

items to be checked before landing; it is selected via

displayed just below the upper pushbutton legends. When a

PB7

(LDG) on the TAKEOFF CHECK−LIST

format is selected, its pushbutton legend is boxed. The

format.

following paragraphs describe these formats and how they

are selected. Figure 2Ć110 shows a typical format.

OWN A/C formats  These formats consist of

basic, ground, CVA (carrier align), and IFA (inflight

1. RECON DATA  This format permits selection

align). OWN A/C basic displays own−ship data such

of reconnaissance waypoint and steering mode

as latitude, longitude, altitude, groundspeed, magĆ

(point−to−point, commanded course, map) to wayĆ

netic variation, true airspeed, navigation quality,

point; displays selected waypoint and mission data;

wind speed and direction, barometer (altimeter) setĆ

and displays camera status. It is selected via PB8

ting, and true heading (Figure 20Ć15). The other

from formats MENU2, RECON WPT DATA 1

OWN A/C formats are alignment−related and add

and RECON WPT DATA 2 (Figure 22Ć5 and

alignment information to the basic format, includĆ

Figure 22Ć6).

ing an alignment quality indicator scale. These forĆ

mats are selected via PB1 (DATA) on MENU1,

2. RECON WPT DATA 1  This format displays

VDI, HSD, NAV AID, GPS STAT, and SAHRS

waypoint information for waypoints 1 through 10 as

ALIGN formats. The format displayed depends on

well as latitude, longitude, and altitude information

the alignment mode. As transitions occur between

for the selected waypoint. It is selected via PB7

alignment modes, the formats will automatically

(R−1) from formats RECON DATA and RECON

change. On MFD 3, an alignment or INS mode tranĆ

WPT DATA 2 (Figure 22Ć5 and Figure 22Ć6).

sition will cause the current format to be replaced by

an OWN A/C, CV DATA, or IFA format.

ORIGINAL

2−208

NAVAIR 01−F14AAD−1

COMPUTER MESSAGE

PRIMARY MFD

SECONDARY MFD

NOT OPERATIONAL

(Note 7)



WAYPOINT INVALID

(Note 7)



TCN STEER INVALID

(Note 9)



SEL TACAN STEERING

(Note 7)



TEST COMPLETE−GGGGG (Note 1)

(Note 7)



PREFLT OBC COMPLETE

1,3

2 (Note 8)

INFLT OBC COMPLETE

1,3

2 (Note 8)

ALIGN SUSPENDED

1,3

2 (Note 8)

RETEST COMPLETE

1,3

2 (Note 8)

OBC SEQ ABORTED

1,3

2 (Note 8)

RETEST ABORTED

1,3

2 (Note 8)

OBC FAIL DETECTED

1,3

2 (Note 8)

INVALID WWWWW LOAD (Note 2)

1,3

2 (Note 8)

MC1 ERROR CODE XXX (Note 3)

1,3

2 (Note 8)

MC2 ERROR CODE XXX

1,3

2 (Note 8)

E BLOCK ADD SSSS (Note 4)



E FLYCH ADD SSSS



FLYCH EXISTS SSSS



E TRAP ADD SSSS NN (Note 5)



E 4 TRAPS SSSS NN



E TRAP VAR SSSS NN



E TRAP ALGO SSSS NN



E FLYCH INC SSSS



N FLYCH IN SSSS



E FLYCH DEC SSSS



NO TRAP NO. SSSS NN



TRAP TRU INB SSSS NN



ILS STEER INVALID

(Note 9)



ACL STEER INVALID

(Note 9)



D/L STEER INVALID

(Note 9)



TACAN NOT AVAIL

(Note 7)



SET PARKING BRAKE

1,3

2 (Note 8)

NO IFA/NO VEL



32 PLOTLINE DEFINED



E NOT AVAIL SSSS



DEST STEER INVALID

(Note 9)



MAN STEER INVALID

(Note 9)



DATA REQUIRED

PILOT OBC DISABLE

INTERLOCK ABORT

1,3

2 (Note 8)

Figure 2Ć109.ĄComputer and OBC Messages (Sheet 1 of 4)

2−209

ORIGINAL

NAVAIR 01−F14AAD−1

COMPUTER MESSAGE

PRIMARY MFD

SECONDARY MFD

RDR ALLOTMENT GFL

CHALLENGE IFF

INVALID PLOT WPT

VIDEO REC NOT AVAIL



VIDEO SWITCH ERROR



VIDEO REC LOST



ECM DATA INVALID

(Note 9)



BAD RWR LOAD

1,3 (Note 9)

2 (Note 8)

RDR CFL



ASPJ CFL GO TO SA



ASPJ CFL GO TO PH



ASPJ CFL GO TO SD



ASPJ CFL



AAAAA ALGN COMPL (Note 6)

3,1

2 (Note 8)

GB−NORM



GB−INIT ALIGN



GB−SLEW



GB−CARD ALIGN



GB−GND CAL COMPL



GB−SEA CAL COMPL



NO AIC − DSS LOAD

2 (Note 8)

NO AIC − NET ENTRY

2 (Note 8)

NO AIC − XMIT MODE

2 (Note 8)

NO AIC − NO RESPONSE

2 (Note 8)

NO AIC − REQ DENIED

2 (Note 8)

JTIDS NOT AVAIL

2 (Note 8)

NO LOAD − NEED DSS

2 (Note 8)

NO LOAD − DSS FAIL

2 (Note 8)

LOAD ERROR − JTIDS

2 (Note 8)

JTIDS FAIL DETECTED

2 (Note 8)

MCS FULLUP ENTERED

3,1

2 (Note 8)

MCS FULLUP AVAIL

3,1

2 (Note 8)

MCS COLD START

3,1

2 (Note 8)

NO CHNG RECON WPTS

1,3

2 (Note 8)

GPS FAIL

1,3

2 (Note 8)

IFA AVAILABLE

1,3

2 (Note 8)

MDL FAIL DETECTED

1,3

2 (Note 8)

INVALID MDL FORMAT

1,3

2 (Note 8)

Figure 2−109. Computer and OBC Messages (Sheet 2 of 4)

ORIGINAL

2−210

NAVAIR 01−F14AAD−1

COMPUTER MESSAGE

PRIMARY MFD

SECONDARY MFD

Notes:

(1) through (6) indicates the range of the ADVISORY DATA from the application function and the

corresponding ASCII strings:

(1)

GGGGG

(3)

XXX

0−999

AUX

(4)

SSSS

CNI

MDS1

FLT

CIU

NAV

DEU

MC1

TAC

MDS2

IRST

ADAS

(2)

WWWWW

SMS

MC1

MC2

IRST

DEU

SDIS

MDS1

JTIDS

MDS2

(5)

0−99

RDR

(6)

AAAAA

CIU

SAHR

INS

SMS

SAHRS

ADAC

DSS

ASPJ

PWR

IRST

SDIS

(7)

The MFD these messages are presented on is the MFD from which the pushbutton causing the message

is received or on other MFDs when unique display conditions exist.

(8)

MFD 2 is secondary only when MFD 1 fails.

(9)

These computer messages are displayed on all MFDs displaying a VDI format. If no VDI format is disĆ

played on MFD 1 and MFD 2, this computer message is displayed on MFD 1 (provided no repeat format is

displayed) with MFD 2 as a secondary when MFD 1 fails.

Figure 2−109. Computer and OBC Messages (Sheet 3 of 4)

2−211

ORIGINAL

NAVAIR 01−F14AAD−1

COMPUTER MESSAGE

PRIMARY MFD

SECONDARY MFD

OBC/CSS Messages Removed After 3 Seconds

WOW NOT SATISFIED

TAS NOT SATISFIED

MULTI INTLK NOT MET

EQUIPMENT CONFLICT

NO COMMAND BIT

OBC SEQ IN PROGRESS

RETEST IN PROGRESS

OBC/CSS Messages Removed When Condition Change

MASTER TEST NOT SET

HANDBRAKE NOT SET

Figure 2−109. Computer and OBC Messages (Sheet 4 of 4)

CV DATA formats  These formats consist of CV

using arrows (PB 4 and PB 5) and the waypoint

MAN DATA and CV SINS DATA. Data presented

name, number, latitude, longitude, and altitude will

is similar to OWN A/C except that it includes addiĆ

be displayed in the lower left of the display

tional information from manual entry or the ship’s

(Figure 20Ć35 and Figure 20Ć37).

SINS. These formats are selected via PB3 (CV) on

11. INS UPDATE  This format is used to update and

OWN A/C CVA and SAHRS ALIGN formats. The

correct INS information. Update data may be

format displayed depends on whether or not data

selected via radar, TACAN, visual sighting, JTIDS,

link is providing SINS data. PB5 (MAN) on the CV

or HUD hooking. The format is selected via PB13

DATA format toggles between MAN and SINS

(UPDT) on the HSD formats as well as PB15 (SWP)

(Figure 20Ć24 and Figure 20Ć25).

on the SURFACE WPT format.

IFA  This format presents similar data to OWN

12. SURFACE WPT  This format permits the creĆ

A/C and also provides selection of in−flight alignĆ

ation of new waypoints or the update of existing

ment. It is selected via PB4 (IFA) on the OWN A/C

waypoints. It is selected via PB15 (SWP) on the INS

IFA format (Figure 20Ć23).

UPDATE format.

WPT DATA  Up to 649 waypoints are stored on

13. NAV AID formats  The NAV AID formats, which

the MDL. This format displays the latitude, longiĆ

consist of NAV AID OPTIONS, NAV AID

tude, and altitude of these waypoints as well as

CORRECTIONS, and NAV AID ENABLE, permit

OWN A/C and CVA, INS/SAHRS formats. Ten

updating of navigational information for greater

waypoints are presented on each waypoint data page

accuracy. The formats are selected via PB2 (NAV)

and the waypoint page number is indicated at the top

on the HSD, OWN A/C, CV DATA, or IFA formats.

of the display. The data page can be incremented

The format displayed depends on the selection or

(PB 10) or decremented (PB 9). To select the wayĆ

deselection of alignment mode, continuous data

points for display, PB 1 through PB 5 and PB 11

source, and whether ENABLE (PB8 on NAV AID

through PB 15 may be used to box waypoint data,

CORRECTIONS) was previously selected. PB7

highlighting waypoints of interest (Figure 20Ć29).

(GEO/REL) is used to select which JTIDS navigaĆ

tion data is used for track corrections and continuĆ

10. FLIGHT PLAN Ċ This format is selectable from

ous position updates.

the OWN A/C formats or HSD format. This format

shows the waypoints contained in Flight Plans 1

14. SAHRS ALIGN formats  These formats SAHRS

through 7. The flight plans are selected by increĆ

ALIGN (NORM, MAG, and SHDG) and SAHRS

menting

(PB 10) or decrementing (PB 9). The

ALIGN (CV), permit selection of data to be used in

format presents the flight plan number and up to

SAHRS alignment. They are selected via PB2

50 waypoints associated with waypoints by name or

(NAV) on the HSD, OWN A/C, CV DATA, or IFA

by number when NUM (PB 11) is boxed. The indiĆ

formats. The format presented depends on alignĆ

vidual waypoint in each flight plan can be selected

ment mode selection and SAHRS test status.

ORIGINAL

2−212

NAVAIR 01−F14AAD−1

Figure 2Ć110.ĄTypical MFD Alphanumeric Format

Also, the display automatically transitions to a

when awaiting test, is flashing during test, and is

SAHRS ALIGN format from a NAV AID format

displayed at normal brightness after test. An alignĆ

when align mode changes from none or IFA to an

ment quality indicator appears on all OBC formats

alignment mode.

to inform the crew of the progress of the alignment

while tests are being performed (Figure 38Ć12 and

Note

Figure 38Ć13).

Refer to Chapter 20 for more information on

navigation related formats.

17. MAINTENANCE  Displays a list of current

WRA failures. It is selected via PB9 (FAULT) on the

15. MISSILE SUBSYSTEM formats  Two formats

OBC formats. It is also selected via PB3 (FHF) on

display the status of the missiles. Refer to the

the FAILURE HISTORY FILE and PB4 (CSS) on

Supplemental NATOPS Flight Manual, NAVAIR

the COOPERATIVE SOFTWARE SUPPORT forĆ

01−F14AAD−1A.

mat. These legends appear boxed before selection.

16. OBC formats  There are 10 OBC formats. They

18. FAILURE HISTORY FILE  The FHF format lists

are used to initiate BIT of the avionics equipment

the WRA failures, the type of failure, if this inforĆ

and to display test results. OBC basic presents an

mation is available to the MCS, and the time of up

overall view of subsystem test results and allows for

to 10 failure occurrences since the file was cleared.

selection of the other OBC formats. It is selected via

This format is available via PB3 (FHF) on the

PB8 on the MENU1 format. It may also be selected

MAINTENANCE and CSS formats.

from the other OBC formats by pressing the pushĆ

button for the boxed legend

(the format being

19. COOPERATIVE SOFTWARE SUPPORT  The

displayed). The legends on OBC basic show

CSS format is a diagnostic tool that can be used by

which groups of subsystems may be selected. The

maintenance personnel to troubleshoot system and

OBC subsystem formats display failures to the

WRA anomalies. It is selected via PB4 (CSS) on the

WRA level. A WRA legend is brightly displayed

MAINTENANCE and FHF formats (Figure 38Ć20).

2−213

ORIGINAL

NAVAIR 01−F14AAD−1

Note

vectors, indicators, range, and breakaway symbols. There is

one level of declutter on VDI formats that adds a waterline

Chapter 38 includes a complete description of

symbol and removes information such as airspeed, altitude,

the OBC, MAINTENANCE, FHF, and CSS

barometric pressure setting, etc. Figure 2Ć111 identifies and

formats with a discussion of their use and

describes TLN symbol functions in various steering and

interpretation.

tracking modes. The last example in Figure 2Ć111 illustrates

VDI declutter. Refer to Figure 2Ć111 for a listing of symbols

20. IRSTS SUMMARY  This format, which is used

available on VDI TLN formats in normal and declutter

in conjunction with other IRSTS formats, provides

modes.

information on the hooked IRSTS target. It can be

selected via PB13 (SMY) on the IRSTS NORMAL

2.33.9.4.2

VDI Air−to−Air (A/A) Formats

and IRSTS CSCAN formats.

With A/A selected on the PDCP, one of a number of

21. JTIDS DATA formats  There are four alphaĆ

VDI A/A formats will appear when VDI is selected on an

numeric JTIDS data formats. They are the OWN

MFD from the MENU1 or RECON DATA format. The actual

A/C DATA, F−14D PPLI, Non−F−14D PPLI, and

format that is presented depends on which weapon has been

TARGET formats. The OWN A/C format displays

selected. With no weapon selected, the A/A basic format is

own−ship PPLI data and JTIDS status. The PPLI

presented. Most symbols are common between VDI formats

formats display the data received for the hooked

and have been shown in Figure 2Ć112. Figure 2Ć113 describes

PPLI. The TARGET format displays data associated

additional target symbology and data that is provided in VDI

with a hooked target (radar, IRST, or JTIDS). The

A/A formats.

PPLI and TARGET formats are available for a

Unlike HUD A/A formats that have unique search

hooked symbol on either the TSD or PTID.

symbols depending on weapon selection, all VDI A/A search

formats are identical except for the weapon select legends.

2.33.9.4

VDI Formats

VDI basic, gun, and missile track formats add a steering T,"

The VDI presentation on the MFD provides essentially

range bar, and target aspect symbols as well as target range,

the same information as that displayed on the HUD.

altitude, and closing velocity and DD selected range digital

However, in order to more easily distinguish between

information. The missile tracking formats also add maxiĆ

ground, horizon, and sky, shading simulation is used. The

mum, optimum, and minimum range symbols to the range

format is generated by internal raster scanning with the sky

bar and an allowable steering error circle. Figure 2Ć114 lists

being presented in lighter shades than the ground.

the symbols available on VDI A/A formats.

VDI formats consist of TLN basic, TLN AWL, TLN

2.33.9.4.3

VDI Air−to−Ground (A/G) Formats

data link, TLN destination, TLN manual, TLN TACAN, A/A

basic, A/A Phoenix search, A/A Phoenix track, A/A Sparrow

When VDI is selected from the MENU1 or RECON

search, A/A Sparrow track, A/A Sidewinder search, A/A

DATA format with the A/G MODE button on the PDCP

Sidewinder track, A/A gun, A/G, and TWS and recon

selected, that MFD displays the VDI A/G format. Unlike

overlays.

HUD A/G formats, the VDI A/G format does not have target,

aiming, gun, or pullup information, nor does it have any

2.33.9.4.1

VDI TLN Formats

unique VDI symbols other than the A/G select legend.

Figure 2Ć114 shows the A/G symbol set and Figure 2Ć115

With TLN selected on the PDCP (TLN MODE button

shows the format.

depressed), selecting VDI via PB5 on the MENU1 or

RECON DATA formats presents one of a number of TLN

Note

formats on the MFD from which the selection was made. The

format displayed will depend on whether a steering mode has

In A/G mode the basic VDI symbology and forĆ

been previously selected. Initially TLN basic, the MFD 1

mat will generally be the same as TLN with the

default format, is used to select the steering mode. When any

following differences: (1) selection of manual,

steering mode (all weather landing, TACAN, destination,

TACAN, and all−weather landing steering modes

data link, or manual) is selected, formats on both the HUD

will not be provided; (2) the waterline reference

and MFD change to accommodate the selection. These other

dot and the heading and course select settings

VDI TLN formats have pushbutton selections to change the

will not be displayed; and (3) the pitch/flightpath

steering mode. When steering is selected, a heading comĆ

ladder will be compressed and modified.

mand scale is added as well as steering aids such as steering

ORIGINAL

2−214

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Heading scale

Aircraft magnetic heading is indicated by the moving 360_ heading scale.

In TLN, the major divisions are numbered every 10 degrees.

Heading pointer

Actual aircraft heading is displayed below the stationary heading pointer.

Pitch/flight path ladder

Ladder displays aircraft pitch angle and roll angles. Aircraft vertical flight

path angle is indicated by the position of the flight path marker on the pitch/

flight path ladder. Positive pitch lines are solid and negative pitch lines are

dashed. To aid in determining flight path angle when it is changing rapidly,

the pitch lines are angled toward the horizon at an angle half that of the

flight path angle. For example, in a 40° climb, the pitch lines are angled 20°

toward the horizon. UP appears at +90° and DOWN appears at −90°.

Radar altitude indicator

Displays radar altitude when the aircraft is below 5,000 ft AGL. When radar

altitude is selected for display on the HUD and MFD (via the switch located

on the pilot display control panel) the radar altitude indicator will be

decluttered from the display.

Vertical velocity

Displays aircraft rate of climb/descent. Descent will be indicated by a

negative (−) sign.

Altitude

Barometric, radar, or GPS altitude may be displayed depending on the

source of data. When the ALTITUDE switch is in BARO, barometric altitude

is displayed. When the ALTITUDE switch is in RDR, radar altitude is disĆ

played and is identified by an R next to the altitude. If the radar altitude is

invalid, barometric altitude will be displayed and a B next to the altitude will

be flashed to indicate that barometric altitude is being displayed rather than

radar altitude. A G is only displayed when SCADC altitude becomes invalid

and the GPS altitude is used. The G acronym will flash if radar altitude is

selected and both SCADC and radar altitude are invalid. The bottom of the

altitude box is positioned at the waterline reference position.

BARO pressure setting

Enables display of the barometric pressure setting used by the display

pushbutton

system and the weapon system. Successive depression of the pushbutton

will cause the setting to alternately appear and disappear.

Barometric pressure

The barometric pressure setting used by the display system and the

setting

weapon system is the value set via pilot’s barometric altimeter. When the

BARO setting is changed, the BARO setting will be momentarily displayed

for 5 seconds after the change is made.

DEST steering

Enables selection of the destination steering mode.

pushbutton

D/L steering pushbutton

Enables selection of the data link steering mode.

Course select setting

Indicates the magnetic course selected by the pilot via the COURSE knob.

DCL pushbutton

In TLN, selection of the declutter button removes the airspeed Mach

number, altitude, vertical velocity and heading and course line settings, and

adds waterline reference indicators. Selection of the declutter option is

indicated by a box around the DCL legend.

Figure 2−111. MFD VDI Formats  Takeoff, Landing, Navigation (Sheet 2 of 9)

ORIGINAL

2−216

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Bank scale

Provides indication of bank angle to 60°. Marks are provided at 0°, 5°,10°,

20_, 30_, 45_ and 60_.

ECM display

Selects the ECM threat display. Once depressed, subsequent depression of

pushbutton

the ECM pushbutton will return the display to the VDI display. This will

permit a quick look at the threat display and provide a quick return to the

VDI display.

MENU display

Depression of menu will result in the MENU list to appear in the border area

pushbutton

of the VDI display for subsequent selection.

Bank angle pointer

Moving pointer provides indication of aircraft bank angle. At bank angles in

excess of 65° the pointer will be removed from the display.

SMS display

Selects the SMS display. Once depressed, subsequent depressing of the

pushbutton

SMS pushbutton will return the display to the VDI display. This will permit a

quick look at the SMS display and provide a quick return to the VDI display.

Heading select setting

Indicates the magnetic heading selected by the pilot.

TCN steering

Selects the TACAN steering mode.

pushbutton

Ground plane

The dark shaded ground plane.

MAN pushbutton

Selects the manual steering mode.

Waterline

In TLN, a fuselage reference line appears at the optical center to denote

the waterline reference position.

Horizon

Denotes demarcation between the ground and the sky. It represents the

horizon with respect to the aircraft and changes orientation with any change

in aircraft pitch or roll.

Airspeed

Provides display of indicated airspeed. The bottom of the airspeed box is

positioned at the waterline reference position.

Mach number

Provides display of aircraft speed in mach to the nearest hundredth.

AWL steering

Selects the all weather landing (AWL) steering mode. Selection permits

pushbutton

option to display either ACL, ILS, both or no steering information on the

VDI and/or HUD.

Note

With VDI on MFD 3, AWL selection is possible, but

deselection is inhibited.

Figure 2−111. MFD VDI Formats  Takeoff, Landing, Navigation (Sheet 3 of 9)

2−217

ORIGINAL

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Flight path marker

The vertical position of the flight path marker with respect to the flight path

ladder indicates the vertical flight path angle of the aircraft.

Sky plane

The light shaded area represents the sky.

TLN TACAN STEERING

Note

The following changes or additions occur when

TACAN steering is selected.

Command heading marker

Command heading marker is positioned relative to the magnetic heading

scale. Where commanded heading is beyond display scale limits, the

marker will be pegged at the edge nearest to the commanded heading.

TACAN range

Indicates distance to the selected TACAN station.

VDI selected course

Indicates selected course.

indicator

TACAN steering mode

Box around TCN pushbutton legend indicates the TACAN steering mode

selection

has been selected.

Course arrow

Represents the pilot selected course to the TACAN station. Two dots will

appear on the side of the flight path marker toward the course arrow and

perpendicular to the arrow. The dot closest to the flight path marker repreĆ

sents a deflection of 4_ off course, while the outermost dot represents a

deflection of 8° off course. When the aircraft crosses the selected course,

the arrow moves to the opposite side of the flight path marker and the dots

would appear on that side. For deviations of more than 9°, the arrow pegs.

If the arrow is centered on course, the dots disappear. The flight path

marker centered over the course arrow indicates being on course.

For TACAN bearings aft of +90_, the arrow will be dashed.

TLN DEST STEERING

Note

The following changes or additions occur when desĆ

tination steering is selected.

Command heading marker

Indicates the heading required to steer to the waypoint selected by the pilot/

RIO. Where commanded heading is beyond display limits, the marker will

be pegged at the edge nearest to the commanded heading.

Destination range

Indicates distance to the selected waypoint.

DEST steering mode

Box around DEST pushbutton legend indicates the destination steering

selection

mode has been selected.

Figure 2−111. MFD VDI Formats  Takeoff, Lading, Navigation (Sheet 4 of 9)

ORIGINAL

2−218

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

TLN AWL STEERING

Note

The following changes or additions occur when AWL

steering is selected.

Command heading marker

Positioned relative to the magnetic heading scale to indicate ACL data link

command heading. Where commanded heading is beyond display scale

limits, the marker will be pegged at the edge nearest to the commanded

heading.

Precision course needles

Consist of two independent vectors (vertical and horizontal) which form a

cross pointer. The horizontal vector responds to ILS glide slope error and

the vertical vector responds to ILS localizer error. Null/center indications

are provided to enable the pilot to null the error and keep the vertical and

horizontal needles centered.

Flight Director

The pilot’s FLT DIR pushbutton controls the display of the flight director on

the HUD. The FLT DIR pushbutton legend is displayed on the AWL VDI for-

mat when valid navigation data is available and a/c vector or ACL data link

mode is selected. The pushbutton will toggle between boxed and unboxed

upon selection if the data link mode is ACL. The HUD flight director is dis-

played when the FLT DIR pushbutton is boxed if the autopilot is not

engaged and MODE I control commands are being sent to the aircraft.

ACL steering indicator

Provides ACL steering commands driven by the ASW−27C data link.

Waveoff

During carrier landings, a large X will appear flashing in the center of the

display to indicate a waveoff command.

MFD AWL display select

Permits option to display AWL (both ACL and ILS), ACL, ILS or no steering

information on the MFD. Initial selection of the AWL steering mode on the

basic VDI format displays both ACL and ILS steering information on the

MFD. This will be indicated by AWL in the box adjacent to the MFD legend.

Successive depression of the pushbutton cycles AWL, ILS, ACL, and no

steering information on the MFD, in that order.

HUD AWL display select

Permits option to display AWL (both ACL and ILS), ACL, ILS, or no steering

information on the HUD. Initial selection of the AWL steering mode on the

basic VDI format displays both ACL and ILS steering information on the

HUD. The HUD flight director is displayed when the FLT DIR pushbutton is

boxed (only available when the autopilot is not engaged) and flight director

commands are being sent to the aircraft. If the pilot intends to make a

MODE I approach, he must advise the ground controller of his intentions.

The ground controller will then disable the flight director commands and

enable the autopilot commands. Until this is done, the pilot will not have the

capability to couple the autopilot to the ACLS commands. The only informa-

tion that is displayed on the HUD during MODE I approaches is the ACLS

tadpole situation information and the ILS needles situation information.

Figure 2−111. MFD VDI Formats  Takeoff, Landing, Navigation (Sheet 8 of 9)

CHANGE 2

2−222

NAVAIR 01−F14AAD−1

FORMAT

DATA

SYMBOL

BASIC

AWL

LINK

DESTINATION

MANUAL

TACAN

Aircraft Readout & Box

(On all formats except when DECLUTTER)

Altitude Readout and Box

(On all formats except when DECLUTTER)

Bank Scale

Baro Setting Readout

(On all formats except when DECLUTTER)

Course Line Setting−CSEL, #

(On all formats except when DECLUTTER)

Heading Select Point Setting−

(On all formats except when DECLUTTER)

HSEL, #

Heading Scale

Horizon/Ground Plane

Ground/Sky Texture

Ground Perspective Lines

Mach Readout

(On all formats except when DECLUTTER)

Pitch Ladder−VDI

Radar Altitude Readout

Flight Path Marker

Vertical Velocity ’Readout’

(On all formats except when DECLUTTER)

Altitude Source−‘B’ or ‘R’

(On all formats except when DECLUTTER)

MFD Cursor

VDI Center

Caution/Advisory/Warning

Breakaway Symbol

Command Heading marker

Command Alt Data Link−CMD, #

Figure 2Ć112.ĄMFD VDI Symbology Available on TLN Formats (Sheet 1 of 2)

ORIGINAL

2−224

NAVAIR 01−F14AAD−1

FORMAT

DATA

SYMBOL

BASIC

AWL

LINK

DESTINATION

MANUAL

TACAN

Command Mach−CMD, #

MFD Steering Legend−AWL

MFD Steering Legend−TCN

MFD Steering Legend−D/L

MFD Steering Legend−MAN

MFD Steering Legend−DEST

MFD Steering Legend−AWL/HUD

MFD Steering Legend−AWL/MFD

HUD FLT DIR Legend−FLT DIR

VDI DECLUTTER Legend−DCL

Format Select Legend−SMS

Format Select Legend−MENU

Format Select Legend−ECM

Baro PB Legend−B

PB Legend Crossouts

Waterline

(Added to all formats during DECLUTTER)

ILS Precision Course Needles

Range Readout−RNG, #

ACL Steering Indicator Tadpole

Course Arrow & Deviation Dots

Note:

‘+’ indicates that the symbol is available for display on the selected format.

‘o’ indicates that the symbol is not available for display on the selected format.

Figure 2−112. MFD VDI Symbology Available on TLN Formats (Sheet 2 of 2)

2−225

ORIGINAL

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Pitch/flight path

Ladder displays aircraft pitch angle and roll angle. Aircraft vertical flight path

angle is indicated by the position of the flight path marker on the pitch/flight

path ladder. Positive pitch lines are solid and negative pitch lines are dashed.

To aid in determining flight path angle when it is changing rapidly, the pitch

lines are angled toward the horizon at an angle half that of the flight path

angle. For example, in a 40° climb the pitch lines are angled 20° toward the

horizon. UP appears at +90° climb and DOWN appears at −90° dive. The

VDI pitch ladder will always be caged.

Radar altitude indicator

Displays radar altitude when the aircraft is below 5,000 ft AGL. When radar

altitude is selected for display on the HUD and MFD (via the HUD/VDI ALT

switch located on the pilot display control panel), the radar altitude indicator

will not be displayed.

Vertical velocity

Displays aircraft rate of climb/descent In feet per minute. Descent will be

indicated by a negative (−) sign. Absence of the negative sign indicates a

positive value.

Altitude

Barometric, radar, or GPS altitude will be displayed depending on the source

of data. When SCADC altitude is invalid, GPS altitude will be displayed and

identified by a G next to the altitude. When the ALTITUDE switch is in RDR,

radar altitude will be displayed and will be identified by an R next to the

altitude. If the radar altitude is invalid, barometric altitude will be displayed

and a B next to the altitude will be flashed to indicate that barometric altitude

is being displayed rather than radar altitude. If both radar and SCADC

altitude are invalid, GPS altitude will be indicated by a flashing G next to

the altitude. The bottom of the altitude box will be positioned at the waterline

reference position.

Altitude source

Indicates source of altitude data.

Barometric pressure

In A/A and A/G, pushbutton enables momentary display of the barometric

setting pushbutton

pressure setting on the pilot’s altimeter. The setting will appear for 5 seconds

each time the pushbutton is depressed. However, in TLN the barometric

pressure setting will be displayed continuously on the HUD and VDI.

Barometric pressure

The barometric pressure setting used by the display and weapon system is

setting

the value entered on the pilot’s altimeter. When the baro setting is changed

on the DEU in the A/A and A/G mode, the baro setting will be momentarily

displayed for 5 seconds after the change is made or will appear for

5 seconds when the barometric pressure setting pushbutton is depressed.

It will also appear and flash for 5 seconds when the aircraft drops below

10,000 feet, 300 knots.

DEST steering button

Selects destination steering mode.

Figure 2−113. MFD VDI Air−to−Air and Air−to−Ground Formats (Sheet 2 of 6)

2−227

ORIGINAL

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

D/L steering pushbutton

Selects data link steering mode.

A/A mode selection

Indicates selection of the A/A mode.

legend

Declutter

In A/A, selection of the declutter option removes the indication of airspeed,

(DCL pushbutton)

Mach number, altitude and vertical velocity from the display, and adds

waterline reference indicators. Selection of the declutter option is indicated

by a box around the pushbutton legend.

Bank scale

Provides indication of bank angle to ±60_. Marks are provided at 0_, ±5_,

±10°, ±20_, ±30_, ±45_ and ±60°.

ECM pushbutton

Selects the ECM threat display once depressed. Subsequent depression of

the ECM pushbutton will return the display to the previous format. This will

permit a quick look at the threat display and provide a quick return to the

previous format.

MENU pushbutton

Depression of MENU will result in the MENU list to appear in the border

area of the display. Subsequent depression of the pushbutton will result in

the alternate presentation of the MENU1 and MENU2 list in the border area

of the display.

Bank angle pointer

Moving pointer provides indication of aircraft bank angle. At bank angles in

excess of 65° the pointer will be removed from the VDI display.

SMS pushbutton

Selects the SMS display. Subsequent depression of the SMS pushbutton

will return the display to the previous format. This will permit a quick look at

the SMS display and provide a quick return to the previous format.

Master arm switch safe

An X through the A/A mode selection legend indicates that the master arm

indication

switch is in the safe position.

Ground plane

The dark shaded ground plane.

Horizon

Denotes demarcation between the ground and the sky. It represents the

horizon with respect to the aircraft and changes orientation with any change

in aircraft pitch and roll.

Figure 2−113. MFD VDI Air−to−Air and Air−to−Ground Formats (Sheet 3 of 6)

ORIGINAL

2−228

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Airspeed

Provides display of indicated airspeed. The bottom of the airspeed box is

positioned at the waterline reference position.

Mach number

Provides display of aircraft speed in Mach to the nearest hundredth.

Flight path marker

The vertical position of the flight path marker with respect to the pitch ladder

indicates the vertical flight path angle of the aircraft.

Sky plane

The light shaded area represents the sky.

A/A Weapon − Search

Note

When a weapon has been selected for launch in the A/A search

mode the basic VDI symbology and format will generally be the

same as A/A search mode with no weapon selected. The selecĆ

tion of the missile type and quantity of ready missiles will replace

the A/A mode selection legend and the master arm switch safe

indication will appear as appropriate.

Selected weapon type and

Indicates which missile has been selected for launch via the weapon select switch,

quantity indication

the type and the quantity available for launch are displayed. Selections are PH

(Phoenix), SP (Sparrow), SW (Sidewinder), and G (gun).

Master arm switch safe

An X through the weapon type and quantity indicates that the master arm switch

indication

is in the safe position.

A/A Weapon − Radar STT

Note

When a weapon has been selected for launch in the A/A radar

single target track (STT) mode and the radar target is FONO 1,

the basic VDI symbology and format will generally be the

same as the A/A radar STT mode with no weapon selected.

Selection of a missile in radar STT will enable the display of an

allowable steering error (ASE) circle, range bar and DD range

scale selection.

Range bar

The range bar is a fixed length vertical bar range scale against which maximum,

minimum and present range of the radar STT FONO 1 target may be displayed.

Scaling changes are determined by DD selection. Scaling is for 200, 100, 50, 20,

10, and 5 miles. The range bar moves sideways as a function of target azimuth.

The upper tic represents maximum range. The middle tic represents optimum

range and the lower tic represents minimum range. The circle represents the target

and moves vertically as a function of range. Target aspect is represented by a

pointer which points in the direction of the aspect angle. Zero target aspect is

straight down.

Figure 2−113. MFD VDI Air−to−Air and Air−to−Ground Formats (Sheet 4 of 6)

2−229

ORIGINAL

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Radar STT FONO 1 target

Range, altitude and closing velocity of the radar STT FONO 1 target.

data

Allowable steering error

ASE circle indicates the steering error allowed for launching a missile.

circle

Size of the circle is variable and is determined by the magnitude of the

allowable error.

Selected weapon type and

When missiles are selected for launch via the weapon select switch, the

quantity indication

type and the quantity available for launch are displayed. An X through

the indication will signify that the master arm switch is in the safe position.

DD range scale

Readout provides indication of RIO’s DD range scale selection of 5, 10, 20,

indication

50, 100, or 200 miles.

Figure 2−113. MFD VDI Air−to−Air and Air−to−Ground Formats (Sheet 6 of 6)

FORMAT

PHOENIX

SPARROW

SIDEWINDER

SYMBOL

BASIC

TRACK

GUN

Aircraft Readout and Box

(On all formats except when DECLUTTER)

Altitude Readout and

(On all formats except when DECLUTTER)

Box

Bank Scale

Baro Setting Readout

(On all formats except when DECLUTTER)

Heading Scale

Horizon Line, Ground

Plane

Command Attitude D/L

Command Mach

Pitch Ladder

Radar Altitude Readout

Flight Path Marker

Vertical Velocity Readout

(On all formats except when DECLUTTER)

Altitude Source ć

(On all formats except when DECLUTTER)

‘B’ or ‘R’

Figure 2Ć114.ĄMFD VDI Symbology Available on Air−to−Air and Air−to−Ground Formats (Sheet 1 of 2)

2−231

ORIGINAL

NAVAIR 01−F14AAD−1

FORMAT

PHOENIX

SPARROW

SIDEWINDER

SYMBOL

BASIC

TRACK

GUN

Mach Readout

(On all formats except when DECLUTTER)

MFD Cursor

Warning/Caution/

Advisory

Breakaway Symbol

Command Heading

Marker

Select Legends, Weaponć

A/A

PH#

SP#

SW#

Qty

Sky Texture

Push Button LegendćSMS

Push Button Legendć

Push Button LegendćECM

Push Button LegendćD/L

Push Button Legendć

DEST

Push Button LegendćDCL

BARO PB Legend ćB

PB Legend Crossout

Master Arm Safe Cue

Waterline

(Added to all formats during DECLUTTER)

Steering RangećRNG, #

Steering Tee

Range Bar

Max/Min/Opt* Range

Target Range Heading

Target Range Numeric

Target Closing Velocity

A/A Target Altitude

DD Selected Range

ASE Circle

Note

‘+’ indicates that the symbol is available for display on the selected format.

‘o’ indicates that the symbol is not available for display on the selected format.

* Sidewinder does not display opt range.

Figure 2−114. MFD VDI Symbology Available on Air−to−Air and Air−to−Ground Formats (Sheet 2 of 2)

ORIGINAL

2−232

NAVAIR 01−F14AAD−1

Figure 2Ć115.ĄMFD VDI Air−to−Ground (A/G) Format

2.33.9.4.4

VDI Overlay Formats

When the IRSTS detects valid targets, IRSTS triangles

are overlaid on VDI formats. Position scaling is the same as

The MFD VDI overlay formats are track while scan

that of radar priority target diamonds. However, since range

(TWS), infrared search and tracking system−TWS (IRSTS−

cannot be accurately determined by the IRSTS, no range

TWS), and reconnaissance.

information is presented on this overlay.

When RECON is selected from the RECON DATA

Both target diamonds and IRSTS triangles may be

formats, reconnaissance symbols are overlaid on the HUD

overlaid at the same time on VDI A/A or A/G formats.

and any MFD (Figure 2Ć116) that is displaying a VDI format.

An exception is when a weapon has been selected; then only

2.33.9.5

HSD Formats

the MFD displays the overlay.

The HSD formats provide system navigation informaĆ

When radar detects a valid target, a priority target

tion such as magnetic heading, magnetic course, wind

diamond is overlaid on VDI formats. The diamond’s lateral

direction and speed, true airspeed, groundspeed, waypoint

position indicates the target’s position relative to own aircraft

data, and TACAN data.

and the angular scaling is the same as the VDI A/A pitch

ladder. The diamond vertical position indicates target

The HSD format family consists of HSD waypoint,

altitude relative to own aircraft and the scaling is 10,000

TACAN, and TACAN CDI. Selection of PB16 from the

feet/0.8 inch. (The distance between pushbuttons is 0.8 inch.)

MENU, OWN A/C, CV, IFA, WPT DATA, RECON DATA,

A target at the horizon line would be at the same altitude as

INS UPDATE, NAV AID, SURFACE WPT, GPS STAT, FLT

own aircraft. Up to four target diamonds may be displayed at

PLN, MDL WPTS, or SAHRS ALIGN formats will place the

one time. Unlike the HUD diamonds, which are sized to

previously selected HSD format on the MFD. After a cold

indicate target proximity, VDI target diamonds are the same

start, the HSD waypoint format is shown. Figure 2Ć118

size. Target range in nautical miles is shown by the numbers

describes HSD symbols. Figure 2Ć119 illustrates the activaĆ

appearing directly above the symbol. The radar target

tion of the plot line display and shows the selected course line

overlay example in Figure 2Ć117 shows the radar TWS mode

that appears when a steering mode (in this case, destination

and is overlaid on an A/A basic format.

steering) has been selected.

2−233

ORIGINAL

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Radar Target Overlay

Note

In the A/A radar track while scan (TWS) mode and no weapon

selected, the basic VDI symbology and format will generally be

the same as A/A radar single target track except that up to

4 target priority diamonds may be displayed to show direction and

relative altitude of the 4 closest radar targets. IRST TWS targets

may be displayed simultaneously with radar TWS targets. When

this situation occurs, the target data will pertain to the closest

radar TWS targets.

Radar target data

Range, altitude, and closing velocity of the closest radar TWS target will be

presented.

Radar TWS target

Up to 4 target priority diamonds may be displayed to show direction and

priority diamonds

relative altitude of the 4 closest radar targets. The numerics above the

diamonds indicate the target range to the nearest nautical mile.

IRSTS Target Overlay

Note

In the A/A IRST track while scan (TWS) mode and no weapon

selected the basic VDI symbology and format will generally be the

same as A/A radar track while scan except that up to 4 target

priority triangles may be displayed to show direction and relative

altitude of the 4 closest IRST targets. IRST TWS targets may be

displayed simultaneously with radar TWS targets. When this

situation occurs, the target data will pertain to the closest radar

TWS targets.

Target data

Range, altitude, and closing velocity of the closest IRST TWS target will be

presented.

IRST TWS target priority

Up to 4 TWS target priority triangles may be displayed to show direction

triangles

and relative altitude of the 4 closest IRST targets.

Figure 2−117. MFD VDI Radar and IRSTS Overlay Formats (Sheet 2 of 2)

ORIGINAL

2−236

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Clock/timer pushbutton

Selects clock/timer display for HUD and corresponding readout. Options are

ZTOD, ETA, TTG, ET, or CD.

Wind

Displays wind direction in degrees and wind speed in knots.

True airspeed

Displays true air speed in knots.

Ground speed

Displays ground speed in knots.

Steering mode pushbutton

STR pushbutton cycles through steering modes: DEST, AUTO, GPS, and

TACAN.

Lubber line

The lubber line indication (diamond) is fixed at the top of the compass rose

and indicates aircraft magnetic heading.

Ground track line

The ground track line rotates inside the compass rose to represent the

ground track.

ADF pointer

The ADF symbol shows the direction of the nearest automatic direction

finder station.

Heading select pointer

Displays selected or commanded heading. The symbol rotates outside the

compass rose when manually controlled by the heading potentiometer knob

located in the pilot’s crew station.

TACAN data

Displays TACAN channel, range, bearing, and time−to−go to the selected

TACAN station.

TACAN display option

Enables the presentation of the TACAN situation symbol, selects TACAN

pushbutton

steering mode, results in the appearance of the TACAN, course deviation

indication (CDI) pushbutton selection, and AWL pushbutton selection.

Selection is indicated by a box around the TACAN data.

Waypoint symbol

The numbers (1 to 750) adjacent to the symbol identify the waypoint and

are located on the display to provide an indication of relative range and

bearing from own A/C.

Set pushbutton

Enables the establishment of a waypoint at the designated cursor position

on the HSD.

Aircraft symbol

The stationary aircraft symbol is positioned in the center of the compass

rose. The symbol in conjunction with the compass rose indicates magnetic

heading.

Figure 2−118. MFD HSD Format (Sheet 2 of 4)

ORIGINAL

2−238

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Update (UPDT)

Selects the INS update format on the MFD.

pushbutton

Plot pushbutton

Enables/disables the display of plotted lines between waypoints on the HSD

waypoint format.

Course line setting

Indicates selected course in degrees.

Enter (ENT)

Selects the boxed waypoint for destination steering.

pushbutton

Steering readout

Steer mode indication and steerpoint.

Time remaining readout

Selected automatically based on steering mode target selected or weapon

selected. Options are TTG, TTGT, or TREL.

Clock/timer readout

Clock indication per PB7 selection.

Scale (SCL XXX)

Selects range scale (200, 100, 50, 25, and 10 nautical miles).

pushbutton

The scale is the distance from the aircraft symbol to the inside edge of the

compass rose. Successive depressions of the pushbutton causes the range

scale to decrement and then start again at 200 miles.

ECM pushbutton

Selects the ECM threat display. Subsequent depression of the ECM pushĆ

button will return the display to the previous format. This will permit a quick

look at the threat display and provide a quick return to the previous format.

MENU pushbutton

Selects the MENU displays. Depression of MENU will result in the MENU1

list to appear in the border area of the display. Subsequent depression of

the pushbutton will result in the alternate presentation of the MENU2 and

MENU1 list in the border area of the display.

SMS pushbutton

Selects the SMS display. Subsequent depression of the SMS pushbutton

will return the display to the previous format. This will permit a quick look at

the SMS display and provide a quick return to the previous format.

ZTOD readout

Zulu time of day always displayed in this location on HSD formats.

Navigation mode

Indicates the current navigation mode.

DATA pushbutton

Selects own A/C data format.

Figure 2−118. MFD HSD Format (Sheet 3 of 4)

2−239

ORIGINAL

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Heading select setting

Indicates the magnetic heading selected.

FLT PLAN pushbutton

Selects the appropriate NAV AID or SAHRS ALIGN format as determined

by the mission computer.

Waypoint decrement

Selects the decrement of the waypoint number of the associated waypoint

(down arrow)

data display and is used to select the waypoint for destination steering.

pushbutton

Waypoint number

Indicates the selected waypoint number (via the increment/decrement pushĆ

buttons) of the associated waypoint data display and the desired waypoint

for destination steering.

Waypoint increment

Selects the increments of the waypoint number of the associated waypoint

(up arrow)

data display and is used for the selection of the waypoint for destination

pushbutton

steering.

Waypoint (WPT) display

Enables the presentation and activation of waypoint−related symbology and

option pushbutton

display options. Selection of this option allows the appearance of the plot

line display selection. Selection of this option is indicated by a box around

the waypoint data.

Waypoint bearing

Provides bearing indication of the waypoint entered by the aircrew for

pointer

destination steering.

Waypoint data

Range, bearing and time−to−go to the waypoint selected via the increment/

decrement pushbuttons.

Compass rose

The compass rose is a circular magnetic scale that consists of major diviĆ

sions at 10 degree intervals, minor divisions at 5 degree intervals, numerics

at 30 degree increments and cardinal points at 90 degree increments.

TACAN bearing pointer

Provides bearing indication to and from the selected TACAN station.

head and tail

Figure 2−118. MFD HSD Format (Sheet 4 of 4)

ORIGINAL

2−240

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Plot lines

Dashed plot lines are drawn between waypoints to aid in navigation.

The waypoints for plotting are selected via the DEU.

PLOT pushbutton

Box around the PLOT pushbutton legend indicates the display of plotted

lines between waypoints has been enabled.

Selected course line

The course line rotates within the compass circle and depicts the aircraft

commanded course during the destination steering mode.

Figure 2−119. Plot Line and Course Line Displays (Sheet 2 of 2)

HSD steering is selected by PB9 (STR). Selecting the

2.33.9.8

IRSTS Formats

pushtile cycles through the available steering modes: DEST

There are three dedicated IRSTS formats in the IRSTS

(destination), AUTO (automatic), GPS, TACAN, and blank.

format family. They are IRSTS normal, IRSTS CSCAN, and

CDI can be selected from TACAN or GPS steering.

IRSTS summary (refer to NAVAIR 01−F14AAD−1A). Other

IRST information and symbols appear on the HUD, VDI, and

Chapter 20, NAVIGATION, describes the use of the HSD

TSD formats.

formats.

2.33.9.9

TSD Format

2.33.9.6

SMS Formats

The TSD format is chosen via the TSD legend on

Selection of the SMS formats may be made from any

MENU1. The format consists of five distinct legend sets that

format via PB19 (SMS). Depressing PB19 a second time

appear in response to crew MFD inputs. Refer to NAVAIR

returns the previously selected display. This toggle action

01−F14AAD−1A for a description of the TSD format and

permits the crewmember to check the weapon status quickly.

associated symbols.

The MC determines the wingform configuration that will be

2.33.9.10

JTIDS Data Readout Formats

displayed. The CAP/attack and fighter configurations are

shown in Figure 2Ć120.

Refer to NAVAIR 01−F14AAD−1A.

For SMS symbols, configurations, and phases of

2.34 DATA ENTRY UNIT

launch, including an explanation of the AIM−54 MOAT and

DMA results, refer to the Supplemental NATOPS Flight

The DEU (Figure 2Ć122) on the RIO right vertical

Manual, NAVAIR 01−F14AAD−1A.

console provides manual data entry and control of certain

mission functions. The DEU is a remote terminal that

2.33.9.7

Engine Monitor Format

communicates with the mission computers via the multiplex

buses. The DEU is powered by the 28−Vdc main bus. The

The engine monitor format

(Figure 2Ć121) is

DEU consists of a DEU control knob, data entry display, 20

selected via PB15 (ENG) on the OWN A/C formats. This

option keys, and four option display legends. The DEU

format includes a representation of the aircraft engine

control knob controls power, brightness, and the test

instruments, displaying instrument readings for left and right

function. The option display legends display the options for

engines, fuel endurance (based on existing conditions), and

the function or parametr selected. The option keys enable

any engine exceedance conditions. Rpm is provided as N₁

selection of the desired menu functions and entry of required

and temperature as turbine blade temperature

(TBT not

mission parameters. The data entry display is a two−line

EGT). Fuel flow is shown as either main (M) or total (T),

display. The top line indicates the currently selected

depending on power setting (either nonafterburner or afterĆ

parameter while the bottom line (scratchpad) is used to enter

burner range). This information is provided by the FEMS.

data. The scratchpad consists of a 14−character display. The

Engine monitor format is not provided while in SEC mode.

character locations are often denoted by underlines that, as

Refer to FEMS in this chapter for additional information.

data is keyed in, disappear.

2.34.1

Data Entry Unit Operating Modes

As selected by the RIO, the DEU operates in one of two

modes: slaved to the RIO multifunction display (MFD3) or

ORIGINAL

2−242

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

ARM/SAFE status

SAFE or ARM is displayed to indicate the status of the master arm switch.

indicator

Rounds remaining

Rounds remaining is indicated in hundreds (6, 5, 4, 3, 2, 1 and 0) by a

single digit. An X will appear when the gun is empty. HI or LO indicates the

selected fire rate.

HI/LO gun rate pushbutton

Toggles the HI or LO rate of gun fire. HI rate is default mode.

PGU/M56

Toggles the PGU or M56 round.

Store station numbers

Indicates the location of the stores (weapons and fuel tanks) loaded on the

(1A, 1B, 2, 3, 4, 5, 6, 7,

aircraft.

8A, and 8B)

Manual (MAN) gun

Selects the manual option during air−to−ground operations. CCIP mode is

mode pushbutton

the primary gun mode and is obtained immediately upon gun selection.

(A/G only)

A box will appear around the pushbutton legend to indicate the manual

option has been selected. Refer to the Supplemental NATOPS Flight

Manual, NAVAIR 01 −F14AAD−1A.

Missile status (MS)

Selects the missile status display.

pushbutton

CAP/attack wingform

Wingform provides a plan view of the stores carried on an aircraft

configured for the CAP/attack role.

SMS pushbutton

Box around the SMS pushbutton legend indicates the SMS display is

selected. Once selected, a subsequent depression of the SMS pushbutton

will enable return to the previous display.

Fighter wingform

Wingform provides a plan view of the stores carried on an aircraft

configured for the fighter role.

Figure 2−120. MFD SMS FormatĊCAP/Attack, Fighter Wingforms (Sheet 2 of 2)

ORIGINAL

2−244

NAVAIR 01−F14AAD−1

SYMBOL

FUNCTION

Rotor speed

Left and right rotor speeds (N1) are displayed both in an analog and digital

format in percent RPM. The digital indications are located immediately

below the corresponding analog scale.

Turbine blade temperature

Left and right engine turbine blade temperature (TBT) are displayed both

in an analog and digital format. The analog scale ranges from 500 to

1200 degrees Fahrenheit. The digital indications are located immediately

below the corresponding analog scale.

Main fuel flow

Left and right main fuel flow (FF/M) are displayed in an analog format in

thousands of pounds per hour (PPH). The analog scale ranges from 0 to

17,000 PPH.

Fuel endurance

Readout provides an indication of the flight time remaining in hours and

minutes. The readout is based on the existing fuel supply for the selected

engine condition (normal or afterburner).

Engine exceedance

Up to three engine exceedance conditions are capable of being displayed

conditions

at a time. The indications will scroll upward at a rate of 1 per second when

more than three exceedance conditions exist. The indications may be:

L/R MACH #, L/R LO THR, L/R A/ICE, L/R OIL LO, or L/R AUG.

Nozzle position

Left and right engine nozzle positions (NP) are displayed in an analog forĆ

mat between 0 and 100 percent to indicate relative position from fully

closed to fully open, respectively.

Data pushbutton

Enables the presentation of the OWN A/C DATA display

Total fuel flow

Left and right engine total fuel flow (FF/T) are displayed in an analog

format in thousands of pounds per hour (PPH). The analog scale ranges

from 0 to 100,000 PPH.

Note

D Engine data is not provided while in SEC mode.

D When afterburner is selected, the total fuel flow conĆ

sists of main and augmented fuel. This format illusĆ

trates the afterburner condition where total fuel flow

are displayed.

Figure 2−121. MFD Engine Monitor Format (Sheet 2 of 2)

ORIGINAL

2−246

NAVAIR 01−F14AAD−1

independent of MFD3. Initially, when the DEU is powered

2.34.2.2

Subpages

on, it defaults to the slave mode. The slave and independent

The operating characteristics of the subpages are as

modes are toggled by pressing the SLV/INDP option key.

follows: Parameters requiring input often have associated

When operating in the slave mode, the data entry display on

limits and qualifiers. Data entry parameters are shown in

the main menu page reads MENU−DEU SLV (Figure 2Ć122).

Figure 2Ć123. All data input left to right is validated character

When the MFD displays a format to which the DEU is slaved,

by character. This includes the parameter of latitude,

the DEU configures the corresponding page (Figure 2Ć105.

longitude, and time. Data input from right to left is validated

However, when the MFD displays a format to which the DEU

upon depression of the ENT option key. When latitude and

cannot slave, the DEU remains on whatever format it is

longitude are input from left to right, leading zeroes must be

displaying. Operating in the independent mode enables

entered but trailing zeroes for minutes and minute fractions

access to all menu options without being affected by changes

are not required. Keying additional numerics after the

to the MFD3 display. When the MENU option key is pressed,

dedicated character locations are filled will not change the

the main MENU page is displayed with the present DEU

initial keyed−in data. The applicable East, West, North, or

mode displayed on the scratchpad.

South (E, W, N, S) can be keyed in before, during, or after

numerical data entry. The backspace option key (BKSP) is

2.34.2

DEU Menu Pages

used to delete data in the reverse order of entry. The return

The DEU consists of the following menu pages.

option key (RTN) is used to display the next higher level page

in the branch category.

2.34.2.1

Main Menu Page

2.35 FLIGHT INSTRUMENTS

The main menu page (Figure 2Ć122) enables access

to the various subpages. Pressing the desired option key on

2.35.1

Standby Attitude Indicator

the main menu displays the desired subpage. The subpages

are as follows:

A 3−inch standby gyro horizon indicator on the left side

of the pilot instrument panel and another on the left side of

SMS − Stores management system.

the RIO instrument panel are for emergency use should the

OWN A/C − Own aircraft.

system

(INS or SAHRS) attitude information become

unreliable. It is a self−contained, independent gyro that

WPT − Waypoint.

displays aircraft roll and pitch from the horizontal and

CV ALGN − Carrier align.

includes a standard turn−and−slip indicator.

NAV AID − Navigation aid.

The presentation consists of a miniature aircraft

viewed against a rotating gray and black backg0round, which

NAV GRID − Navigation grid.

represent sky and ground conditions, respectively. Caging

JTID RNAV − JTIDS relative navigation.

should be accomplished at least 3 to 4 minutes before takeoff

to allow the spin axis to orient to true vertical. After the gyro

JTID COMM − JTIDS communications.

has erected to vertical, the miniature aircraft reference may

JTID PPLI − JTIDS precise participant location

be raised or lowered +5_, −10_ to compensate for pitch trim

identification.

by turning the adjustment knob in the lower right corner of

the instrument. Electrical power should be applied for at least

10. JTIDS MODE − JTIDS mode.

1 minute before caging. The unit should be caged prior to

11. DOWN LOAD − JTIDS initialization.

engine start during cockpit interior inspection. In flight,

recaging should be initiated only when error exceeds 10_ and

12. IFT − Nonfunctional.

only when the aircraft is in a wings−level normal cruise

13. PLOT − Plot.

attitude. Errors of less than 10_ will automatically erect out

at a rate of 2.5_ per minute.

14. CSS − Cooperative support software.

Electrical power is supplied by the essential ac buses.

15. SLV/INDP − Slave/independent.

An OFF flag appears on the right side of the instrument face

when power is removed or when the gyro is caged, but the

16. ALT MENU − When available.

gyro is capable of providing reliable attitude information

(within 9_) for up to 3 minutes after a complete loss of power.

17. CLK ć Clock control.

The gyro can be manually caged by pulling the pitch trim

knob on the lower right corner of the instrument. Depressing

TEST centers the ARA−63 needles and the turn−and−slip

pointer deflects to the right and lines up with the fixed

marker.

ORIGINAL

2−248

NAVAIR 01−F14AAD−1

VARIABLE

INPUT NAME

UNITS

LIMITS

SIGN

FIELD/PROMPT

DIR OF ENTRY

ALTITUDE

−5000 to

±(1)

QXXXXXX

(2) RT to LT

+131071

(5)

Baro pressure

IN HG

25 to 35

NONE

XX.XX

RT to LT

Bearing

DEG

1 to 360

NONE

XXX

RT to LT

Channel number



0 to 127

NONE

RT to LT

Coverage

DEG

0 to 180

NONE

XXX

RT to LT

Direction

DEG

1 to 360

NONE

XXX

RT to LT

Heading

DEG

1 to 360

NONE

XXX

RT to LT

Latitude

DEG, MIN

−90 to +90

S, N (3)

QbXXbXX.XX

(4) LT to RT

Longitude

DEG, MIN

−180 to +180

W, E (3)

QbXXXbXX.XX

(5) LT to RT

Magnetic variation

DEG

−180 to +180

W, E (3)

XXX.XbQ

RT to LT

lFT number



0 to 31

NONE

RT to LT

Waypoint number



1 to 750

NONE

RT to LT

Weapon option



0 to 6

NONE

RT to LT

Range

0 to 500

NONE

XXX.X

RT to LT

Sector



1 to 6

NONE

RT to LT

Carrier speed

KNOTS

0 to 64

NONE

RT to LT

IFT TGT speed

KNOTS

0 to 2047

NONE

XXXX

RT to LT

Wind speed

KNOTS

0 to 200

NONE

XXX

RT to LT

Time

HRS

0 to 23

NONE

XXXXbXX

(4) LT to RT

MIN, SEC

0 to 59

(5)

Vertical lever arm

to 128

NONE

XXX

RT to LT

Map lines



to 99

NONE

RT to LT

Map offset

±131071

± (1)

QXXXXXX

RT to LT

Target length

0−2048

NONE

XXXX.X

RT to LT

Command course

DEG

1−360

NONE

XXX

RT to LT

Notes:

(1) If a sign is not input, the number is assumed positive.

(2) Prompt underscores disappear as numerics are input. Pressing ‘BKSP’ will delete a keyed−in numeric

and the underscore will reappear. Continued backspacing will delete inputs in the reverse order in

which they were input. If the prompt is a single underscore, it disappears upon the first keyed entry.

When backspacing, it will reappear when the first keyed entry has been deleted.

(3) Qualifiers ‘S’, ‘N’, ‘E’, ‘W’, ‘+’ and ‘−’ can be keyed in before, after or during keying of numeric data.

‘BKSP’ will not delete these symbols; however, they can be overwritten. The last keyed symbol

will be implemented. Depression of ‘CLR’ will also reset the total scratchpad.

(4) Trailing zeroes for minutes and seconds will be assumed if not entered from keypad.

(5)

‘b’ implies blank or space; ‘Q’ implies qualifier (S, N, E, W, +, −).

Figure 2Ć123.ĄData Entry Parameters

2−249

ORIGINAL

NAVAIR 01-F14AAD-1

2.35.1.1

Turn-and-Slip Indicator

Reliable system operation in the altitude range of 0 to

5,000 feet permits close altitude control at minimum altitudes.

The standby attitude indicator includes a standard

The system will operate normally in bank angles up to 45_

needle and ball turn-and-slip indicator. The pointer is tested

and in a climb or dive except when the reflected signal is too

when the TEST button is pressed and it deflects to the right

weak.

and lines up with the fixed marker.

The system includes a height indicator (altimeter), a test

2.35.2

Standby Airspeed Indicator

light on the indicator, a low-altitude warning tone, a radar

The standby airspeed indicator on the pilot and RIO

receiver-transmitter under the forward cockpit, and two

instrument panels is a pitot-static instrument that displays

antennas (transmit and receive) one on each side of the IR

indicated airspeed from 0 to 800 knots. The indicator is

fairing, in the aircraft skin. During descent, the warning tone

graduated in 10-knot increments up to 200 knots, then in

is heard momentarily (landing gear handle down) when the

50-knot increments.

aircraft passes through the altitude set on the limit index. If

the landing gear handle is up, the tone will remain on

Note

continuously until the landing gear handle is placed down or

The indicated airspeed displayed is not corrected

aircraft altitude rises above the limit index setting. When the

for position error.

aircraft isbelowthe altitude indexlimit setting,a nightvision

compatible post light will illuminate with a yellow radiance.

2.35.3

Standby Altimeter

The post light is located just below the height indicator, on

Both the pilot and RIO standby altimeters display

the forward instrument panel.

altitude up to 99,000 feet on the five-digit counter but only

Note

the left two digits are moveable. The pointer moves about a

dial calibrated from 0 to 1,000 feet in 50-foot increments.

D Radar altimeter can read as much as 100 feet

A BARO setting knob, on the bottom left, is used to set

higher than actual altitude when operating

over water.

in the local atmosphere pressure (INCHES HG) between

28.10 to 30.99 inclusive. The four-digit counter displays the

D The low altitude warning light is an anvis

BARO setting. The BARO setting from the pilot standby

green grimes light mounted on a bracket

altimeter is provided to the mission computers via the

below the RADALT.

converter interface unit and can be displayed on the HUD and

the MFDs.

The radar altimeter receives power from the ac essential

bus No. 1 through the RADAR ALTM circuit breaker (4B3)

2.35.4

AN/APN-194(V) Radar Altimeter System

and from dc essential bus No. 1 through the ALT LOW WARN

circuit breaker (7B6). The radar altimeter has a minimum

The radar altimeter is a low-altitude (0 to 5,000 feet),

warmup time of 3 minutes. During this time, failure indica-

pulsed, range-tracking radar that measures the surface or

terrain clearance below the aircraft. Altitude information is

tions and erroneous readouts should be disregarded.

developed by radiating a short-duration radio frequency pulse

from the transmit antenna to the Earth’s surface and

2.35.4.1

Radar Altimeter

measuring elapsed time until radio frequency energy returns

The radar altimeter (FO-12) on the pilot instrument

through the receiver antenna. The altitude information is

panel has the only controls for the system. The indicator

continuously presented to the pilot, in feet of altitude, on an

displays radar altitude above the Earth’s surface on a

indicator dial. The system also outputs a digital signal for

single-turn dial that is calibrated from 0 to 5,000 feet in

display of radar altitude on the HUD from 0 to 5,000 feet

decreasing scale to provide greater definition at lower

during takeoff and landings.

altitudes. The control knob in the lower right corner of the

indicator is a combination power switch, self-test switch, and

The radar altimeter has two modes of operation. In the

search mode, the system successively examines increments

positioning control for the low-altitude limit bug.

of range until the complete altitude range is searched for a

return signal. When a return signal is detected, the system

2.35.4.2

Altimeter BIT

switches to the track mode and tracks the return signal to

Depressing and holding the control knob energizes the

provide continuous altitude information.

self-test circuitry; the green test light illuminates, the

When the radar altimeter drops out of the track mode,

indicator reads 100

10 feet, and the HUD altitude scale

an OFF flag appears and the pointer is hidden by a mask. The

reads approximately 100 feet. If the indicator passes below

altimeterremainsinoperativeuntila returnsignal isreceived,

the altimeter limit bug setting, the aural and visual warnings

at which time the altimeter will again indicate actual altitude

are triggered. Normal operation is resumed by releasing the

above terrain.

control knob.

CHANGE 1

2-250

NAVAIR 01-F14AAD-1

2.35.4.3

Low-Altitude Aural Warning

with the landing gear handle down and the switch in

ORIDE/ON. With weight on wheels, the position OFF/OFF

A low-altitude aural warning alarm provides a

and AUTO/OFF deactivate the probe heating element.

1,000-Hz tone, modulated at two pulses per second and is

available to both crewmembers. The tone activates for 3 to

2.36.1

AOA Test

5 seconds when aircraft altitude descends below the limit

index setting, with the landing gear handle in the DOWN

A safety of flight check of the AOA indicator and other

position. If the landing gear handle is in the UP position, the

aircraft instrumentscanbeperformedwhileinflightoronthe

tone will remain on continuously.

deck. When INST is selected on the pilot’s MASTER TEST

switch, the reference bar on the AOA indicator should

2.35.5

Vertical Velocity Indicator

indicate 18.0

0.5 units. A check of the index can be made

by selecting LTS on the MASTER TEST switch.

The vertical velocity indicator on the left side of the

pilot and RIO instrument panel is a sealed case connected to

2.36.2

AOA Indicator

a static pressure line through a calibrated leak. It indicates

rate ofclimb ordescent. Suddenor abrupt changes inattitude

This indicator

(Figure 2-125) displays the aircraft

may cause erroneous indications because of the sudden

AOA and provides a stall warning reference marker, a climb

change of airflow over the static probe.

bug, cruise bug, and an AOA approach reference bar for

landing approach.

2.35.6

Standby Compass

AOA is displayed by a vertical tape on a calibrated

scale from 0 to 30 units, equivalent to a range of -10_ to +40_

A conventional standby compass is above the pilot

of rotation of the probe. The approach reference bar is

instrument panel. It is a semifloat-type compass suspended

provided for approach (on speed) AOA at 15 units. The AOA

in compass fluid.

indexer and approach lights will automatically follow the

indicator.

2.35.7

Clock

The climb reference marker is set at 5.0 units, the cruise

A mechanical 8-day clock ison the instrument panel in

marker at 8.5 units, and the stall warning marker at 29 units.

each cockpit. It incorporates a 1-hour elapsed-time capabil-

These reference markers are preset to the optimum AOA

ity. A winding and setting selector is in the lower left corner

values and cannot be changed by the pilot.

of the instrument face. The knob is turned in a clockwise

direction to wind the clock and pulled out to set the hour and

2.36.3

AOA Indexer

minute hands. An elapsed time selector in the upper right

The AOA indexer on the pilot glareshield

corner controls the elapsed time mechanism. This mecha-

(Figure 2-125) has two arrows and a circle illuminated by

nism starts, stops, and resets the sweep second and elapsed

colored lamps to provide approach information. The relay-

time hands.

operated contacts in the AOA indicator also control the AOA

indexer. The upper arrow is for high AOA (green), the lower

2.36 ANGLE-OF-ATTACK SYSTEM

arrow is for low AOA (red), and the circle is for optimum

The AOA system measures the angle between the

AOA (amber). When both an arrow and a circle appear, an

longitudinal axis of the aircraft and the relative wind. This is

intermediate position is indicated.

used for approach monitoring and to warn of an approaching

2.36.3.1

Indexer Lights

stall. Optimum approach AOA is not affected by gross

weight, bank angle, density altitude, or load configuration

The indexer lights function only when the landing gear

(see Figure 2-124 for AOA conversions).

handle is down. A flasher unit causes the indexer lights to

pulsate when the arresting hook is up and the HOOK

The system includes a probe-type transmitter,

BY-PASS switch is in CARRIER. The intensity of the

approach lights, an indicator, and an indexer. The indexer and

indexer lights is controlled by the INDEXER thumbwheel

approach lights are controlled by the indicator, which is

control on the pilot MASTER LIGHT panel.

electrically slaved to the sensor probe transmitter. In flight,

the probe, which is on the left side of the fuselage, aligns itself

2.36.4

Approach Lights

with the relative airflow like a weather vane.

The approach lights consist of red, amber, and green

Probe anti-icing is provided by means of a 115-Vac

indicator lights above the nosegear strut. The lights are

heating element along the probe and probe housing. The

actuated by the AOA indicator and provide qualitative AOA

heating element is controlled by the ANTI-ICE switch on the

information to the landing signal officer during landing

pilot right console. During ground operation, probe heat is on

approaches. A flasher unit in the AOA system will cause

2-251

CHANGE 1

NAVAIR 01−F14AAD−1

the approach lights to pulsate when the arresting hook is up

with the landing gear down and the HOOK BY−PASS switch

is in the CARRIER position. When the FIELD position of the

HOOK BY−PASS switch is selected, the flasher unit is

disabled.

The maximum permitted taxi speed and headĆ

wind component with the canopy open is

A green approach light indicates a high AOA, slow

60 knots.

airspeed; an amber light indicates optimum AOA; and a red

approach light indicates a low AOA, fast airspeed.

Note

An occasional howl inside the canopy may occur

2.37 CANOPY SYSTEM

in some aircraft when subjected to an approxiĆ

mate 4g maneuver. The howl has been attributed

The cockpit is enclosed by a one−piece, clamshell,

to the canopy rain seals; when they are removed

rear−hinged canopy. Provisions are included to protect the

the howl disappears. A canopy howl in aircraft

pilot and RIO from lightning strikes by the installation of

with rain seals installed does not limit aircraft

aluminum tape on the canopy above the heads of the crew.

operation.

Normal opening and closing of the canopy is by a pneumatic

and hydraulic actuator with a separate pneumatic actuator

The canopy system is controlled with the canopy

for locking and unlocking. The canopy can be opened to

control handle under the right forward canopy sill at each crew

approximately 25_ for ingress and egress in approximately

position. An external canopy control handle is on the left side

8 to 10 seconds. In emergencies, the canopy can be jetti−

of the fuselage directly below the boarding ladder. A

soned from either crew position or externally from either

CANOPY caution light on the RIO CAUTION ADVISORY

side of the forward fuselage. For rescue procedures, see

panel illuminates when the canopy is not locked. A LAD/

paragraph 12.1.6.

CNPY caution light on the pilot CAUTION ADVISORY

panel illuminates when the canopy is not locked or the ladder

is not stowed. Electrical power for the caution lights

is supplied from the essential dc bus No. 2, through the

Figure 2Ć125.ĄAngle−of−Attack Displays

ORIGINAL

2−254

NAVAIR 01−F14AAD−1

CAN/LAD/CAUTION/EJECT CMD IND circuit breaker

(8C5). A 1−inch by 2−inch white stripe is painted on the

canopy frame and sill above the canopy control handle panel.

Alignment of this stripe provides an additional visual guide

Flightcrews shall ensure that hands and foreign

that the canopy is in a closed−and−locked position.

objects are clear of front cockpit handholds, top

Pneumatic pressure for normal canopy operation is

and sides of ejection seat headboxes, and canopy

stored in a high−pressure, dry−nitrogen reservoir. Servicing is

sills to prevent personal injury and/or structural

accomplished externally through the nose wheelwell. NorĆ

damage during canopy opening or closing

mal pressure should be serviced to 3,000 psi. A pressure

sequence. Foreign objects can catch ejection sysĆ

gauge in the nose wheelwell should be checked during

tem initiators on the right aft side of the ejection

preflight. A fully charged nitrogen bottle provides approxiĆ

seat headboxes causing inadvertent ejection even

mately 10 complete cycles (open and close) of the canopy

with seat locking handles safe. Only minimum

before the system is reduced to a minimum operating

clearance is afforded when canopy is transiting

pressure of 225 psi. If pneumatic pressure drops below 225

fore or aft.

psi, the canopy control module automatically prevents

2.37.1.2.1

Open

further depletion of the main reservoir and the canopy must

be opened by the auxiliary mode.

When OPEN is selected, nitrogen is ported to the

locking actuator through the control module and the canopy

2.37.1

Canopy Operation

is moved aft disengaging the canopy hooks from the sill

hooks. Pneumatic pressure is then ported to the canopy

2.37.1.1

External Canopy Controls

actuator to raise the canopy.

Access to the external canopy control is obtained

2.37.1.2.2

Hold

through an access door on the left fuselage directly below the

Selection of CANOPY HOLD during transition of the

boarding ladder. Pulling the handle out and rotating it

canopy stops the canopy in any intermediate position

counterclockwise to NORM CL closes the canopy. Rotating

between closed and open by pressurizing the lock valves in

further counterclockwise to the BOOST close position will

the canopy actuator. These lock valves stop the transfer of

allow the canopy to be closed under a high headwind or cold

pneumatic pressure.

weather conditions. If BOOST is used to close the canopy, the

handle should be returned to NORM CL. Rotating it

With the canopy in any intermediate

(CANOPY

clockwise to NORM OPEN opens the canopy under normal

HOLD) position, moving the handle slowly toward OPEN

operating conditions and rotating it further to AUX OPEN

will allow the canopy to begin to close until the handle is

allows the canopy to be opened manually.

finally in OPEN. This occurs because the first motion of the

handle moves the selector valve cam, which vents pressure

Note

from the lock valves and allows the canopy weight to transfer

pneumatic pressure. Once the selector valve cam is comĆ

NORM OPEN is not detented; therefore, do not

pletely moved to OPEN, pressure is then applied to the open

rotate the handle further clockwise unless the

side of the canopy actuator.

AUX OPEN position is desired. Using AUX

OPEN unnecessarily will deplete the auxiliary

uplock nitrogen bottle.

2.37.1.2

Cockpit Canopy Controls

If the canopy handle is left in an intermediate

position for an extended period, the canopy will

The canopy pneumatic and hydraulic system is operĆ

slowly close.

ated by actuation of either of the cockpit control handles

(Figure 2Ć126), or the external control handle, which posiĆ

2.37.1.2.3

tions valves within the pneumatic control module to open or

close the canopy. The canopy pneumatic and pyrotechnic

Selecting CLOSE allows the canopy to close under

systems are shown on FO−15. Modes of operation available

normal conditions (30−knot headwind) using its own weight

are: OPEN, AUX OPEN, HOLD, CLOSE, and BOOST.

without an expenditure of stored nitrogen. When the control

2−255

ORIGINAL

NAVAIR 01-F14AAD-1

handle is set to CLOSE, both sides of the canopy actuator are

mode, the canopy control handle in the cockpit must be

vented to the atmosphere, allowing the canopy to lower itself.

rotated outboard to move the handle past the OPEN stop and

The final closing motion actuates a pneumatic timer which

then pulled aft to AUX OPEN. This activates a pneumatic

directs pressure from the control module to the locking

valve, which admits regulated pneumatic pressure from an

actuator and the canopy is moved forward to engage the

auxiliary nitrogen bottle to the locking actuator and moves

canopy hooks in the sill hooks.

the canopy aft out of the sill locks. When the canopy is

unlocked, pneumatic pressure from the main reservoir is

To close the canopy under high headwind conditions

ported to the open side of the canopy actuator to counterbal-

(30 to 60 knots) or when difficulty is experienced because of

ance the weight of the canopy, allowing the canopy to be

hot or cold temperatures, BOOST is used. The BOOST mode

manually opened or closed by the flightcrew.

is activated by rotating the canopy control handle outboard

Before leaving the cockpit, the control handle should

past the CLOSE stop and pushing the handle forward. With

be returned to HOLD. If left in AUX OPEN, the canopy’s

the control handle in this position, the control module ports

own weight or a tailwind could force the canopy down

additional regulated pneumatic pressure to the closed side of

with low pressure in the main reservoir. Once the auxiliary

the canopy actuator. If BOOST is used to close the canopy,

canopy unlock bottle is used, the canopy will not return to

the handle should be returned to CLOSE.

the normal mode of operation and cannot be locked closed

until the auxiliarypneumatic selectorvalve onthe aft canopy

2.37.1.3

Auxiliary Canopy Opening

deck is manually reset (lever in vertical position). (See

Figure 2-125A.)

When the main pneumatic reservoir pressure is

reduced to 225 psi, the canopy control module automatically

The auxiliary canopy unlock nitrogen bottle is on the

prevents further depletion of reservoir pressure and the

turtleback behind the canopy hinge line (refer to FO-15).

canopy must be opened using the auxiliary mode. Actuation

Servicing of the auxiliary bottle is through the small access

of the auxiliary mode can be affected from either the pilot or

panel immediately behind the canopy on this turtleback. A

RIO canopy control handle or from the ground external

fully charged bottle will provide approximately 20 canopy

canopy control. To open the canopy from the cockpit in this

cycling operations in the auxiliary open mode.

Figure 2-125A. Auxiliary Pneumatic Selector Valve Reset

CHANGE 1

2-256

NAVAIR 01-F14AAD-1

2.37.1.4

Canopy Jettison

appropriately marked for rescue. Opening either access door

and pulling the T-handle fires an initiator that detonates the

The canopy can be jettisoned from either cockpit

canopy separation charge and actuates the canopy gas

or from external controls on each side of the fuselage.

generator. The sequence is the same as when the cockpit

An internal canopy jettison handle in each cockpit

handles are pulled. The external canopy jettison handles

(Figure 2-126) is on the forward right side of each flightcrew

require squeezing the inner face of the handle and then

instrument panel and is painted yellow and black for ease of

pulling for actuation. The length of pull is approximately

identification. To activate the canopy jettison handle,

one-half to three-quarter inch and the T-handle comes free on

squeeze the inner face of the handle and then pull.

the aircraft when actuated. Refer to Chapter 12 for canopy

The length of pull is approximately one-half to

external jettisoning procedures.

three-quarter inch, and the handle comes free of the aircraft

when actuated. Pulling either CANOPY JETTISON handle

2.38 EJECTION SYSTEM

actuates aninitiator that ignites the canopy separationcharge

The aircraft is equipped with an automatic electroni-

and actuates the canopy gas generator. The canopy separation

cally sequenced command escape system incorporating two

charge ignites the expanding, shielded, mild-detonating cord

Navy aircrew common ejection seat (SJU-17(V) 3/A (pilot)

lines, routed through the canopy sill hooks, breaking the sill

and SJU-17(V) 4/A (RIO)) rocket-assisted ejection seats.

hook frangible bolt. This allows the hooks to rotate upward,

Both seats are identical in operation and differ only in nozzle

releasing the canopy. The canopy gas generator produces

direction of their lateral thrust motors, which provide a

high-pressure gas that forces the canopy hydraulic actuator

divergent ejection trajectory away from the aircraft path.

shaft upward, ballistically removing the canopy.

When either crewmember initiates the command escape

Ejection through the canopy can result in injury and is

system, the canopy is ballistically jettisoned and each

provided only as a backup method; therefore, the canopy is

crewmember is ejected in a preset-time sequence. The RIO

jettisonedaspartofthenormal ejectionsequence. Anupward

is ejected to the left and the pilot to the right.

pull on the ejection seat firing handle jettisons the canopy

Safe escape is provided for most combinations of

prior to ejection.

aircraft altitude, speed, attitude and flightpath within an

envelope from zero airspeed, zero altitude in a substantially

2.37.1.4.1

External Canopy Jettison Handles

level attitude to a maximum speed of 600 KCAS between

There are two external canopy jettison handles located

on the lower left and right fuselage below the pilot cockpit,

2-256a (Reverse Blank)

CHANGE 1

NAVAIR 01−F14AAD−1

zero altitude and 50,000 feet. Preflight procedures are shown

2.38.1.1

Seat Firing Handle

in Chapter

7 of this manual; ejection procedures are

Ejection is initiated by pulling up on the seat firing

discussed in Chapter 16. Ejection sequence is illustrated in

handle on the front of the seat bucket between the crewmemĆ

FO−16 and FO−17.

ber’s thighs. A pull force of 25 to 40 pounds is required to

remove the firing handle from its housing. A continued pull

force of 30 to 60 pounds is required to initiate ejection. This

action operates linkage that withdraws the sears from the two

seat initiator cartridges, commencing the ejection sequence.

D Regardless of the SJU−17 Ejection Seat limiĆ

tations, any person whose nude body weight

2.38.1.2

SAFE/ARMED Handle

is below 136 pounds or above 213 pounds is

The SAFE/ARMED handle on the right side of the seat

subject to increased injury from ejection.

bucket forward of the manual override handle is the only

D Loose gear in the cockpit is a FOD and missile

control for arming and safing the seat. (On the ground, a

hazard, especially during carrier operations,

safety pin is also installed in the seat firing handle.) The

maneuvering flight, or ejection sequences.

handle locks in the selected position. It is operated by

Carriage of gear that cannot be contained in

releasing a catch to remove the locking plunger. When the

the cockpit storage compartment shall be kept

handle is rotated forward (up) to safe the seat, the SAFE

to a minimum consistent with mission

legend is displayed on a white backg0round and a safety

requirements and the mission environment.

plunger is inserted into the firing handle linkage so that the

handle cannot be pulled up, rendering the seat inoperative.

2.38.1

Ejection Seat

Rotating the handle aft (down) displays the ARMED legend

on a yellow−black striped backg0round. This pulls the safety

The Navy Aircrew Common Ejection Seat (NACES)

plunger from the firing handle linkage, freeing the handle and

(Figure 2Ć127) is provided with a rocket−deployed 6.5 meter

allowing the seat to be fired. With the canopy closed, the

(20−foot), aeroconical, steerable parachute that is packed

SEAT UNARMED caution light in the RIO cockpit is

with a ribbon extraction drogue in a container behind the seat

illuminated if the SAFE/ARMED handle on either seat is in

occupant’s head. The seat bucket holds the survival kit and

the SAFE position.

also has the seat firing handle and other operating controls.

The parachute risers attach to the crewmember’s torso

2.38.1.3

Manual Override Handle

harness by means of seawater−activated release switches.

Normal ejection includes canopy jettison before the seats are

The manual override handle on the right side of seat

catapulted out of the cockpit; however, the parachute

bucket behind the SAFE/ARMED handle is connected by

container is fitted with canopy penetrators. This permits a

linkage to the lower harness lock release mechanism and to

backup ejection through the canopy after a time delay in the

an initiator in the seat bucket. The handle is locked in the

event of safe−and−arm unit failure or failure of the canopy to

down position by a catch operated by a thumb button at the

separate from the aircraft.

forward end of the handle. Depressing the thumb button

allows the handle to be rotated aft. Operating the handle also

After ejection has been initiated, two pitot heads

rotates the SAFE/ARMED handle to the SAFE position. A

mounted next to the parachute container are deployed.

catch in the lower part of the manual release handle must be

Airspeed and altitude are provided to the battery−operated

reset before the handle can be returned to the down position.

electronic sequencer mounted under the parachute container.

With the seat in the aircraft, operation of the handle linkage

The sequencer uses the information to determine the release

is restricted by the pin puller and releases only the lower

time for the drogue bridles, the deployment time for the

locks, and the leg restraint line locks to permit emergency

parachute, and release time for the harness locks. Depending

ground egress with the survival kit attached.

on MSL altitude and airspeed, the seat drogue, which is

catapult−deployed from a canister on the back of the seat and

Note

has a three−point attachment bridle, can be used to stabilize

the seat, slow its descent, or be jettisoned before the

The parachute risers and personnel services must

parachute deployment rocket is fired. To ensure parachute

be disconnected manually.

deployment and man−seat separation, a barostatic release

operates to fire the parachute deployment rocket and release

After ejection, the pin puller disengages permitting

the harness locks in the event of complete or partial

further movement of the linkage so that operating the handle

sequencer failure. As a further backup, operating the manual

releases the lower harness locks and fires the manual override

release handle on the seat bucket will also fire the parachute

initiator that provides gas pressure to release the upper torso

deployment rocket and release the harness locks.

harness locks and fire the parachute deployment rocket in the

event of automatic sequencing failure.

ORIGINAL

2−258

NAVAIR 01−F14AAD−1

2.38.1.4

Torso Harness

The switch is spring loaded to the center OFF position

RAISE is aft and LOWER is forward. Electric power is

The torso harness is worn by the crewmember and

supplied from phase B of the right main ac bus through the

takes the place of a separate lapbelt and shoulder harness.

ACM LT/SEAT ADJ/STEADY POS LT circuit breaker (2I4).

The upper torso harness is connected by release fittings

(Koch fittings) to the inertial reel via straps passed through

roller yokes attached to the parachute risers. The release

fittings incorporate SEWARS to allow automatic release on

saltwater entry. Two buckles on the lower part of the torso

harness connect to the seat lapbelt fittings. Lapbelt girth can

The seat height actuator motor has a maximum

be adjusted to accommodate the individual crewmember by

duty cycle of 1 minute on in any 8−minute period.

adjusting each belt strap.

2.38.1.9

Survival Kit

2.38.1.5

Harness Lock Control Lever

The survival kit

(Figure 2Ć128) forms the sitting

The harness lock control lever on the left side of the

platform for the crewmember and consists of a fabric survival

seat bucket has two detented positions. In the forward

aids container covered by a contoured, rigid platform with a

(locked) position, forward movement of the occupant is

cushion on top to provide a firm seat and additional comfort

restricted and any slack created by rearward movement is

for the crewmember. The kit is retained in position by pivot

taken up by the inertial reel. The control is locked in this

fittings at the front and lugs attached to the lower harness

position by a detent. In the aft position, the occupant can

locks at the rear. Attached to the lower harness lock lugs are

move forward freely, unless the reel locks owing to excessive

two adjustable harness lap straps with integral lapbelt release

forward velocity. When the forward velocity decreases

fittings.

sufficiently, the inertia straps are released without the

necessity of repositioning the manual control. Both straps

The survival kit accommodates a liferaft, an emerĆ

feed from the same shaft, and it is impossible for one to lock

gency oxygen cylinder, and the survival aids. The emergency

without the other. If the reel is locked manually the control

oxygen cylinder is mounted to the underside of the platform,

must be positioned aft to the unlocked position to release the

a pressure gauge is on the left thigh support, and a green

straps.

manual operating handle is on the left side of the platform.

The emergency oxygen is also automatically activated

2.38.1.6

Leg Restraints

during ejection by a static line connected to the cockpit floor.

The leg garters and restraint cords keep the occupant’s

Note

legs firmly against the leg rests during ejection. The garters

are placed around the leg below the calf and above the knee.

Flow of oxygen from the emergency cylinder can

be stopped by reseating the manual actuation

The leg−restraint cords are attached to the aircraft deck

handle.

and routed through the seat snubber box structure. They are

then passed through garter rings and snapped into the leg−line

A URT−33C radio locator beacon is in a cutout in the

locks. The garter rings are snapped into the bayonet fitting

left thigh support and is connected to the cockpit floor by a

when strapping in. Leg−line release is accomplished by

static operating cable so that it can be automatically actuated

pulling the manual override handle. Leg restraints may be

during ejection. The fabric survival aids container can be

adjusted by pulling the tab on the inner side of each leg−line

deployed on a lowering line after ejection by pulling on either

snubber box.

of the two yellow handles located on the back side. The

liferaft is automatically inflated when the survival aids

2.38.1.7

Negative−G Strap

container is deployed. Contents of the survival aids container

The negative−g strap is not incorporated in the F−14D

may vary depending on the area of operation, but the

NACES ejection seat.

following is a typical list:

2.38.1.8

Seat Height Adjustment Switch

1. Liferaft dye markers

Seat height is adjusted by an actuator driven by a

2. Signal flares

single−phase 115−Vac electric motor. Operation of the actuaĆ

tor is controlled by a three−position switch on the right aft side

3. Morse code and signal card

of the seat bucket marked RAISE, OFF, and LOWER.

4. Space blanket

2−261

ORIGINAL

NAVAIR 01-F14AAD-1

5. Desalter kit or canned water

full-aft (MCO) position. Adjusting the handrest

to the full-down position will minimize this

6. 50 feet of nylon cord

interference and should allow normal operation

7. Bailing sponge

of the CMD EJECT lever.

8. SRU-31/P flightcrew survival kit.

2.38.3

Ejection Initiation

If over water, the survival aids container should be

deployed on its lowering line before reaching the surface to

With the SAFE/ARMED handle in the ARMED

make the raft immediately available on landing. If over land,

(down) position, pulling the seat firing handle upward to the

it should not be deployed. This will reduce the risk of

extent of its travel begins the ejection by pulling the sears on

entanglement and protect against injury.

the seat initiators. The following events occur:

1. Canopy jettison is initiated.

2.38.1.10

Rocket Motor

2. The powered inertia reel retracts, pulling the crew-

The rocket motor is on the bottom of the seat bucket.

member back in the seat.

It is ignited by a lanyard attached to the cockpit floor as the

3. The delay initiators are activated. These initiators

catapult nears the end of its stroke. The rocket thrust is

have built-in delays of 1.0 second for the RIO seat

approximately 4,800 pounds for .25 second and sustains the

and 1.5 seconds for the pilot seat.

thrust of the catapult to carry the seat to a sufficient height for

4. The restriction is removed from the manual override

a safe zero/zero ejection from a level attitude. The rocket

mechanism.

motor nozzles are inclined so that the thrust passes close to

the cg of the seat and occupant. The motor also includes a

5. The 4.0-second delay cartridge for the barostatic

release is initiated.

lateral thrust nozzle that imparts a divergent trajectory

carrying the seat away from the aircraft flightpath.

6. The safe and armed device is armed.

When canopy jettison is complete, a lanyard attached

2.38.2

Command Ejection Lever

tothe canopypullsa sear, firingthe safe andarm device. This

A command ejection lever (Figure 2-129) above the

initiates the thermal batteries that power the seat electronic

RIO left outboard console allows the RIO to select either

sequencer and fires the two-stage catapult, ejecting the seat.

pilot or RIO control of the command ejection system. Each

The RIO seat is fired immediately on firing of the safe and

position has an internal locking detent. The handle is

arm device, while the pilot seat is delayed 0.4 second. The

unlocked by lifting upward and moved by a forward or aft

IFF switch is actuated when the pilot seat is fired.

motion. If the handle is released before reaching the aft

position, it is spring loaded to return forward. It will

If the canopy fails to separate or the safe and arm device

automatically lock in the forward position; however a

does not fire, the backup initiators operate at the expiration

of their delays, firing the RIO seat 1.0 second after firing

downward motion is required to positively lock it into the aft

handle actuation and the pilot seat 0.5 second later, through

position. To select MCO command ejection position, raise

the canopy.

the handle and pull aft. An EJECT CMD flip-flop-type

indicator on the landing gear panel indicates the command

As the seat ascends the guide rails, the following events

mode selected. The RIO may eject individually when the

occur:

command ejection lever is in the pilot control position. When

1. The multipurpose initiator lanyards begin to

the command ejection lever is in the MCO command

withdraw.

position, the RIO can initiate ejection of both seats.

2. Personnel services between seat and aircraft are

Regardless of the position of the command ejection lever,

disconnected.

an ejection initiated by the pilot will always eject both

crewmen. Command ejection by either crewmember will

3. The emergency oxygen supply is initiated.

eject the RIO first and the pilot 0.4 second later Depending

4. The emergency locator beacon is activated.

on aircraft dynamics, the total time for command ejection of

5. The leg restraint lines are drawn through the snub-

both seats in the normal (safe and arm device) mode is from

bers and restrain the crewmember’s legs to the front

0.4 to 0.9 second; in the backup initiator mode, the total time

of the seat bucket. When the leg restraint lines

is 1.5 second.

become taut, the break ring in each line fails and the

lines are freed from the aircraft. The snubbers pre-

vent forward movement of the legs.

At the end of the catapult stroke

(approximately

In aircraft with an LCP installed, the controller

35 inches of seat travel), the multipurpose initiator lanyards

handrest may interfere with the CMD EJECT

become taut and withdraw the firing unit sears. This routes

lever, preventing the handle from reaching the

gas pressure to the electronic sequencer start switches,

2-263

CHANGE 1

NAVAIR 01−F14AAD−1

beginning sequencer timing to the pitot deployment mechaĆ

2.38.4.2

Barostatic Release

nisms and to the rocket motor, firing it. The electronic

To ensure that the parachute is deployed and the

sequencer determines the proper mode of seat operation

harness locks are released, the barostatic release unit,

based on altitude and airspeed.

consisting of a barostat and a cartridge, provides an

independent automatic backup to the electronic sequencer.

2.38.4

Seat Operation After Ejection

The cartridge is fired one of three ways: electrically by the

Post−ejection operation (FO−16 and FO−17) begins at

sequencer at a preset altitude of 18,000 feet (FO−16 and

the end of catapult travel when the rocket motor fires and the

FO−17), mechanically by the barostatic release unit between

start switches actuate. In normal operation, the electronic

14,000 and 16,000 feet; or mechanically by gas pressure from

sequencer selects the operating mode depending on altitude

a 4−second delay cartridge when the manual override handle

and airspeed. A barostatic release unit provides an automatic

is pulled. After the time delay, gas pressure is applied to the

backup for electronic operation. Four seconds after the seat

barostat cartridge firing mechanism. Above the barostat

firing handle is pulled, the barostatic unit is armed permitting

altitude setting, the mechanism is restricted from moving; at

parachute deployment and harness release as determined by

or below the barostat altitude it is free to move and fire the

the barostat setting if the sequencer has not functioned. As a

cartridge if it has not already been fired electrically. When

further backup, the crewmember can manually fire the

fired, the barostat cartridge provides gas pressure to fire the

parachute deployment rocket and release the harness locks by

parachute deployment rocket and operate the harness lock

using the manual override handle.

release.

2.38.4.3

Manual Override

2.38.4.1

Electronic Sequencing

After ejection, the manual override handle provides a

In all modes, following start switch actuation, the pitot

further backup to both the electronic sequencer and the

heads extend, environmental sensing for mode selection

barostatic release. Pulling the handle fires a cartridge that

commences, and the seat drogue is deployed on its three−

provides gas pressure to fire the parachute deployment rocket

point bridle to stabilize and slow the seat. While this is

and operate the harness lock release.

occurring, the sequencer selects one of the five operating

modes (FO−16 and FO−17) from its lookup tables based on

2.39 LIGHTING SYSTEM

sensed altitude and airspeed. The modes are described as

follows:

2.39.1

Exterior Lights

The exterior lights include position lights, formation

1. Mode 1  This is the low−altitude, low−airspeed

lights, anticollision lights, a taxi light, approach lights, and

mode. The bridles are released 0.32 seconds after

an air refueling probe light. All exterior lighting controls,

seat first motion. The parachute deployment rocket

except for the air refueling probe light and approach lights,

fires to deploy the parachute and the harness release

are located on the MASTER LIGHT panel on the pilot right

system operates to free the occupant from the seat.

console. The exterior lights master switch on the outboard

2. Modes 2, 3, and 4  These modes are for low to

throttle must be on for any exterior light to function (except

medium altitudes. The seat is decelerated by the

for approach lights). The pilot light control panel is shown in

Figure 2Ć130. A two−channel flasher unit is used for flashing

drogue and after a time delay determined by the

electronic sequencer, the parachute deployment

lights. One channel flashes the anticollision and position

lights and has circuit protection from the ANTICOLL/SUPP

rocket fires to deploy the parachute before the

drogue bridles are released. The harness release sysĆ

POS/POS LT circuit breaker

(2I1). The second flasher

channel flashes the AOA indexer and approach lights and has

tem operates to free the occupant from the seat.

circuit protection from the ANGLE OF ATTK IND AC

3. Mode 5  This mode is selected at high altitude.

circuit breaker (3F3).

The seat (with drogue bridles connected) descends

Note

18,000 feet, where the bridles are released.

The anticollision, position, and supplementary posiĆ

The parachute deployment rocket fires to deploy the

tion, formation, and taxi lights are inoperative when

parachute and the harness release system operates to

operating on emergency generator.

free the occupant from the seat.

In all modes, parachute deployment lifts the crew−

2.39.1.1

Position Lights

member and survival kit from the seat, pulling the sticker

The position lights consist of a red light on the left

straps from the clips.

wingtip, a green light on the right wingtip, and a white

position light in the left fin cap assembly. Supplemental

2−265

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

ANTI COLLISION light

ON and OFF ć

Energizes or deenergizes the anticollision lights. When

switch

anticollision lights are on, the flasher unit for the position

lights is disabled.

POSITION lights flasher

FLASH ć

Causes the wing or supplementary tail and position lights

switch

to operate in a flashing mode with landing gear up. With

gear down supplementary lights operate steady only.

STEADY ć

With the wing and tail (or either) position lights on, lights

are on steady.

TAIL POSITION light

BRT ć

Bright tail light.

switch

OFF ć

Deenergizes tail position light.

DIM ć

Dim tail light.

WING POSITION light

BRT ć

Bright wing lights switch.

switch

OFF ć

Deenergizes wing lights.

DIM ć

Dim wing lights.

LCD panel light

0 to 1 ć

Pilot’s liquid crystal display (LCD) and EIG white

thumbwheel

backlighting on.

1 to 14 ć

Sets intensity of pilot’s LCD.

INDEXER thumbwheel

0 to 14 ć

Sets intensity of indexer lights.

TAXI light switch

ON ć

Nose gear must be down and locked and the master

exterior light switch must be on.

OFF ć

Turns light off.

INSTRUMENT lights

0 to 1 ć

Turns instrument panel lights on.

thumbwheel

1 to 14 ć

Sets instrument lights intensity, maximum brightness

at 14.

WHITE FLOOD lights

BRT ć

Bright white flood lights.

switch

DIM ć

Dim white flood lights.

Note

OFF ć

Turns white flood lights off.

Switch must be pulled

up to be moved to BRT

or DIM.

NVG FLOOD lights control

Variable control ć

Sets intensity of green instrument and console flood

lights from DIM to BRT.

CONSOLE lights

0 to 1 ć

Turns console lights and console white flood lights on.

thumbwheel

1 to 14 ć

Sets console lights intensity, maximum brightness at 14.

FORMATION lights

0 to 1 ć

Turns formation lights on.

thumbwheel

1 to 14 ć

Sets formation of light intensity, maximum at 14.

Figure 2−130. Cockpit Light Controls (Sheet 2 of 3)

2−267

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

Exterior lights master

ON ć

Enable all exterior lights except approach lights.

switch

Dims approach lights to night intensity.

OFF ć

Permits pilot to turn off all exterior lights except approach

lights. Sets daylight intensity on approach lights.

RIO’s light control RFCI

Variable control ć Sets intensity of green flood light illuminating Radio

Frequency Control Indicator.

Figure 2−130. Cockpit Light Controls (Sheet 3 of 3)

position lights include upper and lower red lights on the left

All formation lights are green. Intensity of the lights

wing glove and upper and lower green lights on the right wing

is controlled by the FORMATION thumbwheel on the

glove. When the wing−sweep angle is forward of 25_, the

MASTER LIGHT panel. Electrical power is supplied

wingtip position lights are operational; when the wings are

through the right main bus with circuit protection on the RIO

swept aft of 25_, the wingtip position lights are disabled and

ac right main circuit breaker panel TAXI/FORM LT (3A2).

the glove position lights are operational. When operating in

steady mode with the nosegear down and locked and the

2.39.1.4

Taxi Light

wings forward of 25_, both the wingtip position lights and the

The taxi light installed on the nosewheel is a fixed−

glove position lights are operational. The position lights are

position light. A limit switch on the nosegear door will turn

powered from the right main ac bus through the exterior

the light off when the gear is retracted. A two−position, ON

lights master relay.

and OFF, switch is on the MASTER LIGHT panel. Electrical

power is supplied through the right main bus with circuit

Note

protection on the RIO circuit breaker panel TAXI/ FORM LT

When the anticollision lights are on, the flasher

(3A2).

for the position lights is disabled and the lights

revert to steady.

2.39.2

Interior Lights

The interior lighting of the cockpit consists of green

2.39.1.2

Anticollision Lights

floodlights mounted on the glareshield, the instrument

There are three red, flashing anticollision lights. One

console and above each outboard console, and utility lights

anticollision light is installed in the bottom of the infrared

for each flightcrew station. The MASTER LIGHT panel, at

pod on the lower forward fuselage. Another anticollision

the pilot’s station on the right outboard console, permits

light is installed in the top forward part of the left vertical

varying the intensity of the floodlights from dim to bright.

stabilizer and its lens is blacked out except for 1½ inches at

The RIO’s interior lights control panel permits varying the

the rear of the light. The third anticollision light is on the top

intensity of his interior lighting.

aft part of the right vertical stabilizer and directs its

anticollision beacon up and down.

2.39.2.1

Instrument and Console Panel Lights

The lower fuselage forward anticollision light remains

All flight instruments in the pilot and RIO instrument

off during takeoff and landing with the nosewheel door open.

panel and console panel lights are lighted by white lighting.

With the nosewheel door closed, the lower fuselage forward

Individual thumbwheel controls are provided for the pilot

anticollision light will operate with the ANTI COLLISION

and RIO instrument and console lighting. The thumbwheels

light switch set to ON. The anticollision lights are powered

have 14 variable selections from 0 to 14. Initial rotation from

through the right main bus with circuit protection on the RIO

0 to 1 activates the circuitry and provides a low−intensity

ac right main circuit breaker panel TAXI/FORM LT (3A2).

light. Further rotation up to a maximum intensity

(14)

increases the brightness. The INSTRUMENT thumbwheel

2.39.1.3

Formation Lights

also controls the intensity of the CAUTION ADVISORY

panels, the left and right vertical consoles, and the digital data

The formation lights consist of wingtip lights on each

indicator lights, which consist of high− and low−intensity

wing, fuselage lights, and vertical fin tip lights on both sides

lighting. The console lights thumbwheel turns power on for

of the aircraft.

both the console lights and the floodlights. The pilot and

ORIGINAL

2−268

NAVAIR 01-F14AAD-1

RIO instrument and console lights are protected by circuit

of the lamp to reselect a white light with a flood or spot

breakers. Lighting for the pilot turn-and-slip indicator is

illumination option. An alligator clip and swivel mounting

controlled by the INSTRUMENT lighting thumbwheel. The

allow the light to be positioned on a clipboard or other

engine indicator group uses integral white lighting for

convenient location. A flasher button on the heel of the lamp

daylight operations, and liquid crystal display brightness is

allows either crewmember to use the light as a signal lamp.

controlled by the LCD thumbwheel.

The utility and map lights are supplied electrical power from

the ac essential No. 2 bus and are protected by the UTILITY

Note

LTS circuit breaker (3A6).

When pilot’s instrument panel lighting is turned

2.39.3

Warning and Indicator Lights

off (daytime or to enable NVD compatibility),

RIO instrument panel and console panel lighting

Warning, caution, and advisory lights (Figure 2-131

is disabled.

and Figure 2-132) are provided in both cockpits to alert the

pilot and RIO of aircraft equipment malfunctions, unsafe

2.39.2.2

Floodlights

operating conditions, or that a particular system is in

operation.

The floodlights consist of night vision green flood-

Warning lights illuminate red with black letters to warn

lights that illuminate the instrument and console panels.

of hazardous conditions that require immediate corrective

When navigating around thunderstorms, the storm flood-

action. Caution lights show yellow letters on an opaque

lights should be turned on bright to assist in preventing

backg0round to indicate an impending dangerous condition.

temporary blindness from lighting. The WHITE FLOOD

toggle switch on the pilot master light panel and another on

The lower half of the CAUTION ADVISORY panel consists

of advisory lights that show green letters on opaque

the RIO light panel are safety interlock switches that must be

backg0round. Advisory lights indicate degraded operations

pulled up to be positioned to BRT or DIM. In DIM,

that may require corrective action.

low-intensity floodlighting is provided. During NVIS mode,

rotating the NVIS FLOOD potentiometer on the RIO interior

light panel to vary the intensity of the NVIS flood lights will

also vary the intensity of the backlighting on the CDNU.

Note

Radiation hazard exists on deck when the RDR

When the storm floodlights are on (BRT or DIM),

ENABLED caution light is illuminated. The

the intensity of the CAUTION and ADVISORY

light indicates that the RADAR TEST ENABLE

panel lights is increased to day (bright) illumi-

switch (maintenance switch) is in the “A” (radi-

nation mode.

ate andscan)position. Thisconditionpermitsthe

weight-on-wheels interlock to be bypassed,

Console and instrument panel floodlights are available

allowing the transmitter to radiate through the

in BRT. In the MED and DIM, only console floodlights are

antenna when RADAR XMIT is selected on the

available. The green console and instrument panel flood-

hand control unit. Illumination of the light does

lights are continuously variable in intensity using the NVG

not indicate a weight-on-wheels failure.

FLOOD control on the pilot’s MASTER lights and RIO’s

interior light controls. The panel floodlights are protected by

2.39.3.1

MASTER CAUTION Light

a PANEL FLOOD LTS circuit breaker (4A6) on the RIO ac

essential No. 1 circuit breaker panel. The white floodlights

The pilot MASTER CAUTION light is centrally

are protected by the STORM FLOOD LTS circuit breaker

located on the master caution/master arm control panel, and,

(2I6) on the RIO ac right main circuit breaker panel.

in the aft cockpit, the RIO MASTER CAUTION light is on

the left instrument panel. When the lights are illuminated,

2.39.2.3

Utility and Map Lights

yellow letters show on an opaque backg0round. Individual

MASTER CAUTION lights flash whenever a caution light

The pilot utility and maplight ison a bracket above the

on the respective caution and advisory panel illuminates.

right outboard console. The RIO utility and map light is in a

A MASTER CAUTION light may be turned off by depress-

bracket above and midway along the right and left console.

ing its lens. This will activate a reset switch that rearms the

Each light has a rheostat control including an ON and OFF

master circuit for a subsequent caution light. A caution light

on the rear of the lamp. A night vision green filter may be

lit on the caution and advisory panel will not be turned off by

selected by rotating the face of the lamp. Pressing the

resetting the MASTER CAUTION light.

locking button on top of the lamp permits rotating the face

2-269

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F-14D. FLIGHT MANUAL (2004) - page 5